Flying Machines: construction and operation Part 20

This construction, claims the inventor, will give increased lift, and decreased head resistance. The trials substantiate this, as the angle of incidence in flying is only about one in twenty-six.

The ribs in the main planes are made of strips of silver spruce one-half by one-half inch, while those in the ailerons are solid and one-fourth inch thick. In the main planes the fabric is held down with thin wooden fillets. Cody's planes are noted for their neatness, rigidity and smoothness. Pegamoid fabric is used throughout.

Pressey Automatic Control.

Another ingenious system of automatic control has been perfected by Dr.

J. B. Pressey, of Newport News, Va. The aeroplane is equipped with a manually operated, vertical rudder, (3), at the stern, and a horizontal, manually operated, front control, (4), in front. At the ends of the main plane, and about midway between the upper and lower sections thereof, there are supplemental planes, (5).

In connection with these supplemental planes (5), there is employed a gravity influenced weight, the aviator in his seat, for holding them in a horizontal, or substantially horizontal, position when the main plane is traveling on an even keel; and for causing them to tip when the main plane dips laterally, to port or starboard, the planes (5) having a lifting effect upon the depressed end of the main plane, and a depressing effect upon the lifted end of the main plane, so as to correct such lateral dip of the main plane, and restore it to an even keel. To the forward, upper edge of planes (5) connection is made by means of rod (13) to one arm of a bellcrank lever, (14) the latter being pivotally mounted upon a fore and aft pin (15), supported from the main plane; and the other arms of the port and starboard bellcrank levers (16), are connected by rod (17), which has an eye (18), for receiving the segmental rod (19), secured to and projecting from cross bar on seat supporting yoke (7). When, therefore, the main plane tips downwardly on the starboard side, the rod (17) will be moved bodily to starboard, and the starboard balancing plane (5) will be inclined so as to raise its forward edge and depress its rear edge, while, at the same time, the port balancing plane (5), will be inclined so as to depress its forward edge, and raise its rear edge, thereby causing the starboard balancing plane to exert a lifting effect, and the port balancing plane to exert a depressing effect upon the main plane, with the result of restoring the main plane to an even keel, at which time the balancing planes (5), will have resumed their normal, horizontal position.

When the main plane dips downwardly on the port side, a reverse action takes place, with the like result of restoring the main plane to an even keel. In order to correct forward and aft dip of the main plane, fore and aft balancing planes (20) and (23) are provided. These planes are carried by transverse rock shafts, which may be pivotally mounted in any suitable way, upon structures carried by main plane. In the present instance, the forward balancing plane is pivotally mounted in extensions (21) of the frame (22) which carries the forward, manually operated, horizontal ascending and descending plane

It is absolutely necessary, in making a turn with an aeroplane, if that turn is to be made in safety, that the main plane shall be inclined, or "banked," to a degree proportional to the radius of the curve and to the speed of the aeroplane. Each different curve, at the same speed, demands a different inclination, as is also demanded by each variation in speed in rounding like curves. This invention gives the desired result with absolute certainty.

The Sellers' Multiplane.

Another innovation is a multiplane, or four-surfaced machine, built and operated by M. B. Sellers, formerly of Grahn, Ky., but now located at Norwood, Ga. Aside from the use of four sustaining surfaces, the novelty in the Sellers machine lies in the fact that it is operated successfully with an 8 h. p. motor, which is the smallest yet used in actual flight.

In describing his work, Mr. Sellers says his purpose has been to develop the efficiency of the surfaces to a point where flight may be obtained with the minimum of power and, judging by the results accomplished, he has succeeded. In a letter written to the authors of this book, Mr.

Sellers says:

"I dislike having my machine called a quadruplane, because the number of planes is immaterial; the distinctive feature being the arrangement of the planes in steps; a better name would be step aeroplane, or step plane.

"The machine as patented, comprises two or more planes arranged in step form, the highest being in front. The machine I am now using has four planes 3 ft. x 18 ft.; total about 200 square feet; camber (arch) 1 in 16.

"The vertical keel is for lateral stability; the rudder for direction.

This is the first machine (so far as I know) to have a combination of wheels and runners or skids (Oct. 1908). The wheels rise up automatically when the machine leaves the ground, so that it may alight on the runners.

"A Duthirt & Chalmers 2-cylinder opposed, 3 1/8-inch engine was used first, and several hundred short flights were made. The engine gave four brake h. p., which was barely sufficient for continued flight. The aeroplane complete with this engine weighed 78 pounds. The engine now used is a Bates 3 5/8-inch, 2-cylinder opposed, showing 8 h. p., and apparently giving plenty of power. The weight of aeroplane with this engine is now 110 pounds. Owing to poor grounds only short flights have been made, the longest to date (Dec. 31, 1910) being about 1,000 feet.

"In building the present machine, my object was to produce a safe, slow, light, and small h. p. aeroplane, a purpose which I have accomplished."

CHAPTER XXVII. 1911 AEROPLANE RECORDS.

THE WORLD AT LARGE.

Greatest Speed Per Hour, Whatever Length of Flight, Aviator Alone--E.

Nieuport, Mourmelon, France, June 21, Nieuport Machine, 82.72 miles; with one pa.s.senger, E. Nieuport, Moumlelon, France, June 12, Nieuport Machine, 67.11 miles; with two pa.s.sengers, E. Nieuport, Mourmelon, France, March 9, Nieuport Machine, 63.91 miles; with three pa.s.sengers, G. Busson, Rheims, France, March 10, Deperdussin Machine, 59.84 miles; with four pa.s.sengers, G. Busson, Rheims, France, March 10, Deperdussin Machine, 54.21 miles.

Greatest Distance Aviator Alone--G. Fourny, no stops, Buc, France, September 2, M. Farman Machine, 447.01 miles; E. Helen, three stops, Etampes, France, September 8, Nieuport Machine, 778.45 miles; with one pa.s.senger, Lieut. Bier, Austria, October 2, Etrich Machine, 155.34 miles; with two pa.s.sengers, Lieut. Bier, Austria, October 4, Etrich Machine, 69.59 miles; with three pa.s.sengers, G. Busson, Rheims, France, March 10, Deperdussin Machine, 31.06 miles; with four pa.s.sengers, G.

Busson, Rheims, France, March 10, Deperdussin Machine, 15.99 miles.

Greatest Duration Aviator Alone--G. Fourny, no stops, Buc, France, September 2, M. Farman Machine, 11 hours, 1 minute, 29 seconds, E.

Helen, three stops, Etampes, France, September 8, Nieuport Machine, 14 hours, 7 minutes, 50 seconds, 13 hours, 17 minutes net time; with one pa.s.senger, Suvelack, Johannisthal, Germany, December 8, 4 hours, 23 minutes; with two pa.s.sengers, T. de W. Milling, Na.s.sau Boulevard, New York, September 26, Burgess-Wright Machine, 1 hour, 54 minutes, 42 3-5 seconds; with three pa.s.sengers, Warchalowski, Wiener-Neustadt, Aust., October 30, 45 minutes, 46 seconds; with four pa.s.sengers, G. Busson, Rheims, France, March 10, Deperdussin Machine, 17 minutes, 28 1-5 seconds.

Greatest Alt.i.tude Aviator Alone--Garros, St. Malo, France, September 4, Bleriot Machine, 13,362 feet; with one pa.s.senger, Prevost, Courcy, France, December 2, 9,840 feet; with two pa.s.sengers, Lieut. Bier, Austria, Etrich Machine, 4,010 feet.

AMERICAN RECORDS.

Greatest Speed Per Hour, Whatever Length of Flight, Aviator Alone--A.

Leblanc, Belmont Park, N. Y., October 29, Bleriot Machine, 67.87 miles; with one pa.s.senger, C. Grahame-White, Squantum, Ma.s.s., September 4, Nieuport Machine, 63.23 miles; with two pa.s.sengers, T. O. M. Sopwith, Chicago, Ill., August 15, Wright Machine, 34.96 miles.

Greatest Distance Aviator Alone--St. Croix Johnstone, Mineola, N. Y., July 27, Moisant (Bleriot Type) Machine, 176.23 miles.

Greatest Duration Aviator Alone--Howard W. Gill, Kinloch, Mo., October 19, Wright Machine, 4 hours, 16 minutes, 35 seconds; with one pa.s.senger, G. W. Beatty, Chicago, Ill., August 19, Wright Machine, 3 hours, 42 minutes, 22 1-5 seconds; with two pa.s.sengers, T. de W. Milling, Na.s.sau Boulevard, N. Y., September 26, Burgess-Wright Machine, 1 hour, 54 minutes, 42 3-5 seconds.

Greatest Alt.i.tude Aviator Alone--L. Beachy, Chicago, Ill., August 20, Curtiss Machine, 11,642 feet; with one pa.s.senger, C. Grahame-White, Na.s.sau Boulevard, N. Y., September 30, Nieuport Machine, 3,347 feet.

Weight Carrying--P. O. Parmelee, Chicago, III., August 19, Wright Machine, 458 lbs.

AVIATION DEVELOPMENT.

The wonderful progress made in the science of aviation during the year 1911 far surpa.s.ses any twelve months' advancement recorded. The advancement has not been confined to any country or continent, since every part of the world is taking its part in aviation history making.

The rapidly increasing interest in aviation has brought forth schools for the instruction of flying in both the old and new world, and licensed air pilots before they receive their sanctions from the governing aero clubs of their country are required to pa.s.s an extremely trying examination in actual flights. Exhibition flights and races were common in all parts of the world during 1911, and touring aviators visited India, China, j.a.pan, South Africa, Australia and South America, giving exhibitions and instruction.

Europe was the scene of a number of cross-country races in which entries ranging from ten to twenty aviators flew from city to city around a given circuit, which in some instances exceeded 1,000 miles in distance.

Cross-country flights with and without pa.s.sengers became so common that those of less than two hours' duration attracted little attention.

There were fewer attempts at high alt.i.tude soaring, although the world's record in this department of aviation was bettered several times. In place of these high flights, the aviators devoted more attention to speed, duration and spectacular manoeuvres, which appeared to satisfy the spectators. The prize money won during 1911 exceeded $1,000,000, but owing to the increased number of aviators the individual winnings were not as large as in 1910.

It is estimated that within the past twelve months more than 300,000 miles have been covered in aeroplane flights and more than seven thousand persons, cla.s.sed either as aviators or pa.s.sengers, taken up into the air. The aeroplane of today ranges through monoplane, biplane, triplane and even quadraplane, and more than two hundred types of these machines are in use.

Aeroplanes are becoming a factor of international commerce. The records of the Bureau of Statistics show that more than $50,000 worth of aeroplanes were imported into, and exported from, the United States in the months of July, August and September, 1911. The Bureau of Statistics only began the maintenance of a separate record of this comparatively new article of commerce with the opening of the fiscal year 1911-12.

Two of the prominent developments of 1911 were the introduction of the hydro-aeroplane and the motorless glider experiments of the Wright brothers at Killdevil Hills, N. C., where during the two weeks'

experiments numerous flights with and against the wind were made, culminating in the establis.h.i.+ng of a record by Orville Wright on October 25, 1911, when in a 52-mile per hour blow he reached an elevation of 225 feet and remained in the air 10 minutes and 34 seconds. The search for the secret of automatic stability still continues, and though some remarkable progress has been made the solution has not yet been reached.

NOTABLE CROSS-COUNTRY FLIGHTS OF 1911.

One of the important features of 1911 in aviation was the rapid increase in the number and distance of cross-country flights made either for the purpose of exhibition, testing, instruction or pleasure. Flights between cities in almost every country of the world became common occurrences.

So great was the number that only those of more than ordinary importance because of speed, distance or duration are recorded. The flights of Harry N. Atwood from Boston to Was.h.i.+ngton and from St. Louis to New York, and C. P. Rodgers from New York to Los Angeles were the most important events of the kind in this country. The St Louis to New York flight was a distance by air route, 1,266 miles. Duration of flight, 12 days. Net flying time, 28 hours 53 minutes. Average daily flight, 105.5 miles. Average speed, 43.9 miles per hour.

Transcontinental Flight of Calbraith P. Rodgers.--All world records for cross-country flying were broken during the New York to Los Angeles flight of Calbraith P. Rodgers, who left Sheepshead Bay, N. Y., on Sunday, September 17, 1911, and completed his flight to the Pacific Coast on Sunday, November 5, at Pasadena, Cal. Rodgers flew a Wright biplane, and during his long trip the machine was repeatedly repaired, so great was the strain of the long journey in the air. Rodgers is estimated to have covered 4,231 miles, although the actual route as mapped out was but 4,017 miles. Elapsed time to Pasadena, Cal., 49 days; actual time in the air, 4,924 minutes, equivalent to 3 days 10 hours 4 minutes; average speed approximating 51 miles per hour. Rodgers' longest flight in one day was from Sanderson to Sierra Blanca, Texas, on October 28, when he covered 231 miles. On November 12, Rodgers fell at Compton, Cal., and was badly injured, causing a delay of 28 days.

European Circuit Race.--Started from Paris on June 18, 1911. Distance, 1,073 miles, via Paris to Liege; Liege to Spa to Liege; Liege to Utrecht, Holland; Utrecht to Brussels, Belgium; Brussels to Roubaix; Roubaix to Calais; Calais to London; London to Calais and Calais to Paris. Three aeronauts were killed either at the start or shortly after the race was in progress. They were Capt. Princetau, M. Le Martin and M. Lendron. Three others were injured by falls. Seven hundred thousand spectators witnessed the start from the aviation field at Vincennes, near Paris. There were more than forty starters, of which eight finished. The winner, Lieut. Jean Conneau, who flies under the name of "Andre Beaumont," completed the circuit on July 7; his actual net flying time for the distance being 58h. 38m. 4-5s.

Circuit of England Race--1,010 Miles in Five Sections.--

Start, July 22. Finish, July 26. Prize, $50,000. Twenty-eight entries and eighteen starters. Seventeen finished the first section from Brooklands to Hendon, a distance of twenty miles. Five reached Edinburgh, the second section, a distance of 343 miles, and four completed the entire circuit.

Paris to Madrid Race.--This race was started at the Paris aviation held at Issy-les-Moulineaux on Sunday, May 21. There were twenty-one entrants, and fully 300,000 spectators gathered to witness the initial flight of the aerial races. The race was divided into three stages as follows: Paris to Angouleme, 248 miles; Angouleme to St. Sebastian, 208 miles, and from St. Sebastian to Madrid, 386 miles, a total distance of 842 miles. After three of the entrants had safely left the field, Aviator Train lost control of his plane, and in falling struck and killed M. Berteaux, the French Minister of War, and seriously injured Premier Monis. The accident caused the withdrawal of all but six of the original entrants, and of these but one finished. The race called for a flight over the Pyrenees Mountains, and Vedrines, the winner, had to rise to a height of more than 7,000 feet to pa.s.s the mountain barrier near Somosierra Pa.s.s. Both Vedrines and Gibert, another compet.i.tor, were attacked by eagles during the latter stages of the flight. Vedrines, who started from Paris on Monday, May 22, finished the long and perilous race at 8:06 a. m. Friday, May 26. Vedrines net flying time, all controls and enforced stops subtracted, was 14h. 55m. 18s. The various prizes to the winner aggregated $30,000.

The Paris-Rome-Turin Race.--The conditions of this race called for a flight between the cities of Paris, Rome and Turin, covering a distance of 1,300 miles. The aviators were permitted by the rules to alight whenever and wherever they desired and the time limit was set from May 28 to June 15. A prize of $100,000 was offered the winner, but the contest was never finished, as one after another the aviators dropped out until Frey fell near Roncigilione, France, breaking both arms and legs and unofficially ending the contest. There were twenty-one entries and twelve actual starters.

International Speed Cup Race.--The third annual international James Gordon Bennett speed cup race was held at Eastchurch, England, on July 1, 1911, and for the second time was won by an American aviator, C. T.

Weymann, in a French racing aeroplane. The distance was 150 kilometres equivalent to 94 miles, and the winner's time of 1h. 11m. 36s. showed an average speed of 78.77 miles per hour. The first race was held in 1909 and was won by Glenn Curtiss, who flew the twenty kilometres (12.4 miles) in 15 minutes 50 2-5 seconds at an average speed of 47 miles per hour. In 1910 the winner was Grahame-White, who covered 100 kilometres (62 miles) at Belmont Park, L. I., in 60 minutes 47 3-5 seconds, an average speed of 61.3 miles per hour. In the 1911 race there were six starters: three from France, two from Great Britain and one from the United States.

Milan to Turin to Milan Race.--This race which was started from Milan, Italy, on October 29, was restricted to Italian aviators and had six starters. The distance was approximately 177 miles and won by Manissero in a Bleriot machine in 3h. 16m. 2 4-5s.