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Aviation History
1923
1923 - 0504.PDF
AUGWST 23, 1923 ensuring reliability and durability. In motor-cycle racing this type of engine is frequently run at 4,000 to 4,500 revolu- tions per minute, whereas in this machine its maximum speed is only about 2,700 r.p.m., equivalent to a speed of just over 35 m.p.h. on the motor-cycle. When once the machine is in the air the engine can be throttled down to half power, which is ample to sustain level flight. It will thus be seen that the engine is not required to run under any more arduous conditions than usual, while the cooling is naturally much more efficient. The " Wren " should especially appeal to those in out-of-the- way parts of the Dominions and Colonies, who have thus placed within their reach the means of travelling over wide stretches of country with inferior roads, or even no roads at all, at a speed equal to an express train, and at a practically negligible cost. It should be- noted that the " Wren " is in every way suitable and eligible for the forthcoming light aeroplane competitions for the Duke of Sutherland's -(500 and Daily Mail £1,000 prizes, etc. The fuselage of the " Wren " is of orthodox box girder construction, reinforced at points of attachment of main planes, landing wheels, etc. The tubular axle of the landing gear is fitted with two pneumatic-tyred wheels and is attached to the lower longerons of the fuselage with shock-absorber cord. A swiveling tail skid sprung with shock-absorber cord is fitted . The main planes are of the cantilever type, thus eliminating outside struts and bracing wires. A special high-lift section is used. The main spars, of substantial box section, are of spruce, and a special form of internal bracing is used, giving great torsional stiffness. Quick detachable joints are pro- vided between the two planes and to the fuselage. The leading edge is covered with three-ply on the upper surface. A special light fabric is used for the covering, doped with Titanine " glider dope," finished in aluminium colour. Tail plane, elevator, fin and rudder are of substantial build, and follow standard constructional methods. The controls follow approved standard practice, and are excep- tionally efficient in operation. The engine is a 3 h.p., O.H.V., 398 c.c. flat twin A.B.C., motor-cycle type, specially adapted for aircraft work. It is mounted on the top of the nose of the fuselage, and drives direct a two-bladed tractor screw made from four laminations of selected Honduras mahogany. This airscrew looks analmost ridiculously small affair, measuring as it does only some 3 ft. 6 ins. in diameter, but it has been found in practiceto be quite efficient. The pilot sits in the nose of the fuselage immediately behindthe engine, and with his head level with the leading edge of the main plane, a portion of the latter being cut away tohouse the " brain " of the machine. From this position the pilot obtains an excellent view in all directions, it being quiteeasy to look past the engine and its mounting, which is very narrow, while the downward slope of the front portion of thedeck enables him to look over the nose. For landing the machine should be as nearly " fool proof" as makes nodifference, as the pilot can see the ground quite clearly, while the low position of the nose of the machine effectivelyprevents overturning on landing. The controls are of usual type, with a " joy-stick " for ele-vator and ailerons and a foot-bar for the rudder. As distinct from the experience of many of the competitors at Itford lastyear, the " Wren " has been found to answer her controls well, both under power and when gliding with the enginethrottled right down. Manoeuvres such as vertical banks have already been executed on the machine, and it seemsquite probable that the " Wren " would loop, although considerable caution should be used in stunting such amachine. Owing to the low resistance a very high speed can probably be attained in a dive, and a too sudden flatteningout might consequently impose very severe stresses on the structure. It may be mentioned incidentally that two " Wrens " willbe entered for the forthcoming competitions at Lympne, one of which will be piloted by Squadron-Leader Maurice Wright,who put the first " Wren " through its tests, and the second by Flight-Lieut. Longton, whos"e flying in recent races andexhibitions at the Pageant have made him known to and popular among wide circles of aviation enthusiasts. Following are the main characteristics of the " Wren " :Length, o.a., 24 ft. 3 ins. ; span, 37 ft. ; weight of machine empty, 232 lbs. ; engine, 3 h.p., 398 c.c., A.B.C. flat twin ;fuel capacity, 1 gallon of petrol and 1 pint of oil ; duration, 1J hours ; instruments fitted, Smith's air speed indicator andcross level ; revolution counter and altimeter can be fitted if desired. The maximum speed is 50 m.p.h., and the landingspeed about 25 m.p.h. The machine can be stored in a shed 24 ft. 6 ins. long, 8 ft. 6 ins. wide, and 5 ft. 6 ins. high. Those wishing to get in touch with others interested in matters relating to gliding and the construction of gliders are invited to write to the Editor of FLIGHT, who will be pleased to publish such communications on this page, in order to bring together those who would like to co-operate, either in forming gliding clubs or in private collaboration. IN referring to the British light 'planes now being con- structed for the forthcoming competitions for the Sutherland, Daily Mail, Abdulla, and other prizes, totalling more than ^2,000, we omitted to mention, last week, the two machines being built by Handley Page to the designs of Captain W. H. Sayers. Reference has, however, been made to these machines in previous issues of FLIGHT, and it may be recalled that they will be generally similar to the glider designed for the Itford meeting last year by Capt. Sayers. They will, however, have certain novel features other than those necessitated by the fact that engines are fitted. Thus slotted ailerons will be tried, and on one of them front slots as well. * * * WE are extremely sorry to learn that our old friend Capt. F. Warren Merriam has been obliged to close down his glider establishment and the Whiteley Bank School of Gliding in the Isle of Wight. Capt. Merriam has not given up without a struggle, but his nerves and general health have not been up to the strain, and he has consequently been obliged to close down. « ...,i\.. " " ' •'•' -. - _-* " ** ••'••••" KNOWING how very keen Merfiam "was—and is—we can appreciate what this means to him, and we hope that after a few months' rest his health will improve so that he may resume the work he loves so well. * * * IN the meantime, Merriam is disposing of his glider, so that here should be an opportunity for anyone wishing to get immediate delivery of a machine. The monoplane can, if desired, be fitted with a cycle engine, so that it should be possible for anyone interested to get a power-driven light 'plane at relatively low cost, suitable for the forthcoming competitions at Lympne in October. Communications should be addressed to Capt. F. Warren Merriam, Whiteley Bank School of Gliding, Wroxall, Isle of Wight. * * * THE first of the small monoplane light 'planes built by theAir Navigation and Engineering Company, Ltd., of Addlestone, Surrev, to the designs of Mr. Shackleton, was tested onTuesday of this week (August 21). The machine, which was fully described and illustrated in FLIGHT of March 29, 1923,was flown by " Jimmy " James at Brooklands. Although the " feel " of the machine is slightly different from that of the" Bamel," Jimmy soon felt at home on it. He remained up for approximately a quarter of an hour, and reached analtitude of about 1,000 ft., which is not bad for a first flight. * * * ACCORDING to the speed indicator fitted, the A.N.E.C. light 'plane does 75 m.p.h., and, although the instruments have not been checked yet, this is probably somewhere very close to the actual speed, probably a bit under. Various minor adjust- ments have to be made, but in the main the machine is quite all right. ,v . , • '•• - *• - .•••_' • !. •» -••."•' •. / THE Blackburne engine is mounted rather differently from usual practice, in that it has its cylinders pointing downwards. It might have been thought that this position might lead to sooted plugs, but tests in the shop, with oil being pumped into the engine at a far higher rate than would obtain in actual flying, revealed not the slightest tendency to soot the plugs, nor did the 15 minutes' flight by James on Tuesday. * * * THE machine has no fixed tail plane, and the elevator is balanced. Consequently, one would expect "it to be fairly sensitive, and this proved to be the case, although not to excess. James prefers a machine to be sensitive, as in the 504
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