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Aviation History
1913
1913 - 0181.PDF
FEBRUARY 15, 1913. IfiicwT) " Flight" Copyright. The tail of the Handley Page monoplane. wash-out from root to tip, the tip being swept back and adjusted incident to the relative wind at a negative angle of incidence. The wing spars are both of ash, the front one being of I section and about 9 in. deep at the root. The rear spar is more ofan H section, for the thickness of the wing is not so great where it is built into the structure. They are so designed that in no place will they be called upon to withstand a greater strain than 1,000 lbs. to the square inch. In their construction the ribs must have been the most difficult part of the whole machine, for, as the wing curve varies progressively from root to tip, every rib has a different camber and chord measurement. Solid Honduras mahogany rib-, occur at every If* feet along the spars, and the plane sections between these ribs are kepi accurately shaped by false ribs of silver spruce. Longitudinal stringers also help to maintain the correct shape of the wings. The fabric is sewn on diagonally, and on the top surface, where the greater lift occurs, is very strongly attached by having cane strips tacked over it on to the ribs. The wings are stayed above and below by two strong stranded steel cables to the front spar, and three to the rear. A factor of safety of 14 is worked to in their design. The landing gear consists of a central skid of ash, supporting the body by six ash struts set in three pairs and arranged V-fashioaed, as one of our sketches shows. The wheels are mounted on axles, which are universally jointed to a fitting at the base of the middle chassis V, and, from a point near the wheel the body is supported on either side by a compression spring strut. The main lift wires from the wings are attached to a fitting which passes below the front pair of chassis struts. In the interior of the fuselage there is seating accom modation for two, arranged in tandem, with the pilot in front. A good impression of the pilot's seat can be obtained from one of the accompanying sketches. Since that sketch was obtained, however, a supplementary instrument has been fitted, a Stolz electrophone to wit, which enables the pilot and passenger to carry on a conversation unhin dered by the noise of the engine. An American, Mr. Hammer, is the inventor of this device. Throughout, the machine is treated over with Robbialac varnish. Weighing 850 lbs., the machine is capable of raising a useful load of 450 lbs. and of flying at a speed of 54 miles per hour. In future machines of this type, a flying speed of 58 miles per hour will be obtained with the same engine power. SOCIETE ANONYME DES ETABLISSEMENTS, NIEUPORT. ON exhibition on their stand, this well-known French firm of The ioo-h.p. Nieuport Hydro-monoplane monoplane constructors have a 100 h.p. Gnome engined hydro- monoplane, the identical machine that was shown at the last Paris In its general build this machine is not a great deal unlike the various Nieuport " Flight " Copyright. The 100-h.p. Nieuport hydro-monoplane. Aero Show. As we remarked in last week's issue four machines similar to this one have been supplied to the French Navy and three to the Japanese Navy. This model has been very successful at various hydro-aeroplane meetings. At the St. Malo concours M. Weymann, flying one of these machines gained the Grand Prix of the meeting by his flight from St. Malo to Jersey and back. It also holds, we believe, the record for having flown the longest distance over water. At the close of the Tamise meeting in Belgium, Weymann flew his mount to Vernon in France, touching at Antwerp, Calais, and Le Havre en route. Flight" Copyright. The tail of the 100-h.p. Nieuport Hydravion. monoplanes that are at present flying in this country, excepting, of course, that it has floats in place of a wheeled undercarriage. The body is 29 feet in length and of an approximate streamline shape, viewed from the side. In its construction it i» slightly different from the bodies that are used on land machines, in that, whereas the bodies of the latter type are constructed entirely of wood, the body of the hydro-monoplane uses steel struts for the vertical members of the lattice girder. In front, mounted on triple bearers is the 100-h.p. Gnome motor direct coupled to an Integral propeller which has armoured tips to prevent it smashing if struck by spray. Immediately behind the motor sits the pilot, who controls the machine by a system of levers similar to those used on all Nieuport machines. The rudder and elevator arc operated by a single vertical central lever, while the wing warping is controlled by " Flight" Copyrignt. Details of the front of the Nieuport float, showing the peculiar fin-like projections in front which prevent the float from burying itself in rough water. "Flight" Copyright. Side elevation of the Nieuport float. 185
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