Flying Machines: construction and operation Part 8

These deductions are based on each machine carrying one pa.s.senger, which is admittedly the limit at present of the monoplanes like those operated for record-making purposes by Santos-Dumont and Bleriot. The biplanes, however, have a two-pa.s.senger capacity, and this adds materially to the proportion of their weight-sustaining power as compared with the surface area. In the following statement all the machines are figured on the one-pa.s.senger basis. Curtiss and Wright have carried two pa.s.sengers on numerous occasions, and an extra 170 pounds should therefore be added to the total weight carried, which would materially increase the capacity.

Even with the two-pa.s.senger load the limit is by no means reached, but as experiments have gone no further it is impossible to make more accurate figures.

Average Proportions of Load.

It will be interesting, before proceeding to lay out the dimension details, to make a comparison of the proportion of load effect with the supporting surfaces of various well-known machines. Here are the figures:

Santos-Dumont--A trifle under four pounds per square foot.

Bleriot--Five pounds.

R. E. P.--Five pounds.

Antoinette--About two and one-quarter pounds.

Curtiss--About two and one-half pounds.

Wright--Two and one-quarter pounds.

Farman--A trifle over three pounds.

Voisin--A little under two and one-half pounds.

Importance of Engine Power.

While these figures are authentic, they are in a way misleading, as the important factor of engine power is not taken into consideration. Let us recall the fact that it is the engine power which keeps the machine in motion, and that it is only while in motion that the machine will remain suspended in the air. Hence, to attribute the support solely to the surface area is erroneous. True, that once under headway the planes contribute largely to the sustaining effect, and are absolutely essential in aerial navigation--the motor could not rise without them--still, when it comes to a question of weight-sustaining power, we must also figure on the engine capacity.

In the Wright machine, in which there is a lifting capacity of approximately 2 1/4 pounds to the square foot of surface area, an engine of only 25 horsepower is used. In the Curtiss, which has a lifting capacity of 2 1/2 pounds per square foot, the engine is of 50 horsepower. This is another of the peculiarities of aerial construction and navigation. Here we have a gain of 1/4 pound in weight-lifting capacity with an expenditure of double the horsepower. It is this feature which enables Curtiss to get along with a smaller surface area of supporting planes at the expense of a big increase in engine power.

Proper Weight of Machine.

As a general proposition the most satisfactory machine for amateur purposes will be found to be one with a total weight-sustaining power of about 1,200 pounds. Deducting 170 pounds as the weight of the operator, this will leave 1,030 pounds for the complete motor-equipped machine, and it should be easy to construct one within this limit. This implies, of course, that due care will be taken to eliminate all superfluous weight by using the lightest material compatible with strength and safety.

This plan will admit of 686 pounds weight in the frame work, coverings, etc., and 344 for the motor, propeller, etc., which will be ample. Just how to distribute the weight of the planes is a matter which must be left to the ingenuity of the builder.

Comparison of Bird Power.

There is an interesting study in the accompanying ill.u.s.tration. Note that the surface area of the albatross is much smaller than that of the vulture, although the wing spread is about the same. Despite this the albatross accomplishes fully as much in the way of flight and soaring as the vulture. Why? Because the albaboss is quicker and more powerful in action. It is the application of this same principle in flying machines which enables those of great speed and power to get along with less supporting surface than those of slower movement.

Measurements of Curtiss Machine.

Some idea of framework proportion may be had from the following description of the Curtiss machine. The main planes have a spread (width) of 29 feet, and are 4 1/2 feet deep. The front double surface horizontal rudder is 6x2 feet, with an area of 24 square feet. To the rear of the main planes is a single surface horizontal plane 6x2 feet, with an area of 12 square feet. In connection with this is a vertical rudder 2 1/2 feet square. Two movable ailerons, or balancing planes, are placed at the extreme ends of the upper planes. These are 6x2 feet, and have a combined area of 24 square feet. There is also a triangular shaped vertical steadying surface in connection with the front rudder.

Thus we have a total of 195 square feet, but as the official figures are 258, and the size of the triangular-shaped steadying surface is unknown, we must take it for granted that this makes up the difference. In the matter of proportion the horizontal double-plane rudder is about one-tenth the size of the main plane, counting the surface area of only one plane, the vertical rudder one-fortieth, and the ailerons one-twentieth.

CHAPTER XI. PLANE AND RUDDER CONTROL.

Having constructed and equipped your machine, the next thing is to decide upon the method of controlling the various rudders and auxiliary planes by which the direction and equilibrium and ascending and descending of the machine are governed.

The operator must be in position to shift instantaneously the position of rudders and planes, and also to control the action of the motor. This latter is supposed to work automatically and as a general thing does so with entire satisfaction, but there are times when the supply of gasolene must be regulated, and similar things done. Airship navigation calls for quick action, and for this reason the matter of control is an important one--it is more than important; it is vital.

Several Methods of Control.

Some aviators use a steering wheel somewhat after the style of that used in automobiles, and by this not only manipulate the rudder planes, but also the flow of gasolene. Others employ foot levers, and still others, like the Wrights, depend upon hand levers.

Curtiss steers his aeroplane by means of a wheel, but secures the desired stabilizing effect with an ingenious jointed chair-back. This is so arranged that by leaning toward the high point of his wing planes the aeroplane is restored to an even keel. The steering post of the wheel is movable backward and forward, and by this motion elevation is obtained.

The Wrights for some time used two hand levers, one to steer by and warp the flexible tips of the planes, the other to secure elevation. They have now consolidated all the functions in one lever. Bleriot also uses the single lever control.

Farman employs a lever to actuate the rudders, but manipulates the balancing planes by foot levers.

Santos-Dumont uses two hand levers with which to steer and elevate, but manipulates the planes by means of an attachment to the back of his outer coat.

Connection With the Levers.

No matter which particular method is employed, the connection between the levers and the object to be manipulated is almost invariably by wire. For instance, from the steering levers (or lever) two wires connect with opposite sides of the rudder. As a lever is moved so as to draw in the right-hand wire the rudder is drawn to the right and vice versa. The operation is exactly the same as in steering a boat. It is the same way in changing the position of the balancing planes. A movement of the hands or feet and the machine has changed its course, or, if the equilibrium is threatened, is back on an even keel.

Simple as this seems it calls for a cool head, quick eye, and steady hand. The least hesitation or a false movement, and both aviator and craft are in danger.

Which Method is Best?

It would be a bold man who would attempt to pick out any one of these methods of control and say it was better than the others. As in other sections of aeroplane mechanism each method has its advocates who dwell learnedly upon its advantages, but the fact remains that all the various plans work well and give satisfaction.

What the novice is interested in knowing is how the control is effected, and whether he has become proficient enough in his manipulation of it to be absolutely dependable in time of emergency. No amateur should attempt a flight alone, until he has thoroughly mastered the steering and plane control. If the services and advice of an experienced aviator are not to be had the novice should mount his machine on some suitable supports so it will be well clear of the ground, and, getting into the operator's seat, proceed to make himself well acquainted with the operation of the steering wheel and levers.

Some Things to Be Learned.

He will soon learn that certain movements of the steering gear produce certain effects on the rudders. If, for instance, his machine is equipped with a steering wheel, he will find that turning the wheel to the right turns the aeroplane in the same direction, because the tiller is brought around to the left. In the same way he will learn that a given movement of the lever throws the forward edge of the main plane upward, and that the machine, getting the impetus of the wind under the concave surfaces of the planes, will ascend. In the same way it will quickly become apparent to him that an opposite movement of the lever will produce an opposite effect--the forward edges of the planes will be lowered, the air will be "spilled" out to the rear, and the machine will descend.

The time expended in these preliminary lessons will be well spent. It would be an act of folly to attempt to actually sail the craft without them.

CHAPTER XII. HOW TO USE THE MACHINE.

It is a mistaken idea that flying machines must be operated at extreme alt.i.tudes. True, under the impetus of handsome prizes, and the incentive to advance scientific knowledge, professional aviators have ascended to considerable heights, flights at from 500 to 1,500 feet being now common with such experts as Farman, Bleriot, Latham, Paulhan, Wright and Curtiss. The alt.i.tude record at this time is about 4,165 feet, held by Paulhan.

One of the instructions given by experienced aviators to pupils, and for which they insist upon implicit obeyance, is: "If your machine gets more than 30 feet high, or comes closer to the ground than 6 feet, descend at once." Such men as Wright and Curtiss will not tolerate a violation of this rule. If their instructions are not strictly complied with they decline to give the offender further lessons.

Why This Rule Prevails.

There is good reason for this precaution. The higher the alt.i.tude the more rarefied (thinner) becomes the air, and the less sustaining power it has. Consequently the more difficult it becomes to keep in suspension a given weight. When sailing within 30 feet of the ground sustentation is comparatively easy and, should a fall occur, the results are not likely to be serious. On the other hand, sailing too near the ground is almost as objectionable in many ways as getting up too high. If the craft is navigated too close to the ground trees, shrubs, fences and other obstructions are liable to be encountered. There is also the handicap of contrary air currents diverted by the obstructions referred to, and which will be explained more fully further on.

How to Make a Start.

Taking it for granted that the beginner has familiarized himself with the manipulation of the machine, and especially the control mechanism, the next thing in order is an actual flight. It is probable that his machine will be equipped with a wheeled alighting gear, as the skids used by the Wrights necessitate the use of a special starting track.

In this respect the wheeled machine is much easier to handle so far as novices are concerned as it may be easily rolled to the trial grounds.

This, as in the case of the initial experiments, should be a clear, reasonably level place, free from trees, fences, rocks and similar obstructions with which there may be danger of colliding.