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    Model aeroplanes: The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship
    Model aeroplanes: The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship
    Model aeroplanes: The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship
    Ebook201 pages1 hour

    Model aeroplanes: The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship

    By F. J. Camm

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    About this ebook

    "Model aeroplanes: The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship" by F. J. Camm was one of the most important texts for airplane hobbyists. Published in 1920, the book explains how to build a model airplane from scratch, one step at a time. The models build up in difficulty until readers are able to put together more complicated designs.
    LanguageEnglish
    PublisherGood Press
    Release dateAug 21, 2022
    ISBN4064066429355
    Model aeroplanes: The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship

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      Book preview

      Model aeroplanes - F. J. Camm

      F. J. Camm

      Model aeroplanes

      The building of model monoplanes, biplanes, etc., together with a chapter on building a model airship

      Published by Good Press, 2022

      goodpress@okpublishing.info

      EAN 4064066429355

      Table of Contents

      CHAPTER I Why an Aeroplane Flies

      CHAPTER II Types of Model Aeroplanes

      CHAPTER III Practical Construction: Model Aeroplane Fuselages

      CHAPTER IV Practical Construction: Carving Air-screws

      CHAPTER V Practical Construction: Bending Air-screws

      CHAPTER VI Practical Construction: Planes

      CHAPTER VII Simple Twin-Screw Monoplane

      CHAPTER VIII Simple Twin-screw Biplane

      CHAPTER IX Winders for Elastic Motors

      CHAPTER X Collapsible Monoplane

      CHAPTER XI Tractor Monoplane

      CHAPTER XII Hydro-monoplane

      CHAPTER XIII Compressed-air Engine for Model Aeroplane

      CHAPTER XIV Biplane Driven by Compressed-air Engine

      CHAPTER XVII Easily-made Tailless and Box Kites

      CHAPTER XVIII Building a Model Airship

      INDEX

      CHAPTER I

      Why an Aeroplane Flies

      Table of Contents

      Why does an aeroplane fly? The question is worthy of close examination. There is one common enemy to aeroplanes—the force of gravity. Were it not for the existence of this force, which, as Newton put it, is unseen and unheard and yet dominates the universe, the problem of the aeroplane would have been solved years ago.

      Fig. 1.—Bristol Monoplane and Biplane

      Most readers have handled the toy kite, and since the principles governing the flight of a kite are precisely the same as those which apply to the aeroplane, the latter will be the more readily understood if the principles are explained through this medium. Full-size aeroplanes to which certain models approximate are shown in Fig. 1.

      Fig. 1A.—Forces Acting on Kite

      If a kite is launched in a wind it speedily attains a certain height or altitude, at which it remains so long as the wind does not drop. The wind is overcoming gravity, which constantly endeavours to bring the kite to earth, and hence, since the kite remains in the air, the forces acting on the kite are said to be in equilibrium—that is, balanced. The forces are shown diagrammatically in Fig. 1A, and include gravity, which is practically constant and remains unaltered under all conditions, the air pressure which, when sufficiently intense, lifts the kite against the action of gravity, and the pull of the string. The air pressure is really a combination of two forces—lift and drift. The drift or resistance tends to move the kite in the direction of the wind, and lift to raise the kite in opposition to gravity. Since, therefore, drift is an undesirable factor, the resistance of the machine must be made as low as possible, as it absorbs power, as will clearly be seen. If the velocity of the wind drops, the kite drops also, increasing its angle with the horizon, thereby causing it to capture and force down more air until equilibrium is again restored. If the string of a kite breaks, the balance of the forces is destroyed, drift and gravity taking command and so bringing the kite to earth.

      If it takes a wind of fifteen miles an hour to lift a kite, similarly it would lift to exactly the same elevation if the holder of the kite-string commenced to run at a rate of fifteen miles per hour in calm air.

      Now, an aeroplane is merely a kite with a mechanical arrangement (the engine and propeller) which supplies the motion necessary to fly it, and eliminates the necessity for a wind. This statement can easily be followed. In the aforementioned parallel it was seen that it was immaterial whether the kite-flyer was standing still with the wind moving at fifteen miles per hour, or whether he was moving at the rate of fifteen miles per hour in still air. The result in each case is the same—the kite flies.

      It has been stated that if the kite-string fractured the kite would fall to the ground. If, however, it were possible at the moment of rupture to attach a weightless engine and air-screw to the kite capable of exerting a forward push equal to the drift, the kite would still remain in the air.

      Again, if the wind were suddenly to stop, and the engine and air-screw were capable of moving the kite forward at the same rate at which the wind was blowing, the kite would fly, and in all important respects would constitute an aeroplane.

      The kite, it will be assumed, requires a minimum speed of fifteen miles per hour in order to sustain itself. If the wind be blowing at fifteen miles an hour the operator can remain stationary. If it blows at ten miles an hour he must run at five miles an hour against the wind. If it blows at five miles an hour he must run at ten miles an hour against the wind, or twenty miles per hour with the wind to maintain the kite.

      Hence an aeroplane really has two speeds—its speed relative to the earth and its air speed. The former is the rate of which it would travel a given distance, and the latter is the sum of the speed relative to the earth and the velocity of the wind.

      It can readily be seen that an aeroplane travelling at ten miles an hour relative to the earth against a fifteen-mile-an-hour wind has really an air speed of twenty-five miles an hour. When the aeroplane, however, is travelling with the wind, the air speed is the speed relative to the earth minus the velocity of the wind.

      It is also convenient to draw a parallel between the ship and the aeroplane. The weight of a ship must equal the weight of water it displaces in order to float. Similarly an aeroplane, by its motion through the air, must deflect a volume of air equal at least to its own weight. The aeroplane then would just lift itself from the ground; and the more air it deflects the higher does it ascend.

      Now, if a 1-lb. weight be laid on a table, the table presses against the weight with a force of 1 lb. If the hand is pressed against the wall, the wall presses back with an equal pressure. If a person fires a revolver, the force of explosion tends to force the revolver and the person in the opposite direction to the travel of the bullet. These are merely illustrations of the law that action and reaction are equal and opposite. It is in reality due to this law that the aeroplane can resist gravity.

      Fig. 2.—Deflection of Air

      Fig. 2 represents an end view of a kite—or, for that matter, of an aeroplane. The arrows indicate the direction of motion of the wind. Upon contact with the kite the air has a downward action, and the consequent reaction lifts the kite. Hence the motion of an aeroplane through the air causes a pressure on the latter, and the resultant is what is termed lift.

      So far, then, the reason why an aeroplane lifts has been dealt with. Further considerations have to be dealt with after the machine has left the ground. In technical language these could be summarised into a single sentence—that is, the centres of pressure and gravity must be made to coincide, and the machine must also be stable in both lateral and longitudinal directions.

      Fig. 3.—Position of Centre of Gravity

      An ordinary paper glider, cut from a stiff sheet of cartridge paper, will serve admirably to demonstrate this statement, which at first sight will convey as much to the reader as Choctaw or other remote language.

      Cut the paper to the dimensions given in Fig. 3 and make sure that it is flat, by pressing between the leaves of a book. Then project it horizontally into the air. It does not attain gliding motion. It performs a series of evolutions, too quickly for the eye to perceive; but what happens is this. After launching, the front edge turns up and the sheet glides back. Now the back edge turns up and the glider dives forward. Again the front edge turns up, the glider slides back, the back edge turns up, it glides forward, and so on until the glider reaches the ground. Now fix a couple of small brass paper-fasteners in the front edge (the correct number of fasteners can however only be found by experiment, but two will usually be sufficient for the size of glider indicated), and launch the glider again. It will be noticed that it glides steadily at a small angle to the ground.

      The explanation of this phenomenon is simple. When it was launched in the first place, the centre of gravity of the plane lay along a line running through the geometrical centre, parallel with the front edge, and

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