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Aviation History
1919
1919 - 0101.PDF
JANUARY 23, 1919 f^4mm& The Bristol monoplane. it should be pointed out that whereas the general arrange ment drawings and the particulars in the two tables refer to a machine fitted with a 200 h.p. Sunbeam " Arab " engine, the photograph shows a slightly different arrangement, mjWhich the nose of the machine is of different shape, owing to the fact that the engine is a radial air cooled, the Cosmos Mercury engine. In addition to the fact that it is fitted with a different engine, the type F Bristol scout shows variations in nearly all its other component parts, having, in fact, practically no resemblance to the original Bristol scout. Thus it will be seen that the type F has its lower plane of smaller chord and span than the top plane. The wing tips also are of different shape, while the various tail members are totally different in shape. Owing to the deeper nose and generally speaking greater side area in front, a fixed vertical fin is fitted in front of the rudder. The wing bracing is characterised by centre section and inter-plane struts of N formation, and the dihedral angle has disappeared. An examination of the accompanying table of performance, etc., is instructive. It will be seen that while the type D had^a wing loading of 6.25 lbs/sq. ft. and a loading of 14.7 lbs. / h.p., the corresponding figures for the type F are 8.08 and 10 respectively. The speed near the ground is 100 m.p.h. and i38lm.p.h. respectively, while the climb to 10,000 ft. occupies 18.5 mins. in the case of type D, and only 8.5 mins. for the type F. It is thus seen that it would appear that " per formance " is far more a question of load per h.p. than it is one of wing loading, and that it is in fact only the question of a reasonably low landing speed which prevents one from employing a much higher wing loading than is generally found. The Bristol Monoplane With the exception of the very earliest days of the War, there has been, at any rate in this country, a remarkable absence of aeroplanes of the monoplane type. Some of the first machines to go out were, it is true, of this type, as for instance the Bleriots and Moranes, but before many months of War had passed the biplanes were rapidly supplanting the monoplanes, and during the last two years of War the monoplane was hardly if ever seen. This may appear some what strange, especially as the monoplane has undoubted advantages for fighting purposes, giving as it does a much better view forward and upward. Especially is this true of the " parasol " type of monoplane in which the wings are on a level with the ey: s of the pilot, but for some reason or other the type has not found general favour. Special interest, therefore, attaches to such few monoplanes as have been built during the war, among which is the Bristol mono plane. This machine, it will be seen from the accompanying illustrations, is of very pleasing appearance, with its stream line body and crescent - shaped wings. Efficiency is the keynote of its design, with head resistance reduced to a minimum. Thus the wing section employed is such as to allow of very deep wing spars which are capable of taking care of their load witli a minimum of external aid, in the shape of one wire to each spar. Lateral control is not by means of wing warping, as was the general practice in monoplanes before the War, but by ailerons as in the biplanes. This form of lateral control is probably chosen in view of the deep wing section, which would tend to make a comparatively rigid wing structure difficult to warp and liable to excessive strain if warping were employed. In order to give the pilot a better view downwards—forward and upward is already as good as it is possible to make it—openings are provided in the inner portion of the wings, near the sides of the fuselage, and one is inclined to think that in this respect at least the Bristol monoplane is able to hold its own against any conceivable biplane combination. As regards performance : from the table it will be seen that near the ground the monoplane is capable of a speed of 130 m.p.h., which is distinctly good for an engine of only no h.p. At 10,000 ft. this speed has dropped to 117 m.p.h., which is not bad considering that the engine is a rotary. The climb also is quite good, the first 5,000 ft. only taking 3^ mins., while 10,000 ft. is reached in 9 mins. As the landing speed is certainly not unduly high, it appears that taking it all round, the mono plane is able to hold its own against the biplane for perform ance, and there can be no doubt that as regards visibility the mono, has it all its own way. As a matter of fact, had the War continued it is not in the least improbable that this The Bristol fighter, F2 B. IOI H 2
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