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Aviation History
1924
1924 - 0019.PDF
JANUARY 10, 1924 which at full power and the remaining 3£ hours at 90 per cent, of stated full power. * * » THE Tour de France is an international event, and it is hoped that several British light 'planes will take part. Single- seaters as well as two-seaters will be admitted, so that if desired both last year's Lympne machines and those designed and built for the British competitions of this year can be entered. THE Carlev light monoplane has been making flights both at le Bourget and at Villacoublay. At the latter aerodrome it was demonstrated before the Section Technique. It is rumoured that Raparlier intends to have a try for the light 'plane altitude " record." It would seem, however, that the J,2 lb 8 6 4 Following Wind ,v 1 + I'O 0-4 0-2 2 o-2 0-4 Vs Up Current' .. " ' / / 'f V Vh, 2 4 » -B \0 \Z 14 16 )8 20 ZS / Head Wind o' < Down Curr<nt the Gottingen No. 441. The construction of the wing is the usual, with two spars and internal strut and wire drag bracing. The wing is of approximately rectangular plan form, but is thinned down in depth towards the tips. * * * THE fuselage or hull is a girder structure, with spruce longerons and struts, and wire bracing. Water-tightness is provided by the fabric covering only, the bottom covering being double thickness. The machine has rested on the water for an hour without more than a very small quantity finding its way inside. After the Rossitten glider meeting the Curve of L/D ratios of the Darmstadt " Konsul.' Sketch of the Darmstadt " Konsul " in flight. high wing loading of this machine is not particularly favourable for altitude work. The machine is " incessantly expected " at Croydon. # * * LAST week we referred briefly to the monoplane glider " Kfinigsberg," designed to be able to alight on the sea, as it machine was left out in the open, often in the rain, but when taken to the Rhon meeting later the factor of safety was still found to be 6. The weight of the machine empty is 100 kgs. (220 lbs.), and as the wing area is 18 sq. m. (194 sq. ft.) the wing loading with pilot on board is approximately 2 lbs./sq. ft. In the Rhon the machine made only three flights, when further work had to be suspended owing to lack of capital. SPAN. . . . . LENGTH . . . WING AREA 6l'-4-" 2CV-6" 230'0 Sa.F-r. 0 2 4 6 8 10 12 FIE7 1 < < ', ' • ' L' • • £ ' ' \ 5 DARMSTADT "KONSUC GLIDER THE DARMSTADT GLIDER " KONSUL General arrangement drawings, to scale, very high, 15.58. The aspect ratio is was intended for use along the sand dunes separating the Kurisches Haff from the Baltic, and there was always con siderable risk of the pilot being forced to come down in the sea. At first it was intended to make the fuselage in the form of a stepped hull, so as to enable the machine to be towed off the sea, but later it was decided to make a plain hull capable of riding on the water for some considerable time without sinking. This week we are able to give an outline general arrangement drawing of this machine, and a few supplementary particulars. * * * THE " Konigsberg " was designed and built by Herr Kurt Peyean in his spare time, and mostly at his private house. As the accompanying general arrangement drawings indicate, the machine is a normal monoplane, with the exception that the wing is raised a considerable distance above the fuselage or hull, being mounted on struts. The wing section used is ONE of the most interesting of the machines which took part in this year's Rhon competitions was the Darmstadt " Konsul," on which Botsch covered a distance of 12 miles. By the courtesy of our German contemporary Flugsport we are able this week to publish the general arrangement drawings of this machine, and also a curve of gliding angles. The machine was designed for long-distance flights, as the Darmstadt students considered that the problem of soaring in an up-current had already been solved, the quality required being low rate of descent. For long-distance work, however, it was necessary that the machine should be able to cover the greatest possible distance for a given loss of height. High L/D ratio, or, in other words, a good gliding angle in still air, was wanted, and in order to cover a good distance under varying wind conditions a good gliding angle over a wide range of speeds was required. The result of these considera tions was that the designers decided to "go the limit " on 19
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