Flying Machines: construction and operation Part 9

The beginner will need the a.s.sistance of three men. One of these should take his position in the rear of the machine, and one at each end. On reaching the trial ground the aviator takes his seat in the machine and, while the men at the ends hold it steady the one in the rear a.s.sists in retaining it until the operator is ready. In the meantime the aviator has started his motor. Like the glider the flying machine, in order to accomplish the desired results, should be headed into the wind.

When the Machine Rises.

Under the impulse of the pushing movement, and a.s.sisted by the motor action, the machine will gradually rise from the ground--provided it has been properly proportioned and put together, and everything is in working order. This is the time when the aviator requires a cool head, At a modest distance from the ground use the control lever to bring the machine on a horizontal level and overcome the tendency to rise. The exact manipulation of this lever depends upon the method of control adopted, and with this the aviator is supposed to have thoroughly familiarized himself as previously advised in Chapter XI.

It is at this juncture that the operator must act promptly, but with the perfect composure begotten of confidence. One of the great drawbacks in aviation by novices is the tendency to become rattled, and this is much more prevalent than one might suppose, even among men who, under other conditions, are cool and confident in their actions.

There is something in the sensation of being suddenly lifted from the ground, and suspended in the air that is disconcerting at the start, but this will soon wear off if the experimenter will keep cool. A few successful flights no matter how short they may be, will put a lot of confidence into him.

Make Your Flights Short.

Be modest in your initial flights. Don't attempt to match the records of experienced men who have devoted years to mastering the details of aviation. Paulhan, Farman, Bleriot, Wright, Curtiss, and all the rest of them began, and practiced for years, in the manner here described, being content to make just a little advancement at each attempt. A flight of 150 feet, cleanly and safely made, is better as a beginning than one of 400 yards full of bungling mishaps.

And yet these latter have their uses, provided the operator is of a discerning mind and can take advantage of them as object lessons. But, it is not well to invite them. They will occur frequently enough under the most favorable conditions, and it is best to have them come later when the feeling of trepidation and uncertainty as to what to do has worn off.

Above all, don't attempt to fly too high. Keep within a reasonable distance from the ground--about 25 or 30 feet. This advice is not given solely to lessen the risk of serious accident in case of collapse, but mainly because it will a.s.sist to instill confidence in the operator.

It is comparatively easy to learn to swim in shallow water, but the knowledge that one is tempting death in deep water begets timidity.

Preserving the Equilibrium.

After learning how to start and stop, to ascend and descend, the next thing to master is the art of preserving equilibrium, the knack of keeping the machine perfectly level in the air--on an "even keel," as a sailor would say. This simile is particularly appropriate as all aviators are in reality sailors, and much more daring ones than those who course the seas. The latter are in craft which are kept afloat by the buoyancy of the water, whether in motion or otherwise and, so long as normal conditions prevail, will not sink. Aviators sail the air in craft in which constant motion must be maintained in order to ensure flotation.

The man who has ridden a bicycle or motorcycle around curves at anything like high speed, will have a very good idea as to the principle of maintaining equilibrium in an airship. He knows that in rounding curves rapidly there is a marked tendency to change the direction of the motion which will result in an upset unless he overcomes it by an inclination of his body in an opposite direction. This is why we see racers lean well over when taking the curves. It simply must be done to preserve the equilibrium and avoid a spill.

How It Works In the Air.

If the equilibrium of an airship is disturbed to an extent which completely overcomes the center of gravity it falls according to the location of the displacement. If this displacement, for instance, is at either end the apparatus falls endways; if it is to the front or rear, the fall is in the corresponding direction.

Owing to uncertain air currents--the air is continually shifting and eddying, especially within a hundred feet or so of the earth--the equilibrium of an airship is almost constantly being disturbed to some extent. Even if this disturbance is not serious enough to bring on a fall it interferes with the progress of the machine, and should be overcome at once. This is one of the things connected with aerial navigation which calls for prompt, intelligent action.

Frequently, when the displacement is very slight, it may be overcome, and the craft immediately righted by a mere shifting of the operator's body. Take, for ill.u.s.tration, a case in which the extreme right end of the machine becomes lowered a trifle from the normal level. It is possible to bring it back into proper position by leaning over to the left far enough to shift the weight to the counter-balancing point. The same holds good as to minor front or rear displacements.

When Planes Must Be Used.

There are other displacements, however, and these are the most frequent, which can be only overcome by manipulation of the stabilizing planes.

The method of procedure depends upon the form of machine in use. The Wright machine, as previously explained, is equipped with plane ends which are so contrived as to admit of their being warped (position changed) by means of the lever control. These flexible tip planes move simultaneously, but in opposite directions. As those on one end rise, those on the other end fall below the level of the main plane. By this means air is displaced at one point, and an increased amount secured in another.

This may seem like a complicated system, but its workings are simple when once understood. It is by the manipulation or warping of these flexible tips that transverse stability is maintained, and any tendency to displacement endways is overcome. Longitudinal stability is governed by means of the front rudder.

Stabilizing planes of some form are a feature, and a necessary feature, on all flying machines, but the methods of application and manipulation vary according to the individual ideas of the inventors. They all tend, however, toward the same end--the keeping of the machine perfectly level when being navigated in the air.

When to Make a Flight.

A beginner should never attempt to make a flight when a strong wind is blowing. The fiercer the wind, the more likely it is to be gusty and uncertain, and the more difficult it will be to control the machine.

Even the most experienced and daring of aviators find there is a limit to wind speed against which they dare not compete. This is not because they lack courage, but have the sense to realize that it would be silly and useless.

The novice will find a comparatively still day, or one when the wind is blowing at not to exceed 15 miles an hour, the best for his experiments.

The machine will be more easily controlled, the trip will be safer, and also cheaper as the consumption of fuel increases with the speed of the wind against which the aeroplane is forced.

CHAPTER XIII. PECULIARITIES OF AIRSHIP POWER.

As a general proposition it takes much more power to propel an airship a given number of miles in a certain time than it does an automobile carrying a far heavier load. Automobiles with a gross load of 4,000 pounds, and equipped with engines of 30 horsepower, have travelled considerable distances at the rate of 50 miles an hour. This is an equivalent of about 134 pounds per horsepower. For an average modern flying machine, with a total load, machine and pa.s.sengers, of 1,200 pounds, and equipped with a 50-horsepower engine, 50 miles an hour is the maximum. Here we have the equivalent of exactly 24 pounds per horsepower. Why this great difference?

No less an authority than Mr. Octave Chanute answers the question in a plain, easily understood manner. He says:

"In the case of an automobile the ground furnishes a stable support; in the case of a flying machine the engine must furnish the support and also velocity by which the apparatus is sustained in the air."

Pressure of the Wind.

Air pressure is a big factor in the matter of aeroplane horsepower.

Allowing that a dead calm exists, a body moving in the atmosphere creates more or less resistance. The faster it moves, the greater is this resistance. Moving at the rate of 60 miles an hour the resistance, or wind pressure, is approximately 50 pounds to the square foot of surface presented. If the moving object is advancing at a right angle to the wind the following table will give the horsepower effect of the resistance per square foot of surface at various speeds.

Horse Power Miles per Hour per sq. foot 10 0.013 15 0 044 20 0.105 25 0.205 30 0.354 40 0.84 50 1.64 60 2.83 80 6.72 100 13.12

While the pressure per square foot at 60 miles an hour, is only 1.64 horsepower, at 100 miles, less than double the speed, it has increased to 13.12 horsepower, or exactly eight times as much. In other words the pressure of the wind increases with the square of the velocity. Wind at 10 miles an hour has four times more pressure than wind at 5 miles an hour.

How to Determine Upon Power.

This element of air resistance must be taken into consideration in determining the engine horsepower required. When the machine is under headway sufficient to raise it from the ground (about 20 miles an hour), each square foot of surface resistance, will require nearly nine-tenths of a horsepower to overcome the wind pressure, and propel the machine through the air. As shown in the table the ratio of power required increases rapidly as the speed increases until at 60 miles an hour approximately 3 horsepower is needed.

In a machine like the Curtiss the area of wind-exposed surface is about 15 square feet. On the basis of this resistance moving the machine at 40 miles an hour would require 12 horsepower. This computation covers only the machine's power to overcome resistance. It does not cover the power exerted in propelling the machine forward after the air pressure is overcome. To meet this important requirement Mr. Curtiss finds it necessary to use a 50-horsepower engine. Of this power, as has been already stated, 12 horsepower is consumed in meeting the wind pressure, leaving 38 horsepower for the purpose of making progress.

The flying machine must move faster than the air to which it is opposed.

Unless it does this there can be no direct progress. If the two forces are equal there is no straight-ahead advancement. Take, for sake of ill.u.s.tration, a case in which an aeroplane, which has developed a speed of 30 miles an hour, meets a wind velocity of equal force moving in an opposite direction. What is the result? There can be no advance because it is a contest between two evenly matched forces. The aeroplane stands still. The only way to get out of the difficulty is for the operator to wait for more favorable conditions, or bring his machine to the ground in the usual manner by manipulation of the control system.

Take another case. An aeroplane, capable of making 50 miles an hour in a calm, is met by a head wind of 25 miles an hour. How much progress does the aeroplane make? Obviously it is 25 miles an hour over the ground.

Put the proposition in still another way. If the wind is blowing harder than it is possible for the engine power to overcome, the machine will be forced backward.

Wind Pressure a Necessity.

While all this is true, the fact remains that wind pressure, up to a certain stage, is an absolute necessity in aerial navigation. The atmosphere itself has very little real supporting power, especially if inactive. If a body heavier than air is to remain afloat it must move rapidly while in suspension.

One of the best ill.u.s.trations of this is to be found in skating over thin ice. Every school boy knows that if he moves with speed he may skate or glide in safety across a thin sheet of ice that would not begin to bear his weight if he were standing still. Exactly the same proposition obtains in the case of the flying machine.

The non-technical reason why the support of the machine becomes easier as the speed increases is that the sustaining power of the atmosphere increases with the resistance, and the speed with which the object is moving increases this resistance. With a velocity of 12 miles an hour the weight of the machine is practically reduced by 230 pounds. Thus, if under a condition of absolute calm it were possible to sustain a weight of 770 pounds, the same atmosphere would sustain a weight of 1,000 pounds moving at a speed of 12 miles an hour. This sustaining power increases rapidly as the speed increases. While at 12 miles the sustaining power is figured at 230 pounds, at 24 miles it is four times as great, or 920 pounds.

Supporting Area of Birds.

One of the things which all producing aviators seek to copy is the motive power of birds, particularly in their relation to the area of support. Close investigation has established the fact that the larger the bird the less is the relative area of support required to secure a given result. This is shown in the following table:

Supporting Weight Surface Horse area Bird in lbs. in sq. feet power per lb.

Pigeon 1.00 0.7 0.012 0.7 Wild Goose 9.00 2.65 0.026 0.2833 Buzzard 5.00 5.03 0.015 1.06 Condor 17.00 9.85 0.043 0.57

So far as known the condor is the largest of modern birds. It has a wing stretch of 10 feet from tip to tip, a supporting area of about 10 square feet, and weighs 17 pounds. It. is capable of exerting perhaps 1-30 horsepower. (These figures are, of course, approximate.) Comparing the condor with the buzzard with a wing stretch of 6 feet, supporting area of 5 square feet, and a little over 1-100 horsepower, it may be seen that, broadly speaking, the larger the bird the less surface area (relatively) is needed for its support in the air.