The Aeroplane Speaks Part 16

6. CAMBER.--The camber (curvature) of the blades should be (1) equal, (2) decrease evenly towards the tips of the blades, and (3) the greatest depth of the curve should, at any point of the blade, be approximately at the same percentage of the chord from the leading edge as at other points.

It is difficult to test the top camber without a set of templates,[18]

but a fairly accurate idea of the concave camber can be secured by slowly pa.s.sing a straight-edge along the blade, thus:

[Ill.u.s.tration]

The camber can now be easily seen, and as the straight-edge is pa.s.sed along the blade, the observer should look for any irregularities of the curvature, which should gradually and evenly decrease towards the tip of the blade.

7. THE JOINTS.--The usual method for testing the glued joints is by revolving the propeller at greater speed than it will be called upon to make during flight, and then carefully examining the joints to see if they have opened. It is not likely, however, that the reader will have the opportunity of making this test. He should, however, examine all the joints very carefully, trying by hand to see if they are quite sound.

Suspect a propeller of which the joints appear to hold any thickness of glue. Sometimes the joints in the boss open a little, but this is not dangerous unless they extend to the blades, as the bolts will hold the laminations together.

8. CONDITION OF SURFACE.--The surface should be very smooth, especially towards the tips of the blades. Some propeller tips have a speed of over 30,000 feet a minute, and any roughness will produce a bad drift or resistance and lower the efficiency.

9. MOUNTING.--Great care should be taken to see that the propeller is mounted quite straight on its shaft. Test in the same way as for straightness. If it is not straight, it is possibly due to some of the propeller bolts being too slack or to others having been pulled up too tightly.

FLUTTER.--Propeller "flutter," or vibration, may be due to faulty pitch angle, balance, camber, surface area, or to bad mounting. It causes a condition sometimes mistaken for engine trouble, and one which may easily lead to the collapse of the propeller.

CARE OF PROPELLERS.--The care of propellers is of the greatest importance, as they become distorted very easily.

1. Do not store them in a very damp or a very dry place.

2. Do not store them where the sun will s.h.i.+ne upon them.

3. Never leave them long in a horizontal position or leaning up against a wall.

4. They should be hung on horizontal pegs, and the position of the propellers should be vertical.

If the points I have impressed upon you in these notes are not attended to, you may be sure of the following results:

1. Lack of efficiency, resulting in less aeroplane speed and climb than would otherwise be the case.

2. Propeller "flutter" and possible collapse.

3. A bad stress upon the propeller shaft and its bearings.

TRACTOR.--A propeller mounted in front of the main surface.

PUSHER.--A propeller mounted behind the main surface.

FOUR-BLADED PROPELLERS.--Four-bladed propellers are suitable only when the pitch is comparatively large. For a given pitch, and having regard to "interference," they are not so efficient as two-bladed propellers.

[Ill.u.s.tration: SPIRAL COURSES OF TWO-BLADE TIPS.

SPIRAL COURSES OF FOUR-BLADE TIPS.

Pitch the same in each case.]

The smaller the pitch, the less the "gap," _i.e._, the distance, measured in the direction of the thrust, between the spiral courses of the blades (see ill.u.s.tration on preceding page).

If the gap is too small, then the following blade will engage air which the preceding blade has put into motion, with the result that the following blade will not secure as good a reaction as would otherwise be the case. It is very much the same as in the case of the aeroplane gap.

For a given pitch, the gap of a four-bladed propeller is only half that of a two-bladed one. Therefore the four-bladed propeller is only suitable for large pitch, as such pitch produces spirals with a large gap, thus offsetting the decrease in gap caused by the numerous blades.

The greater the speed of rotation, the less the pitch for a given aeroplane speed. Then, in order to secure a large pitch and consequently a good gap, the four-bladed propeller is usually geared to rotate at a lower speed than would be the case if directly attached to the engine crank-shaft.

[Footnote 18: I have heard of temporary ones being made quickly by bending strips of lead over the convex side of the blade, but I should think it very difficult to secure a sufficient degree of accuracy in that way.]

CHAPTER V

MAINTENANCE

CLEANLINESS.--The fabric must be kept clean and free from oil, as that will rot it. To take out dirt or oily patches, try acetone. If that will not remedy matters, then try petrol, but use it sparingly, as otherwise it will take off an unnecessary amount of dope. If that will not remove the dirt, then hot water and soap will do so, but, in that case, be sure to use soap having no alkali in it, as otherwise it may injure the fabric. Use the water sparingly, or it may get inside the planes and rust the internal bracing wires, or cause some of the wooden framework to swell.

The wheels of the undercarriage have a way of throwing up mud on to the lower surface. This should, if possible, be taken off while wet.

It should never be sc.r.a.ped off when dry, as that may injure the fabric.

If dry, then it should be moistened before being removed.

Measures should be taken to prevent dirt from collecting upon any part of the aeroplane, as, otherwise, excessive skin-friction will be produced with resultant loss of flight speed. The wires, being greasy, collect dirt very easily.

CONTROL CABLES.--After every flight the rigger should pa.s.s his hand over the control cables and carefully examine them near pulleys. Removal of grease may be necessary to make a close inspection possible. If only one strand is broken the wire should be replaced. Do not forget the aileron balance wire on the top surface.

Once a day try the tension of the control cables by smartly moving the control levers about as explained elsewhere.

WIRES.--All the wires should be kept well greased or oiled, and in the correct tension. When examining the wires, it is necessary to place the aeroplane on level ground, as otherwise it may be twisted, thus throwing some wires into undue tension and slackening others. The best way, if there is time, is to pack the machine up into its "flying position."

If you see a slack wire, do not jump to the conclusion that it must be tensioned. Perhaps its opposition wire is too tight, in which case slacken it, and possibly you will find that will tighten the slack wire.

Carefully examine all wires and their connections near the propeller, and be sure that they are snaked round with safety wire, so that the latter may keep them out of the way of the propeller if they come adrift.

The wires inside the fuselage should be cleaned and regreased about once a fortnight.

STRUTS AND SOCKETS.--These should be carefully examined to see if any splitting has occurred.

DISTORTION.--Carefully examine all surfaces, including the controlling surfaces, to see whether any distortion has occurred. If distortion can be corrected by the adjustment of wires, well and good; but if not, then some of the internal framework probably requires replacement.

ADJUSTMENTS.--Verify the angles of incidence, dihedral, and stagger, and the rigging position of the controlling surfaces, as often as possible.

UNDERCARRIAGE.--Constantly examine the alignment and fittings of the undercarriage, and the condition of tyres and shock absorbers. The latter, when made of rubber, wear quickest underneath. Inspect axles and skids to see if there are any signs of them becoming bent. The wheels should be taken off occasionally and greased.

LOCKING ARRANGEMENTS.--Constantly inspect the locking arrangements of turnbuckles, bolts, etc. Pay particular attention to the control cable connections, and to all moving parts in respect of the controls.

LUBRICATION.--Keep all moving parts, such as pulleys, control levers, and hinges of controlling surfaces, well greased.

SPECIAL INSPECTION.--Apart from constantly examining the aeroplane with reference to the above points I have made, I think that, in the case of an aeroplane in constant use, it is an excellent thing to make a special inspection of every part, say, once a week. This will take from two to three hours according to the type of aeroplane. In order to carry it out methodically, the rigger should have a list of every part down to the smallest split-pin. He can then check the parts as he examines them, and nothing will be pa.s.sed over. This, I know from experience, greatly increases the confidence of the pilot, and tends to produce good work in the air.

WINDY WEATHER.--The aeroplane, when on the ground, should face the wind; and it is advisable to lash the control lever fast, so that the controlling surfaces may not be blown about and possibly damaged.