OTHER MONOPLANES.
Several machines of the monoplane type have been produced, having some feature distinct from existing forms. While all of these have flown successfully, few of them have made any effort to be classed among the contestants for honors at the various meets.
One of these, the Fairchild monoplane, shows resemblances to the R-E-P, the Antoinette, and the Bleriot machines, but differs from them all in having two propellers instead of one; and these revolve in the same direction, instead of in contrary directions, as do those of all other aeroplanes so equipped. The inventor claims that there is little perceptible gyroscopic effect with a single propeller, and even less with two. The propeller shafts are on the level of the plane, but the motor is set about 5 feet below, connections being made by a chain drive.
The Beach type of the Antoinette, an American modification of the French machine, at the Boston Exhibition, 1910.
The Burlingame monoplane has several peculiarities. Its main plane is divided into two wings, each 10 feet in spread and 5 feet in depth, and set 18 inches apart at the body. They are perfectly rigid. The tail is in two sections, each 4 feet by 5 feet, and set with a gap of 6 feet between the sections, in which the rudder is placed. Thus the spread of the tail from tip to tip is 16 feet, as compared with the 21½ foot spread of the main plane. The sections of the tail are operated independently, and are made to serve as ailerons to control the lateral balance, and also as the elevator.
The Cromley monoplane, another American machine, is modelled after the Santos-Dumont Demoiselle. It has a main plane divided into two wings, each 9 feet by 6 feet 6 inches, with a gap of 2 feet between at the body; the total area being 117 square feet. At the rear of the outer ends are hinged ailerons, like those of the Farman biplane, to control the lateral balance. The tail is 12 feet in the rear, and is of the “box” type, with two horizontal surfaces and two vertical surfaces. This is mounted with a universal joint, so that it can be moved in any desired direction. The complete structure, without the motor, weighs but 60 pounds.
The Chauviere monoplane is distinct in having a rigid spar for the front of the plane, but no ribs. The surface is allowed to spread out as a sail and take form from the wind passing beneath. The rear edges may be pulled down at will to control the lateral balance. It is driven by twin screws set far back on the body, nearly to the tail.
The Morok monoplane at the Boston Exhibition. It has the body of the Bleriot, the wings of the Santos-Dumont, and the sliding wing tips of the Pfitzner.
The smallest and lightest monoplane in practical use is that of M. Raoul Vendome. It is but 16 feet in spread, and is 16 feet fore and aft. It is equipped with a 12 horse-power motor, and flies at a speed of nearly 60 miles per hour. Without the pilot, its entire weight is but 180 pounds. The wings are pivoted so that their whole structure may be tilted to secure lateral balance.
The new Moisant monoplane is built wholly of metal. The structure throughout is of steel, and the surfaces of sheet aluminum in a succession of small arches from the centre to the tips. No authentic reports of its performances are available.
In the Tatin monoplane, also called the Bayard-Clement, the main plane is oval in outline, and the tail a smaller oval. The surfaces are curved upward toward the tips for nearly half their length in both the main plane and the tail. The propeller is 8½ feet in diameter, and is turned by a Clerget motor, which can be made to develop 60 horse-power for starting the machine into the air, and then cut down to 30 horse-power to maintain the flight.
Chapter VII.
FLYING MACHINES: OTHER FORMS.
The triplane—The quadruplane—The multiplane—Helicopters—Their principle—Obstacles to be overcome—The Cornu helicopter—The Leger helicopter—The Davidson gyropter—The Breguet gyroplane—The de la Hault ornithopter—The Bell tetrahedrons—The Russ flyer.
While the efforts of inventors have been principally along the lines of the successful monoplanes and biplanes, genius and energy have also been active in other directions. Some of these other designs are not much more than variations from prevailing types, however.
Among these is the English Roe triplane, which is but a biplane with an extra plane added; the depths of all being reduced to give approximately the same surface as the biplane of the same carrying power. The tail is also of the triplane type, and has a combined area of 160 square feet—just half that of the main planes. The triplane type has long been familiar to Americans in the three-decker glider used extensively by Octave Chanute in his long series of experiments at Chicago.
The Roe triplane in flight.
The quadruplane of Colonel Baden-Powell, also an English type, is practically the biplane with unusually large forward and tail planes.
The multiplane of Sir Hiram Maxim should also be remembered, although he never permitted it to have free flight. His new multiplane, modelled after the former one, but equipped with an improved gasoline motor instead of the heavy steam-engine of the first model, will doubtless be put to a practical test when experiments with it are completed.
Sir Hiram Maxim standing beside his huge multiplane.
Quite apart from these variants of the aeroplanes are the helicopters, ornithopters, gyropters, gyroplanes, and tetrahedral machines.