We will now assume that you have become proficient enough to warrant an attempt at the construction of a real flying machine--one that will not only remain suspended in the air at the will of the operator, but make respectable progress in whatever direction he may desire to go.
The glider, it must be remembered, is not steerable, except to a limited extent, and moves only in one direction--against the wind. Besides this its power of flotation--suspension in the air--is circumscribed.
Larger Surface Area Required.
The real flying machine is the glider enlarged, and equipped with motor and propeller. The first thing to do is to decide upon the size required. While a glider of 20 foot spread is large enough to sustain a man it could not under any possible conditions, be made to rise with the weight of the motor, propeller and similar equipment added. As the load is increased so must the surface area of the planes be increased. Just what this increase in surface area should be is problematical as experienced aviators disagree, but as a general proposition it may be placed at from three to four times the area of a 20-foot glider.[3]
[3] See Chapter XXV.
Some Practical Examples.
The Wrights used a biplane 41 feet in spread, and 6 1/2ft. deep. This, for the two planes, gives a total surface area of 538 square feet, inclusive of auxiliary planes.
This sustains the engine equipment, operator, etc., a total weight officially announced at 1,070 pounds. It shows a lifting capacity of about two pounds to the square foot of plane surface, as against a lifting capacity of about 1/2 pound per square foot of plane surface for the 20-foot glider. This same Wright machine is also reported to have made a successful flight, carrying a total load of 1,100 pounds, which would be over two pounds for each square foot of surface area, which, with auxiliary planes, is 538 square feet.
To attain the same results in a monoplane, the single surface would have to be 60 feet in spread and 9 feet deep. But, while this is the mathematical rule, Bleriot has demonstrated that it does not always hold good.
On his record-breaking trip across the English channel, July 25th, 1909, the Frenchman was carried in a monoplane 24 1/2 feet in spread, and with a total sustaining surface of 150 1/2 square feet. The total weight of the outfit, including machine, operator and fuel sufficient for a three-hour run, was only 660 pounds. With an engine of (nominally) 25 horsepower the distance of 21 miles was covered in 37 minutes.
Which is the Best?
Right here an established mathematical quantity is involved. A small plane surface offers less resistance to the air than a large one and consequently can attain a higher rate of speed. As explained further on in this chapter speed is an important factor in the matter of weight-sustaining capacity. A machine that travels one-third faster than another can get along with one-half the surface area of the latter without affecting the load. See the closing paragraph of this chapter on this point. In theory the construction is also the simplest, but this is not always found to be so in practice. The designing and carrying into execution of plans for an extensive area like that of a monoplane involves great skill and cleverness in getting a framework that will be strong enough to furnish the requisite support without an undue excess of weight. This proposition is greatly simplified in the biplane and, while the speed attained by the latter may not be quite so great as that of the monoplane, it has much larger weight-carrying capacity.
Proper Sizes For Frame.
Allowing that the biplane form is selected the construction may be practically identical with that of the 20-foot glider described in Chapter V., except as to size and elimination of the armpieces. In size the surface planes should be about twice as large as those of the 20-foot glider, viz: 40 feet spread instead of 20, and 6 feet deep instead of 3. The horizontal beams, struts, stanchions, ribs, etc., should also be increased in size proportionately.
While care in the selection of clear, straight-grained timber is important in the glider, it is still more important in the construction of a motor-equipped flying machine as the strain on the various parts will be much greater.
How to Splice Timbers.
It is practically certain that you will have to resort to splicing the horizontal beams as it will be difficult, if not impossible, to find 40-foot pieces of timber totally free from knots and worm holes, and of straight grain.
If splicing is necessary select two good 20-foot pieces, 3 inches wide and 1 1/2 inches thick, and one 10-foot long, of the same thickness and width. Plane off the bottom sides of the 10-foot strip, beginning about two feet back from each end, and taper them so the strip will be about 3/4 inch thick at the extreme ends. Lay the two 20-foot beams end to end, and under the joint thus made place the 10-foot strip, with the planed-off ends downward.
The joint of the 20-foot pieces should be directly in the center of the 10-foot piece. Bore ten holes (with a 1/4-inch augur) equi-distant apart through the 20-foot strips and the 10-foot strip under them. Through these holes run 1/4-inch stove bolts with round, beveled heads.
In placing these bolts use washers top and bottom, one between the head and the top beam, and the other between the bottom beam and the screw nut which holds the bolt. Screw the nuts down hard so as to bring the two beams tightly together, and you will have a rigid 40-foot beam.
Splicing with Metal Sleeves.
An even better way of making a splice is by tonguing and grooving the ends of the frame pieces and enclosing them in a metal sleeve, but it requires more mechanical skill than the method first named. The operation of tonguing and grooving is especially delicate and calls for extreme nicety of touch in the handling of tools, but if this dexterity is possessed the job will be much more satisfactory than one done with a third timber.
