Spurred on by the success attained by the more experienced and better
known aviators numerous inventors of lesser fame are almost daily
producing practical flying machines varying radically in construction
from those now in general use.
One of these comparatively new designs is the Van Anden biplane, made
by Frank Van Anden of Islip, Long Island, a member of the New York
Aeronautic Society. While his machine is wholly experimental, many
successful short flights were made with it last fall (1909). One flight,
made October 19th, 1909, is of particular interest as showing the
practicability of an automatic stabilizing device installed by the
inventor. The machine was caught in a sudden severe gust of wind and
keeled over, but almost immediately righted itself, thus demonstrating
in a most satisfactory manner the value of one new attachment.
Features of Van Anden Model.
In size the surfaces of the main biplane are 26 feet in spread, and 4
feet in depth from front to rear. The upper and lower planes are 4 feet
apart. Silkolene coated with varnish is used for the coverings. Ribs
(spruce) are curved one inch to the foot, the deepest part of the curve
(4 inches) being one foot back from the front edge of the horizontal
beam. Struts (also of spruce, as is all the framework) are elliptical in
shape. The main beams are in three sections, nearly half round in form,
and joined by metal sleeves.
There is a two-surface horizontal rudder, 2x2x4 feet, in front. This
is pivoted at its lateral center 8 feet from the front edge of the main
planes. In the rear is another two-surface horizontal rudder 2x2x2 1/2
feet, pivoted in the same manner as the front one, 15 feet from the rear
edges of the main planes.
Hinged to the rear central strut of the rear rudder is a vertical rudder
2 feet high by 3 feet in length.
The Method of Control.
In the operation of these rudders--both front and rear--and the
elevation and depression of the main planes, the Curtiss system is
employed. Pushing the steering-wheel post outward depresses the front
edges of the planes, and brings the machine downward; pulling the
steering-wheel post inward elevates the front edges of the planes and
causes the machine to ascend.
Turning the steering wheel itself to the right swings the tail rudder to
the left, and the machine, obeying this like a boat, turns in the same
direction as the wheel is turned. By like cause turning the wheel to the
left turns the machine to the left.
Automatic Control of Wings.
There are two wing tips, each of 6 feet spread (length) and 2 feet from
front to rear. These are hinged half way between the main surfaces to
the two outermost rear struts. Cables run from these to an automatic
device working with power from the engine, which automatically operates
the tips with the tilting of the machine. Normally the wing tips are
held horizontal by stiff springs introduced in the cables outside of the
device.
It was the successful working of this device which righted the Van
Anden craft when it was overturned in the squall of October 19th, 1909.
Previous to that occurrence Mr. Van Anden had looked upon the device as
purely experimental, and had admitted that he had grave uncertainty as
to how it would operate in time of emergency. He is now quoted as being
thoroughly satisfied with its practicability. It is this automatic
device which gives the Van Anden machine at least one distinctively new
feature.
While on this subject it will not be amiss to add that Mr. Curtiss does
not look kindly on automatic control. "I would rather trust to my own
action than that of a machine," he says. This is undoubtedly good
logic so far as Mr. Curtiss is concerned, but all aviators are not so
cool-headed and resourceful.
Motive Power of Van Anden.
A 50-horsepower "H-F" water cooled motor drives a laminated wood
propeller 6 feet in diameter, with a 17 degree pitch at the extremities,
increasing toward the hub. The rear end of the motor is about 6 inches
back from the rear transverse beam and the engine shaft is in a direct
line with the axes of the two horizontal rudders. An R. I. V. ball
bearing carries the shaft at this point. Flying, the motor turns at
about 800 revolutions per minute, delivering 180 pounds pull. A test of
the motor running at 1,200 showed a pull of 250 pounds on the scales.
Still Another New Aeroplane.
Another new aeroplane is that produced by A. M. Herring (an old-timer)
and W. S. Burgess, under the name of the Herring-Burgess. This is also
equipped with an automatic stability device for maintaining the balance
transversely. The curvature of the planes is also laid out on new
lines. That this new plan is effective is evidenced by the fact that the
machine has been elevated to an altitude of 40 feet by using one-half
the power of the 30-horsepower motor.
The system of rudder and elevation control is very simple. The aviator
sits in front of the lower plane, and extending his arms, grasps two
supports which extend down diagonally in front. On the under side of
these supports just beneath his fingers are the controls which operate
the vertical rudder, in the rear. Thus, if he wishes to turn to the
right, he presses the control under the fingers of his right hand; if to
the left, that under the fingers of his left hand. The elevating rudder
is operated by the aviator's right foot, the control being placed on a
foot-rest.
Motor Is Extremely Light.
Not the least notable feature of the craft is its motor. Although
developing, under load, 30-horsepower, or that of an ordinary
automobile, it weighs, complete, hardly 100 pounds. Having occasion to
move it a little distance for inspection, Mr. Burgess picked it up and
walked off with it--cylinders, pistons, crankcase and all, even the
magneto, being attached. There are not many 30-horsepower engines which
can be so handled. Everything about it is reduced to its lowest terms
of simplicity, and hence, of weight. A single camshaft operates not
only all of the inlet and exhaust valves, but the magneto and gear water
pump, as well. The motor is placed directly behind the operator, and the
propeller is directly mounted on the crankshaft.
This weight of less than 100 pounds, it must be remembered, is not for
the motor alone; it includes the entire power plant equipment.
The "thrust" of the propeller is also extraordinary, being between 250
and 260 pounds. The force of the wind displacement is strong enough to
knock down a good-sized boy as one youngster ascertained when he got
behind the propeller as it was being tested. He was not only knocked
down but driven for some distance away from the machine. The propeller
has four blades which are but little wider than a lath.
Machine Built by Students.
Students at the University of Pennsylvania, headed by Laurence J. Lesh,
a protege of Octave Chanute, have constructed a practical aeroplane of
ordinary maximum size, in which is incorporated many new ideas. The most
unique of these is to be found in the steering gear, and the provision
made for the accommodation of a pupil while taking lessons under an
experienced aviator.
Immediately back of the aviator is an extra seat and an extra steering
wheel which works in tandem style with the front wheel. By this
arrangement a beginner may be easily and quickly taught to have
perfect control of the machine. These tandem wheels are also handy for
passengers who may wish to operate the car independently of one another,
it being understood, of course, that there will be no conflict of
action.
Frame Size and Engine Power.
The frame has 36 feet spread and measures 35 feet from the front edge to
the end of the tail in the rear. It is equipped with two rear propellers
operated by a Ramsey 8-cylinder motor of 50 horsepower, placed
horizontally across the lower plane, with the crank shaft running clear
through the engine.
The "Pennsylvania I" is the first two-propeller biplane chainless
car, this scheme having been adopted in order to avoid the crossing of
chains. The lateral control is by a new invention by Octave Chanute
and Laurence J. Lesh, for which Lesh is now applying for a patent. The
device was worked out before the Wright brothers' suit was begun, and is
said to be superior to the Wright warping or the Curtiss ailerons. The
landing device is also new in design. This aeroplane will weigh about
1,500 pounds, and will carry fuel for a flight of 150 miles, and it is
expected to attain a speed of at least 45 miles an hour.
There are others, lots of them, too numerous in fact to admit of mention
in a book of this size.