Until recently, American aviators had not given serious attention to
any form of flying machines aside from biplanes. Of the twenty-one
monoplanes competing at the International meet at Belmont Park, N. Y.,
in November, 1910, only three makes were handled by Americans. Moissant
and Drexel navigated Bleriot machines, Harkness an Antoinette, and Glenn
Curtiss a single decker of his own construction. On the other hand the
various foreign aviators who took part in the meet unhesitatingly gave
preference to monoplanes.
Whatever may have been the cause of this seeming prejudice against
the monoplane on the part of American air sailors, it is slowly being
overcome. When a man like Curtiss, who has attained great success with
biplanes, gives serious attention to the monoplane form of construction
and goes so far as to build and successfully operate a single surface
machine, it may be taken for granted that the monoplane is a fixture in
this country.
Dimensions of Monoplanes.
The makes, dimensions and equipment of the various monoplanes used at
Belmont Park are as follows:
Bleriot--(Moissant, operator)--plane length 23 feet, extreme breadth 28
feet, surface area 160 square feet, 7-cylinder, 50 h. p. Gnome engine,
Chauviere propeller, 7 feet 6 inches diameter, 1,200 r. p. m.
Bleriot--(Drexel, operator)--exactly the same as Moissant's machine.
Antoinette--(Harkness, operator)--plane length 42 feet, extreme breadth
46 feet, surface area 377 square feet, Emerson 6-cylinder, 50 h. p.
motor, Antoinette propeller, 7 feet 6 inches diameter, 1,200 r. p. m.
Curtiss--(Glenn H. Curtiss, operator)--plane length 25 feet, extreme
breadth 26 feet, surface area 130 square feet, Curtiss 8-cylinder, 60 h.
p. motor, Paragon propeller, 7 feet in diameter, 1,200 r. p. m.
With one exception Curtiss had the smallest machine of any of those
entering into competition. The smallest was La Demoiselle, made by
Santos-Dumont, the proportions of which were: plane length 20 feet,
extreme breadth 18 feet, surface area 100 square feet, Clement-Bayard
2-cylinder, 30 h. p. motor, Chauviere propeller, 6 feet 6 inches in
diameter, 1,100 r. p. m.
Winnings Made with Monoplanes.
Operators of monoplanes won a fair share of the cash prizes. They won
$30,283 out of a total of $63,250, to say nothing about Grahame-White's
winnings. The latter won $13,600, but part of his winning flights were
made in a Bleriot monoplane, and part in a Farman machine. Aside from
Grahame-White the winnings were divided as follows: Moissant (Bleriot)
$13,350; Latham (Antoinette) $8,183; Aubrun (Bleriot) $2,400; De Lesseps
(Bleriot) $2,300; Drexel (Bleriot) $1,700; Radley (Bleriot) $1,300;
Simon (Bleriot) $750; Andemars (Clement-Bayard) $100; Barrier (Bleriot)
$100.
Out of a total of $30,283, operators of Bleriot machines won $21,900,
again omitting Grahame-White's share. If the winnings with monoplane and
biplane could be divided so as to show the amount won with each type
of machine the credit side of the Bleriot account would be materially
enlarged.
The Most Popular Monoplanes.
While the number of successful monoplanes is increasing rapidly, and
there is some feature of advantage in nearly all the new makes, interest
centers chiefly in the Santos-Dumont, Antoinette and Bleriot machines.
This is because more has been accomplished with them than with any of
the others, possibly because they have had greater opportunities.
For the guidance of those who may wish to build a machine of the
monoplane type after the Santos-Dumont or Bleriot models, the following
details will be found useful.
Santos-Dumont--The latest production of this maker is called the "No. 20
Baby." It is of 18 feet spread, and 20 feet over all in depth. It stands
4 feet 2 inches in height, not counting the propeller. When this latter
is in a vertical position the extreme height of the machine is 7 feet
5 inches. It is strictly a one-man apparatus. The total surface area
is 115 square feet. The total weight of the monoplane with engine and
propeller is 352 pounds. Santos-Dumont weighs 110 pounds, so the entire
weight carried while in flight is 462 pounds, or about 3.6 pounds per
square foot of surface.
Bamboo is used in the construction of the body frame, and also for the
frame of the tail. The body frame consists of three bamboo poles about
2 inches in diameter at the forward end and tapering to about 1 inch at
the rear. These poles are jointed with brass sockets near the rear of
the main plane so they may be taken apart easily for convenience in
housing or transportation. The main plane is built upon four transverse
spars of ash, set at a slight dihedral angle, two being placed on each
side of the central bamboo. These spars are about 2 inches wide by 1
1/8-inch deep for a few feet each side of the center of the machine, and
from there taper down to an inch in depth at the center bamboo, and at
their outer ends, but the width remains the same throughout their entire
length. The planes are double surfaced with silk and laced above and
below the bamboo ribs which run fore and aft under the main spars and
terminate in a forked clip through which a wire is strung for lacing on
the silk. The tail consists of a horizontal and vertical surface placed
on a universal joint about 10 feet back of the rear edge of the main
plane. Both of these surfaces are flat and consist of a silk covering
stretched upon bamboo ribs. The horizontal surface is 6 feet 5 inches
across, and 4 feet 9 inches from front to back. The vertical surface
is of the same width (6 feet 5 inches) but is only 3 feet 7 inches
from front to back. All the details of construction are shown in the
accompanying illustration.
Power is furnished by a very light (110 pounds) Darracq motor, of the
double-opposed-cylinder type. It has a bore of 4.118 inches, and stroke
of 4.724 inches, runs at 1,800 r. p. m., and with a 6 1/2-foot propeller
develops a thrust of 242 1/2 pounds when the monoplane is held steady.
Bleriot--No. XI, the latest of the Bleriot productions, and the greatest
record maker of the lot, is 28 feet in spread of main plane, and depth
of 6 feet in largest part. This would give a main surface of 168 square
feet, but as the ends of the plane are sharply tapered from the rear,
the actual surface is reduced to 150 square feet. Projecting from
the main frame is an elongated tail (shown in the illustration) which
carries the horizontal and vertical rudders. The former is made in three
sections. The center piece is 6 feet 1 inch in spread, and 2 feet 10
inches in depth, containing 17 square feet of surface. The end sections,
which are made movable for warping purposes, are each 2 feet 10 inches
square, the combined surface area in the entire horizontal rudder
being 33 square feet. The vertical rudder contains 4 1/2 square feet of
surface, making the entire supporting area 187 1/2 square feet.
From the outer end of the propeller shaft in front to the extreme rear
edge of the vertical rudder, the machine is 25 feet deep. Deducting
the 6-foot depth of the main plane leaves 19 feet as the length of the
rudder beam and rudders. The motor equipment consists of a 3-cylinder,
air-cooled engine of about 30 h. p. placed at the front end of the body
frame, and carrying on its crankshaft a two-bladed propeller 6 feet 8
inches in diameter. The engine speed is about 1,250 r. p. m. at which
the propeller develops a thrust of over 200 pounds.
The Bleriot XI complete weighs 484 pounds, and with operator and fuel
supply ready for a 25- or 30-mile flight, 715 pounds. One peculiarity of
the Bleriot construction is that, while the ribs of the main plane are
curved, there is no preliminary bending of the pieces as in other forms
of construction. Bleriot has his rib pieces cut a little longer than
required and, by springing them into place, secures the necessary
curvature. A good view of the Bleriot plane framework is given on page
63.
Combined Triplane and Biplane.
At Norwich, Conn., the Stebbins-Geynet Co., after several years of
experiment, has begun the manufacture of a combination triplane and
biplane machine. The center plane, which is located about midway
between the upper and lower surfaces, is made removable. The change
from triplane to biplane, or vice versa, may be readily made in a few
minutes. The constructors claim for this type of air craft a large
supporting surface area with the minimum of dimensions in planes.
Although this machine has only 24-foot spread and is only 26 feet over
all, its total amount of supporting area is 400 square feet; weight, 600
pounds in flying order, and lifting capacity approximately 700 pounds
more.
The frame is made entirely of a selected grade of Oregon spruce,
finished down to a smooth surface and varnished. All struts are
fish-shaped and set in aluminum sockets, which are bolted to top and
lower beams with special strong bolts of small diameter. The middle
plane is set inside the six uprights and held in place by aluminum
castings. A flexible twisted seven-strand wire cable and Stebbins-Geynet
turnbuckles are used for trussing.
The top plane is in three sections, laced together. It has a 24-foot
spread and is 7 feet in depth. The middle plane is in two sections each
of 7 1/2 feet spread and 6 feet in depth. The center ends of the middle
plane sections do not come within 5 feet of joining, this open space
being left for the engine. The bottom plane is of 16 feet spread and 5
feet in depth. It will thus be seen that the planes overhang one another
in depth, the bottom one being the smallest in this respect. The planes
are set at an angle of 9 degrees, and there is a clear space of 3 1/2
feet between each, making the total distance from the bottom to the top
plane a trifle over 7 feet. The total supporting surface in the main
planes is 350 square feet. By arranging the three plane surfaces at
an angle as described and varying their size, the greatest amount of
lifting area is secured above the center of gravity, and the greatest
weight carried below.
The ribs are made of laminated spruce, finished down to 1/2x3/4-inch
cross section dimensions, with a curvature of about 1 in 20, and
fastened to the beams with special aluminum castings. Number 2 Naiad
aeroplane cloth is used in covering the planes, with pockets sewn in for
the ribs.
Two combination elevating rudders are set up well in front, each having
18 square feet of supporting area. These rudders are arranged to work
in unison, independently, or in opposite directions. In the Model B
machine, there are also two small rear elevating rudders, which work in
unison with the front rudders. One vertical rudder of 10 square feet is
suspended in the rear of a small stationary horizontal plane in Model A,
while the vertical rudder on Model B is only 6 square feet in size. The
elevating rudders are arranged so as to act as stabilizing planes when
the machine is in flight. The wing tips are held in place with a special
two-piece casting which forms a hinge, and makes a quick detachable
joint. Wing tips are also used in balancing.
Model A is equipped with a Cameron 25-30 h. p., 4-cylinder, air-cooled
motor. On Model B a Holmes rotary 7-cylinder motor of 4x4-inch bore and
stroke is used.
Positive control is secured by use of the Stebbins-Geynet "auto-control"
system. A pull or push movement operates the elevating rudders, while
the balancing is done by means of side movements or slight turns. The
rear vertical rudder is manipulated by means of a foot lever.
New Cody Biplane.
Among the comparatively new biplanes is one constructed by Willard F.
Cody, of London, Eng., the principal distinctive feature of which is an
automatic control which works independently of the hand levers. For the
other control a long lever carrying a steering wheel furnishes all the
necessary control movements, there being no footwork at all. The lever
is universally jointed and when moved fore and aft operates the two
ailerons as if they were one; when the shaft is rotated it moves the
tail as a whole. The horizontal tail component is immovable. When the
lever is moved from side to side it works not only the ailerons and
the independent elevators, but also through a peculiar arrangement, the
vertical rear rudder as well.
The spread of the planes is 46 feet 6 inches and the width 6 feet 6
inches. The ailerons jut out 1 foot 6 inches on each side of the machine
and are 13 feet 6 inches long. The cross-shaped tail is supported by an
outrigger composed of two long bamboos and of this the vertical plane
is 9 feet by 4 feet, while the horizontal plane is 8 feet by 4 feet. The
over-all length of the machine is 36 feet. The lifting surface is 857
square feet. It will weigh, with a pilot, 1,450 pounds. The distance
between the main planes is 8 feet 6 inches, which is a rather notable
feature in this flyer.
The propeller has a diameter of 11 feet and 2 inches with a 13-foot
6-inch pitch; it is driven at 560 revolutions by a chain, and the gear
reduction between the chain and propeller shaft is two to one.
The machine from elevator to tail plane bristles in original points. The
hump in the ribs has been cut away entirely, so that although the plane
is double surfaced, the surfaces are closest together at a point which
approximates the center of pressure. The plane is practically of two
stream-line forms, of which one is the continuation of the other.
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."