FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1918
1918 - 0804.PDF
and the solution of which will serve to round out andbroaden our general grasp of the problem. In particular, we need further study on the interaction between elementswhich ensure stability and those which permit mobility and readiness of response to control agencies, to the end that wemay control more effectively the combinations which may be desired regarding stability and mobility of evolution. Again, while the elements of control are well understood,there is room for further study as to the best means of actually developing the control forces required and of applying themto the plane itself. These are partly aerodynamic and partly structural problems, each phase reacting more or less on theother. One instance of problems of this character will serve toillustrate the type. Thus, we know that an aeroplane is provided with rudder surfaces of two kinds, one to determinemovement in a vertical motion, up or down, and the other to determine horizontal motion, right or left. But these motions,vertical and horizontal, assume that the plane itself is hori- zontal or sensibly so. However, when a plane is circling on a,steep spiral or making a quick turn, it is inclined or " banked," in order to avoid side slipping, until, in extreme cases, thewings are nearly vertical, and frequently much more nearly vertical than horizontal. In such cases, the functions ofthese control services are reversed. Those which, with normal aspects, serve to produce movement right and leftwill now serve to determine motion rather in a vertical direc- tion, and those which formerly served for movement up anddown will now serve to determine motion to the right or left. For intermediate angles of bank, each set of control surfaceswill give control forces in both directions, up or down and right or left. Now, it is by no means sure, having in viewthis double and interchanging function between these two sets of surfaces, whether we have as yet realised the ultimateand best arrangement either as regards the surfaces themselves or their control by the pilot. It seems decidedly probablethat we have not and that some arrangement yet remains to be devised which will be more effective in the matter of thisdouble and interchanging function of control, and simpler in its relation to the pilot. This and the other like problemsare still awaiting investigation and offer a delightfully promis- ing field for the further study of the aerodynamic engineer.Armament and Instruments. There still remain two large and important fields, ^rich inaeronautic problems. These are armament and instruments. I shall attempt no more than the briefest general referenceto these two classes of problems. Those arising under the head of armament are, of course, strictly military in character,and but little of interest could, in any even, be said in a public address. Such problems relate naturally to the number,type, and size of guns to be carried, their mounting and special sights; bombs and devices for carrying, aiming,dropping, &c. ; questions of armour and protection of vital parts against gunfire or shrapnel bursts, &c. Expressed intheir most general terms, these problems resolve themselves JULY 18, 1918. into an attempt all along the line to meet the requirements imposed by the desired military uses of the plane, and to anticipate or improve upon the devices and designs of the enemy in the same fields. Regarding instruments, little more specific can be said. This field does, however, bristle with problems of the highest interest to the scientist, and may well challenge his best efforts. It is interesting to note the extent to which the modern aeroplane has become a flying meterological and physical laboratory. Thus, a recent list of aeroplane instru- ments shows some 25 or 30 different instruments and devices, not indeed all to be carried on one plane, but all included in the general aeronautic military programme, and each serving some specific and important purpose. With these instru- ments as with armament, the problems reduce themselves to an effort to meet the military or the navigational and operative requirements of the situation, and iii these days of war in particular, to anticipate or improve upon the similar devices and designs of the enemy. Much of the work relating to these problems under armament and instruments is already done and well done. There do remain, however, many pro- blems, especially of detail or of improvement, and which must be considered as outstanding; but of these I shall attempt no mention or discussion. By way of conclusion, reference may, for a moment, be made to a problem of the most vital and far-reaching economic importance, and which will be upon us with the arrival of peace conditions. This is the problem of the best economic utilisation of the enormous investment which has been made in aeronautic production, expressed in terms of money and human time and energy, and now represented by factories, machinery and equipment, finished product, trained industrial organisations, human skill and productive capacity. The discussion of such a problem might well occupy our careful attention for the entire hour, but I can ho more than mention it here by name. We can, however, scarcely over exaggerate its importance, and the appointment of important commissions in England and in the United States for the study of the problems arising under this general head is an evidence that their serious import is appreciated, and we may hopefully await suitable measures of adjustment against the day when we may again turn our thoughts to the occupations of peace. And so with all our problems ; we can only look hopefully 'forward for the future to give to us such measure of answer as our patience and study may merit. Of one thing, however, we may be sure, and that is that the day will never come when we have no more problems to solve. But, on the contrary, the number of problems still outstanding, as the years go by, is likely, rather, to increase with our acquintance with the subject, and we may be sure that before this or any like audience under the auspices of the Aeronautical Society of Great Britain, there will never lack material for a discussion of " Outstanding Problems in Aeronautics." Back from Germany. IT is officially announced that the following officer, who was a prisoner in Germany, has now arrived in this country :— Wood, Lieut. R., W. York R. and R.F.C. A New American Ace.THE American Aviation Corps has another " ace," Lieut. Meissner, of Brooklyn, being officially credited with havingdestroyed five German machines. Paris newspapers report that the American aviator, Putnam, has to his credit at thepresent time ten victories, seven of which were achieved in June, thus equalling the monthly record of Lieuts. Guynemerand Dorme. New U.S. Aviation Badges.THE new collar badge worn by officers of the U.S. Avia- tion Service is shown in the attached sketch. It consists of a silver propeller one inch in height, with bronze wings 1J inches from tip to tip. Enlisted men will wear a regulation size button, showing the same design, on one side of the collar, while on the other side the bronze U.S. will be worn. The hat cord of the U.S. Air Service is green and black. Belgian Honour for Flying Officers. IT was announced in a supplement to the London Gazette oh July 12th that the following decorations had been con- ferred by the King of the Belgians for distinguished services rendered during the course of the campaign :— Croix de Guerre. Capt. A. J. R. Waller, Essex R. and R.F.C. ;"Capt. W. H.Anderson, Aus. F.C. ; Lieut. B. J. Blackett, Aus. F.C. The French Aces. LIEUT. NUNGESSER has increased his tale of Germanmachines destroyed to 38, and Lieut. Madon to 36—although unofficially the latter claims 89. Lieut. Fonck tops the listof French " aces " with 49 victims. Maurice Boyan is an " ace" specialising on kite balloons, of which he has 114 to his credit. Flight Sub-Lieut. Marinovitch was mentioned in the official communique of July 8th for his twelfth victory. Adjutant Montrion (11 victories) and Sergt. Gerard (8) have been reported missing. Lieut, de Gramont, who was in command of an American squadron, is reported missing after a patrol. He was the son of the Comte de Gramont, the well-known member of the Academy of Science, and had served as an interpreting officer with the British Army. 8O2
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
