The Aeroplane Speaks1918 |
Other editions - View all
Common terms and phrases
adjustment aerofoil aeroplane's ailerons AIRCRAFT altitude angle of incidence aspect ratio Austro-Daimler biplane blade bottom bracing wires Burberry camber centre line chord compression control cables control lever controlling surfaces course COVENTRY ORDNANCE decrease designed detrimental surface Dihedral Angle direction of motion directional stability distance distorted effect Efficiency Elevator factor of safety force fuselage GEOFFREY WATSON Gnome engine Gravity greater gust gyroscopic h.p. Gnome increase keel-surface Lateral Stability less lift to drift lift-drift ratio machine main lifting surface main surface margin of lift maximum miles Military Trials momentum Monocoque monoplane neutral lift line order to secure Pilot pitch angle plane PLATE possible produce propeller thrust proportion of Lift rarefied area reaction rear spars result ribs rigger rigging Rudder set measurement side sideways skids spiral stagger stress struts surface in front tail tail-plane tendency tension Throttle top surface tractor turn the Aeroplane undercarriage upwards velocity vertical weight wing wing-tip
Popular passages
Page 105 - When making these adjustments the pilot's control levers should be in their neutral positions. It is not sufficient to lash them. They should be rigidly blocked into position with wood packing. The surfaces must not be distorted in any way. If they are held true by bracing wires, then such wires must be carefully adjusted. If they are distorted...
Page 123 - BALANCE.—The usual method of testing a propeller for balance is as follows: Mount it upon a shaft, which must be on ball-bearings. Place the propeller in a horizontal position, and it should remain in that position. If a weight of a trifle over an ounce placed in a bolt-hole on one side of the boss fails to disturb the balance, then the propeller is usually regarded as unfit for use. The above method is rather futile, as it does not test for the balance of centrifugal force, which comes into play...
Page 116 - Sometimes the tailplane is mounted on the aeroplane at the same angle as the main surface, but it actually engages the air at a lesser angle, owing to the air being deflected downwards by the main surface. There is then, in effect, a longitudinal dihedral as explained and illustrated in Chapter I • CLIMBS BADLY.
Page 103 - No splice should be served with twine until it has been inspected by whoever is in charge of the workshop. The serving may cover bad work. Should a strand become broken, then the cable should be replaced at once by another one. Control cables have a way of wearing out and fraying wherever they pass round pulleys. Every time an aeroplane comes down from flight the rigger should carefully examine the cables, especially where they pass round pulleys. If he finds a strand broken, he should replace the...
Page 97 - ... produce a bending stress. The bottom of the strut or spar should be covered with some sort of paint, bedded into the socket or fitting, and then withdrawn to see if the paint has stuck all over the bed. 6. The atmosphere is sometimes much damper than at other times, and this causes wood to expand and contract appreciably.
Page 126 - Do not store them in very damp or very dry place. 2 Do not store them where the sun will shine upon them. 3. Never leave them long in a horizontal position or leaning up against a wall. 4. They should be hung on pegs, the latter at right angles to the wall, and the position of the propeller should be vertical. If these points are not observed, you may be sure of the following results : 1.
Page 135 - THE MINIMUM ANGLE OF INCIDENCE is the smallest angle at which, for a given power, surface (including detrimental surface), and weight, horizontal flight can be maintained. THE MAXIMUM ANGLE OF INCIDENCE is the greatest angle at which, for a given power, surface (including detrimental surface), and weight, horizontal flight can be maintained. THE OPTIMUM ANGLE OF INCIDENCE is the angle at which the lift-drift ratio is highest. In modern aeroplanes it is that angle of incidence possessed by the surface...
Page 145 - Wire, lift — A wire or cable which transmits the lift on the outer portion of the wing of an airplane in toward the fuselage or nacelle. This wire usually runs from the top of an interplane strut to the bottom of the strut next nearer the fuselage. Sometimes called
Page 96 - If it is not straight, then there will be more compression on one side of the centre of strength than on the other side. That is a step towards getting compression on one side and tension on the other side, in which case it may be forced to take a bending stress for which it is not designed. Even if it does not Collapse it will, in effect, become shorter, and thus throw out of adjustment the gap and all the wires attached to the top and bottom of the strut, with the result that the flight efficiency...
Page 106 - In the case of an aeroplane fitted with a stationary engine this is secured by packing up the machine so that the engine foundations are perfectly horizontal both longitudinally and laterally. This position is found by placing a straight-edge and a spirit-level across the engine foundations (both longitudinally and laterally), and great care should be taken to see that the bubble is exactly in the centre of the level. The slightest error will assume magnitude towards the extremities of the aeroplane....