Newspapers / The Roanoke Beacon and … / June 24, 1910, edition 1 / Page 3
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NEW YORK-CHICAGO FLIGHT. COMMENCEMENT AS IT OUGHT TO BE. THE TWO MOST .HOW AN AEROPLANE WORKS, AS SHOWN BY GLENN GURTISS A Simple ExpSana&ion of night sra Un tec fin seal Terms For the Average Man. ' Tj aeroplane of Glenn H. Curtiss, .In which he made his Albany-New ilTork flight, is the one from which the accompanying diagrams are drawn. ,The Curtiss machine Is held to have proved itself, by the recent flight, the most advanced type of aeroplane yet devised in America, possibly In the Svorld. The Curtiss aeroplane is shown In I lG7t .GROUND PLAN ground plan in Figure 1. The aero plane flies in the direction indicated !ty the arrows. A is the altitude rud 'der, perched out at the end of a bam l)oo framework, in front of the driver. B B, are the two stabilizing rudders, out at the ends of the planes. C is the rudder for lateral steering, perched out behind, as A is before. P P is the upper sustaining plane, lour feet under which lies the lower sustaining plane, parallel and of the same snape ana size, in irons oi me clanes is the steering wheel, W. Just back of W is the aeroplanist's seat, S, and between the planes is placed the big engine. Back of the engine and behind the big planes is the pro peller, X. In the type of aeroplane now most developed, the propeller, X, placed be hind the engine, E, and the driver, at S, forces the machine forward in a horizontal direction. The planes, P, P, catch the air on their under sur faces, slightly inclined and concaved lor that purpose. The pressure lifts the machine in the air or sustains it there at a desired level. The engine that supplies the power Is a gasolene explosion motor closely similar to that used in automobiles. Only slight differences o.re necessi tated by the adapting at the engine to the aeroplane. The controls for the magneto and gasolene supply are placed forward of the engine, at the driver's seat, S, for he is under the disadvantage of sitting in front of the motor. It is now to be seen how the pro peller, 'X, driven by the engine, E, sends forward the machine, which is sustained by the gliding on the air of the plane, -P P, and the similar plane A. E" " 1 1 . .1' B - ill HllllfiiW I li1 1111 'IP if c rna' S.-VIEW-OF THE AEROPLANE," SHOVINGlf HEiVARIOUS PARTS."! FEASIBLE ROUTES FOR THE the more delicate and difficult part of flying, namely the work of keeping the flyer straight and level. Each of the rudders, A, B B and C, does its own particular share of this work. It is a threefold work, and far more complicated than tht control of auto mobile, ship or bicycle. All these travel on a horizontal surface and are guided only to right and left. OF'CURTISS AEROPLANE' The function of the forward rud der, A, is to turn the course of the aeroplane up or down. Right hero the tremendous difference between the aeroplane and almost all methods of locomotion known to us becomes apparent. To realize the difference, it is only necessary to try to conceive an automobile that one could, by a turn of the wrist, start to soaring up ward from the ground. Nothing else FIG.. fcFRONT, VIEV.OF. STABILIZING PLANES, B.B. so free and complete in the whole realm of motion, as known to human experience, exists as in the aeroplane of to-day, rude and imperfect, com pared to its prospects, as it still pre sumably is. And the freedom and complete command of imace that dis tinguish the aeroplane all lie in rud der A, the altitude rudder. Figure 2 is a drawing of the essen tial details of this wonderful rudder. The rudder is shown from a point of observation forward of it and to it3 left. The rudder consists of two hori zontal planes, p p. They are con nected with a framework similar in shape to the skeleton of an oblong box. This framework has the planes p p for its top and bottom sides. The framework hinges at the two ends on the axis represented by the dotted line, a. It is by turning on this hinge that the planes are made to act as rudders. This action is produced in the fol lowing manner: When the frame work is tilted so that the fronts of the planes point upward, the air through which the aeroplane is ad vancing catches on their under side. The pressure of the air on the under sides of the planes lifts them up, and so lifts the nose of the whole aero- AIRSHIP RACE. plane up, making it take an upward direction. When, on the other hand, the planes p p are tilted downward, the air as it is cleft presses on their top surfaces and forces them to point earthward. And so they give the downw'ard direction to the course of the aeroplane, when the flyer desires to fly lower. It will readily be seen that without the altitude rudder, A, the aeroplane would be helpless. How Is the altitude rudder con trolled by the areonlanist? The view in Fig. 2 shows this in the ap paratus, c c c. Thi3 is a peculiar but perfectly simple device. The rudder is pushed forward or pulled back by a long rod. The rod runs from a crosspiece of the framework of the rudder back to the steering wheel. It Is fastened at the hub of the wheel. The wheel works backward and for ward as well as turning. More vital still than the altitude rudder, and certainly more of a de parture from all other known meth ods of equilibrium, are the stabilizing rudders or fins, B B. The working of these is shown in Fig. 3. An aeroplane is poised as delicate ly on its airy even keel as a tightrope walker on his wire. The stabilizing fins serve the same purpose as do the fan of the Japanese tightrope per former. They save the flyer from tip ping over to one side or the other. Fig. 3 will show how this is done. The purpose of the arrangement here shown is to to tilt the one plane up ward and the oppisite one downward at the same time. The control of the planes, B B, lies .in .the wires c. c c c. The axis of each plane lies in the dotted line, A. The wires, cc, fastened behind the axes of the planes, tilt them by an, upward or downward pull. The wires c c run down from each plane to a pulley at the corner of the lower sustaining plane, P. From the pulley they run straight to the top of the back of the driver's seat, S. There they are fastened. When it sways to the right, it pulls the wire that draws down the rear of the stabilizing plane out at the left wing tip. When the seat sways to the left, it draws down th3 ;nG 4. ELEVATION OF stabilizing plane at the right wing tip. The wring, c c, runs also up from the tops of the stabilizing planes through pulleys overhead, and so con- !FIG72."ELEVATION."OFv at) vtude rudder. a. B lisr' ... W falsi L nects the stabilizing planes from above. When, therefore, one stabiliz ing plane has its after edge pulled down by the tilting of the seat back, the same pull, communicated by the wire overhead to the other stabilizing plane, pulls its rear up. Whichever way the one stabilizing plane Is turned, the other one is turned oppo sitely. The manner in which this action rights the aeroplane will be readily understood. The process is as fol lows: As soon as, in the course of flight, the aeroplane sags to the left, the driver leans over to the right In his seat It is the motion that he would naturally make to find I1I3 own equilibrium. In leaning to the right he pushes the seat back over with him. This pulls the wire that draw3 dowa the left stabilizing fin's after part. Thus the fin turns on its axis, or in such a way as to present a slant ing under surface to the wind. The wind delivers an upward pressure on this surface, and this upward pressure tends to right the sagging left end o the aeroplane. At the same time the pull that started from the seat back Is sent on from the left fin over the overhead wire and down to the upper surface of the right fin, which 13 drawn up. The right fin is thus made to present its upper surface to the wind, and the wind then depresses the right end of the aeroplane at the same time that the left is being raised. In a moment the aeroplane is righted. The driver thereupon straightens up in his seat, bringing the seat back again to the upright position and so drawing the stabiliz ing fins back again to their original place. The third of the important con trols of the aeroplane in the air is shown in Fig. 4. It is the side to side steering gear, the most complicated, because it is the least important. It needs a second motion of the hands, which are already busy with the alti tude control. Fig. 4 shows a view of the side-to-side rudder, C. It is cleft, and through this cleft passes a horizontal plane. This is just a fixed plane, placed to sustain the weight of the after end of the aeroplane. The rud der C, save for this cleavage into an upper and a lower part, is very sim ilar to a ship's rudder. It i3 note worthy that this is the only vertical plane on the whole Curtiss machine. The rudder C swings on a vertical axis, a. The positions into which it may swing are shown by the dotted lines. It is with this wheel, of course, that the driver turns to right and left. doubles on his course and makes the most complicated evolutions. There are other things that the aviator has to attend to besides his direction and stability control, of course. But they do not require his ever taking more than one hand from the steering wheel. There is the throttle which feeds the fuel to his engine. It is a short, slender lever, at his right hand. A brief motion cuts off his fuel and shuts down his engine, or lessens his speed pr in creases it. The electric control is in a little twist-button fastened on the front of his seat between his knees. In starting, Curtiss, after testing his .engine, first takes his place in the driver's seat, turns on the throttle and grasps the steering wheel. Then, while two or three men hold the ma chine from darting forward on its SIDE TO SIDE RUDDER, O wheels, a mechanic starts the engine with a quick turn of the propeller. With the propeller going briskly, Cur tiss gives a signal, and the aeroplane is released by the men holding it. It starts forward rapidly on its wheels. When the right speed is reached, Cur tiss pulls the steering gear back a little toward him. The aeroplane rises from the ground. The ground friction overcome, it gains speed rap idly and rises faster, till it reaches the desired level. In descending, Curliss picks out with his eye the favorable spot. When within some 2 00 yard3 of It and at some twenty yards elevation, he shuts oi'f his engine with a move ment of the right hand.. Depressing the head of his flyer, he glides down 1 mentum. Condensed From the New York Evening Sun. mmr iWfvu&x ty ;.m Cartoon by Triggs, in the New York Press. WARNS GRADUATES OF NATION'S PERILS. Dr. McAfee Tells New York University Class Conscience is Safeguard of Americans. New York City. Three clergymen, all of the class of 1860, took part in the baccalaureate service in the audi torium of New York University. These were the Rev. William H. Phraner, of Hempstead, L. I.; the Rev. Dr. William H. Neilson, of Plain field, N. J., and the Rev. Dr. John Mc Vey, pastor emeritus of the North Presbyterian Church, Binghamton, N. Y. Chancellor Henry M. MacCracken pronounced the benediction and the Rev. Dr. Cleland B. McAfee, pastor of the Lafayette Avenue Presbyterian Church, Brooklyn, preached the ser mon. Thirty-four of the graduating class were present to hear the fare well sermon. Dr. McAfee said in part: 1 "No system of society will prevent what we see every day young men with .every opportunity, with full powers, with all inducements to man liness, who will not be manly. The Eowery crowd, the bread lines, the assemblages of the down and outs, are not made up of men who had no chance. You find college men among them. Last winter a visitor who had passed through the same experiences himself found that two per cent, of the men who made up one bread line were college men. He found thirty college men of his ownacquaintance in one small section. "The slums produce many failures, but the avenues produce enough to teach us clearly that society has to CHANCELLOR DAY DECRIES AUTOMOBILES. Much of Country's Productive Capital Absorbed, Ha Says Self-denial Emphasized-- Chancellor Declares Lack of This Account able For Lower Syracuse, N. Y. There are so many young men coursing about the country in automobiles, and their pleasure absorbs such a large share of the productive capital of the country, that Chancellor James R. Day be lieves it is becoming a question if the automobile is not a curse to the coun try. The chancellor was speaking to the graduating class 6f Syracuse Uni versity on self-sacriSce and self-denial, and he chose the automobile as a "broad and apparent illustration" of a luxury that too often is not sac rificed. "Young mechanics and clerks and business men," he said, "who need all of their capital, are mortgaging their homes by the thousand and losing their positions often by their infatua tion with this form of pleasure. "It is said that about $500,000,000 Is invested in the automobile trade, and this enormous capital is non-productive, that is, it adds comparatively nothing to the wealth of the people, but, on the contrary, absorbs it. It means ninety per cent, of wasted money and wasted time. A certain per cent, returns in business uses and ; wholesome rest and recreation. "I know the criticism that will be sure to come because of what will be called an attack on a great industry, but I address myself to the abuse of self-indulgence in a good thing. I emphasize self-denial." Lack of self-denial is accountable, the chancellor believes, for a lower marriage rate. "If you want to know," he said, "why men marry less than of old, perhaps the secret is In the false whim of supporting a wife. He cannot afford to support "a wife, the bachelor says. No woman ought to consent to be such a wife. She ought to say: 'I am not seeking or consenting to be supported. There will be two of us. If I cannot earn as much as you, I can save more. Ve will ?lan together. "The greatest woman is the woman who brings to a man a home. She is greater than the suffragette or the female temperance lecturer." Employers and Workers Slay Con tribute to Berlin "Xo Job" Fund. Berlin The municipal authorities are preparing for the introduction in the City Council this winter cf a mea?.ire embodying a plan of insur ance against unemployment. The plan constitutes one of the most comprehensive moves toward social legislation ever proposed. The intention of the authors is to combat the widespread distress that aJways develops arani; the working classes of tha capital during the winter months. take account of the Individual andL what means more, that the individual must take account of himself. The only basis for a self-respect which cannot be lost is a definite, implicit recognition of the right of a man's conscience in his life. "Men who are entering citizenship to-day can take part in movements to answer questions like these: Can a new racial type be formed by sudden blending in large proportions of the people of all the earth? Will democ racy work in a large way? Can the nation herd together until the blend ing take place? What is the limit of safety in individual wealth in a democracy?. How shall a nation be saved from Imperialism in its period of acquiring wealth? No nation has yet been so saved. What can we make peculiar In our own nation to save it? The answers to these ques tions lie in the assertion in individual life, and so in public life of the old fashioned and imperious claims of conscience. "And it is a hopeful place in which to work. There Is in this country a hereditary strain of moral serious ness. The biggest thing about the American people is not pocket nor head, but conscience, and any man who has a clear cut moral appeal will command a hearing and a following. That is our safeguard. That insures the continuance of our national ideal ism." S3. Marriage Rate. Dr. Day also declared that mora money was spent on dogs than for preachers. The Chancellor reviewed his pub lished letters on the Carnegie Foun dation Fund, and continued: "Since these letters were published Wesle3ran University, more denomina tional than we ever have been, has been placed upon the Foundation! We have been told that we could not be accepted because we were gener ally known to be a Methodist univer sity. Is Wesleyan not so? Hobart an Episcopalian college, Oberlin dis tinctly Congregationalist, Rochester Eaptist, are all on this Foundation. "Syracuse, with nothing in its'char ter requiring any one connected with it to be a Methodist, with half its faculty of other churches, with a ma jority of students from other denom inations, with absolutely no sectarian ism about its spirit or work, is arbi trarily excluded! And this is done in the name of liberalism as opposed to narrowness and bigotry! "There has been nothing more comical or that is greater farcical burlesque since the Puritans burned and hanged their fellow mortals for differing with them In religious opin ion. "There is positive evidence that this erratic and inconsistent admin istration of the Carnegie Pension Foundation doe3 not represent the Intention or spirit of Mr. Carnegie, who gave us, with no religious or em barrassing restrictions, the largest sum he had given to any university for a general library." Denounces Insurgents. Chancellor Day severely arraigned the insurgent Republicans in Con gress. He 6aid in part: "We believe that but for the insane assault upon the commerce of the country, upon railways and manufac tures, from which there are small signs of immediate relief, as the poli ticians do not seem to have discov ered any other issue of equal dema gogic effect, we would be able to re port a couple of millions more of in crease in our endowment." Central Will Spend S5,00O,0OO For Equipment, W. C. lirown Says. Washington, D. C. W. C. Erown, president of the New York Centra;, was so pleased at the way In which President Tat't had treated the rail roads in the present controversy over rates that h said that he would order the resumption of all work on the Central which he ordered suspended. Thi3 work will require the expendi ture of about ?5, 000, 000. It has to do with improving stations, building new ones, laying of tracks and making yard aad roadbed improvements.
The Roanoke Beacon and Washington County News (Plymouth, N.C.)
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June 24, 1910, edition 1
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