Flying Machines: construction and operation Part 3

Trussing with Guy Wires.

The next move is to "tie" the frame together rigidly by the aid of guy wires. This is where the No. 12 piano wire comes in. Each rectangle formed by the struts and stanchions with the exception of the small center one, is to be wired separately as shown in the ill.u.s.tration. At each of the eight corners forming the rectangle the ring of one of the eye-bolts will be found. There are two ways of doing this "tieing," or trussing. One is to run the wires diagonally from eye-bolt to eye-bolt, depending upon main strength to pull them taut enough, and then twist the ends so as to hold. The other is to first make a loop of wire at each eye-bolt, and connect these loops to the main wires with turn-buckles. This latter method is the best, as it admits of the tension being regulated by simply turning the buckle so as to draw the ends of the wire closer together. A glance at the ill.u.s.tration will make this plain, and also show how the wires are to be placed. The proper degree of tension may be determined in the following manner:

After the frame is wired place each end on a saw-horse so as to lift the entire frame clear of the work-shop floor. Get under it, in the center rectangle and, grasping the center struts, one in each hand, put your entire weight on the structure. If it is properly put together it will remain rigid and unyielding. Should it sag ever so slightly the tension of the wires must be increased until any tendency to sag, no matter how slight it may be, is overcome.

Putting on the Cloth.

We are now ready to put on the cloth covering which holds the air and makes the machine buoyant. The kind of material employed is of small account so long as it is light, strong, and wind-proof, or nearly so.

Some aviators use what is called rubberized silk, others prefer balloon cloth. Ordinary muslin of good quality, treated with a coat of light varnish after it is in place, will answer all the purposes of the amateur.

Cut the cloth into strips a little over 4 feet in length. As you have 20 feet in width to cover, and the cloth is one yard wide, you will need seven strips for each plane, so as to allow for laps, etc. This will give you fourteen strips. Glue the end of each strip around the front horizontal beams of the planes, and draw each strip back, over the ribs, tacking the edges to the ribs as you go along, with small copper or bra.s.s tacks. In doing this keep the cloth smooth and stretched tight.

Tacks should also be used in addition to the glue, to hold the cloth to the horizontal beams.

Next, give the cloth a coat of varnish on the clear, or upper side, and when this is dry your glider will be ready for use.

Reinforcing the Cloth.

While not absolutely necessary for amateur purposes, reinforcement of the cloth, so as to avoid any tendency to split or tear out from wind-pressure, is desirable. One way of doing this is to tack narrow strips of some heavier material, like felt, over the cloth where it laps on the ribs. Another is to sew slips or pockets in the cloth itself and let the ribs run through them. Still another method is to sew 2-inch strips (of the same material as the cover) on the cloth, placing them about one yard apart, but having them come in the center of each piece of covering, and not on the laps where the various pieces are joined.

Use of Armpieces.

Should armpieces be desired, aside from those afforded by the center struts, take two pieces of spruce, 3 feet long, by 1 x 1 3/4 inches, and bolt them to the front and rear beams of the lower plane about 14 inches apart. These will be more comfortable than using the struts, as the operator will not have to spread his arms so much. In using the struts the operator, as a rule, takes hold of them with his hands, while with the armpieces, as the name implies, he places his arms over them, one of the strips coming under each armpit.

Frequently somebody asks why the ribs should be curved. The answer is easy. The curvature tends to direct the air downward toward the rear and, as the air is thus forced downward, there is more or less of an impact which a.s.sists in propelling the aeroplane upwards.

CHAPTER VI. LEARNING TO FLY.

Don't be too ambitious at the start. Go slow, and avoid unnecessary risks. At its best there is an element of danger in aviation which cannot be entirely eliminated, but it may be greatly reduced and minimized by the use of common sense.

Theoretically, the proper way to begin a glide is from the top of an incline, facing against the wind, so that the machine will soar until the attraction of gravitation draws it gradually to the ground. This is the manner in which experienced aviators operate, but it must be kept in mind that these men are experts. They understand air currents, know how to control the action and direction of their machines by shifting the position of their bodies, and by so doing avoid accidents which would be unavoidable by a novice.

Begin on Level Ground.

Make your first flights on level ground, having a couple of men to a.s.sist you in getting the apparatus under headway. Take your position in the center rectangle, back far enough to give the forward edges of the glider an inclination to tilt upward very slightly. Now start and run forward at a moderately rapid gait, one man at each end of the glider a.s.sisting you. As the glider cuts into the air the wind will catch under the uplifted edges of the curved planes, and buoy it up so that it will rise in the air and take you with it. This rise will not be great, just enough to keep you well clear of the ground. Now project your legs a little to the front so as to shift the center of gravity a trifle and bring the edges of the glider on an exact level with the atmosphere.

This, with the momentum acquired in the start, will keep the machine moving forward for some distance.

Effect of Body Movements.

When the weight of the body is slightly back of the center of gravity the edges of the advancing planes are tilted slightly upward. The glider in this position acts as a scoop, taking in the air which, in turn, lifts it off the ground. When a certain alt.i.tude is reached--this varies with the force of the wind--the tendency to a forward movement is lost and the glider comes to the ground. It is to prolong the forward movement as much as possible that the operator shifts the center of gravity slightly, bringing the apparatus on an even keel as it were by lowering the advancing edges. This done, so long as there is momentum enough to keep the glider moving, it will remain afloat.

If you shift your body well forward it will bring the front edges of the glider down, and elevate the rear ones. In this way the air will be "spilled" out at the rear, and, having lost the air support or buoyancy, the glider comes down to the ground. A few flights will make any ordinary man proficient in the control of his apparatus by his body movements, not only as concerns the elevating and depressing of the advancing edges, but also actual steering. You will quickly learn, for instance, that, as the shifting of the bodily weight backwards and forwards affects the upward and downward trend of the planes, so a movement sideways--to the left or the right--affects the direction in which the glider travels.

Ascends at an Angle.

In ascending, the glider and flying machine, like the bird, makes an angular, not a vertical flight. Just what this angle of ascension may be is difficult to determine. It is probable and in fact altogether likely, that it varies with the force of the wind, weight of the rising body, power of propulsion, etc. This, in the language of physicists, is the angle of inclination, and, as a general thing, under normal conditions (still air) should be put down as about one in ten, or 5 3/4 degrees.

This would be an ideal condition, but it has not, as vet been reached.

The force of the wind affects the angle considerably, as does also the weight and velocity of the apparatus. In general practice the angle varies from 23 to 45 degrees. At more than 45 degrees the supporting effort is overcome by the resistance to forward motion.

Increasing the speed or propulsive force, tends to lessen the angle at which the machine may be successfully operated because it reduces the wind pressure. Most of the modern flying machines are operated at an angle of 23 degrees, or less.

Maintaining an Equilibrium.

Stable equilibrium is one of the main essentials to successful flight, and this cannot be preserved in an uncertain, gusty wind, especially by an amateur. The novice should not attempt a glide unless the conditions are just right. These conditions are: A clear, level s.p.a.ce, without obstructions, such as trees, etc., and a steady wind of not exceeding twelve miles an hour. Always fly against the wind.

When a reasonable amount of proficiency in the handling of the machine on level ground has been acquired the field of practice may be changed to some gentle slope. In starting from a slope it will be found easier to keep the machine afloat, but the experience at first is likely to be very disconcerting to a man of less than iron nerve. As the glider sails away from the top of the slope the distance between him and the ground increases rapidly until the aviator thinks he is up a hundred miles in the air. If he will keep cool, manipulate his apparatus so as to preserve its equilibrium, and "let nature take its course," he will come down gradually and safely to the ground at a considerable distance from the starting place. This is one advantage of starting from an elevation--your machine will go further.

But, if the aviator becomes "rattled"; if he loses control of his machine, serious results, including a bad fall with risk of death, are almost certain. And yet this practice is just as necessary as the initial lessons on level ground. When judgment is used, and "haste made slowly," there is very little real danger. While experimenting with gliders the Wrights made flights innumerable under all sorts of conditions and never had an accident of any kind.

Effects of Wind Currents.

The larger the machine the more difficult it will be to control its movements in the air, and yet enlargement is absolutely necessary as weight, in the form of motor, rudder, etc., is added.

Air currents near the surface of the ground are diverted by every obstruction unless the wind is blowing hard enough to remove the obstruction entirely. Take, for instance, the case of a tree or shrub, in a moderate wind of from ten to twelve miles an hour. As the wind strikes the tree it divides, part going to one side and part going to the other, while still another part is directed upward and goes over the top of the obstruction. This makes the handling of a glider on an obstructed field difficult and uncertain. To handle a glider successfully the place of operation should be clear and the wind moderate and steady. If it is gusty postpone your flight. In this connection it will be well to understand the velocity of the wind, and what it means as shown in the following table:

Miles per hour Feet per second Pressure per sq. foot 10 14.7 .492 25 36.7 3.075 50 73.3 12.300 100 146.6 49.200

Pressure of wind increases in proportion to the square of the velocity.

Thus wind at 10 miles an hour has four times the pressure of wind at 5 miles an hour. The greater this pressure the large and heavier the object which can be raised. Any boy who has had experience in flying kites can testify to this, High winds, however, are almost invariably gusty and uncertain as to direction, and this makes them dangerous for aviators. It is also a self-evident fact that, beyond a certain stage, the harder the wind blows the more difficult it is to make headway against it.

Launching Device for Gliders.

On page 195 will be found a diagram of the various parts of a launcher for gliders, designed and patented by Mr. Octave Chanute. In describing this invention in Aeronautics, Mr. Chanute says:

"In practicing, the track, preferably portable, is generally laid in the direction of the existing wind and the car, preferably a light platform-car, is placed on the track. The truck carrying the winding-drum and its motor is placed to windward a suitable distance--say from two hundred to one thousand feet--and is firmly blocked or anch.o.r.ed in line with the portable track, which is preferably 80 or 100 feet in length. The flying or gliding machine to be launched with its operator is placed on the platform-car at the leeward end of the portable track. The line, which is preferably a flexible combination wire-and-cord cable, is stretched between the winding-drum on the track and detachably secured to the flying or gliding machine, preferably by means of a trip-hoop, or else held in the hand of the operator, so that the operator may readily detach the same from the flying-machine when the desired height is attained."

How Glider Is Started.

"Then upon a signal given by the operator the engineer at the motor puts it into operation, gradually increasing the speed until the line is wound upon the drum at a maximum speed of, say, thirty miles an hour. The operator of the flying-machine, whether he stands upright and carries it on his shoulders, or whether he sits or lies down p.r.o.ne upon it, adjusts the aeroplane or carrying surfaces so that the wind shall strike them on the top and press downward instead of upward until the platform-car under action of the winding-drum and line attains the required speed.

"When the operator judges that his speed is sufficient, and this depends upon the velocity of the wind as well as that of the car moving against the wind, he quickly causes the front of the flying-machine to tip upward, so that the relative wind striking on the under side of the planes or carrying surfaces shall lift the flying machine into the air.

It then ascends like a kite to such height as may be desired by the operator, who then trips the hook and releases the line from the machine."

What the Operator Does.

"The operator being now free in the air has a certain initial velocity imparted by the winding-drum and line and also a potential energy corresponding to his height above the ground. If the flying or gliding machine is provided with a motor, he can utilize that in his further flight, and if it is a simple gliding machine without motor he can make a descending flight through the air to such distance as corresponds to the velocity acquired and the height gained, steering meanwhile by the devices provided for that purpose.

"The simplest operation or maneuver is to continue the flight straight ahead against the wind; but it is possible to vary this course to the right or left, or even to return in downward flight with the wind to the vicinity of the starting-point. Upon nearing the ground the operator tips upward his carrying-surfaces and stops his headway upon the cushion of increased air resistance so caused. The operator is in no way permanently fastened to his machine, and the machine and the operator simply rest upon the light platform-car, so that the operator is free to rise with the machine from the car whenever the required initial velocity is attained.

Motor For the Launcher.

"The motor may be of any suitable kind or construction, but is preferably an electric or gasolene motor. The winding-drum is furnished with any suitable or customary reversing-guide to cause the line to wind smoothly and evenly upon the drum. The line is preferably a cable composed of flexible wire and having a cotton or other cord core to increase its flexibility. The line extends from the drum to the flying or gliding machine. Its free end may, if desired, be grasped and held by the operator until the flying-machine ascends to the desired height, when by simply letting go of the line the operator may continue his flight free. The line, however, is preferably connected to the flying or gliding machine directly by a trip-hook having a handle or trip lever within reach of the operator, so that when he ascends to the required height he may readily detach the line from the flying or gliding machine."

CHAPTER VII. PUTTING ON THE RUDDER.