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MODELING
How the model became an airplane. Tips for a modeller
Directory / Radio control equipment Any machine is not born suddenly, it starts with something simpler. This is what happened with the monoplane. Its forerunner was destined to become a flying model. It was 1887. Samuel Pierpont Langley, professor of physics and astronomy, scientific secretary of the Smithsonian Science Institute in Washington, became seriously interested in the issues of flying on vehicles heavier than air. Having done a series of aerodynamic experiments to test wing models on a carousel installation - a "rotary machine", Langley started building flying models. But first, he carefully studied everything that had already been achieved before him, in particular the heavier-than-air flying models that were being built in France in the 70s. At that time, the greatest success in model experiments was achieved by the Frenchman Alphonse Peno, who was the first to use a rubber motor to rotate the propeller of an aircraft model, as well as the Austrian Wilhelm Kress. Model A. Peno "Planofor" had one wing, followed by a horizontal tail and, finally, a pusher propeller. Model V. Kress had two wings, located one after the other. Behind the trailing edge of the second wing there were two pusher propellers, and behind them were horizontal and vertical tails. In Paris, V. Kress demonstrated the flights of his twin-engine models, in which propellers rotated from rubber bands. But back in 1876, while working in St. Petersburg, he launched flying models of aircraft in the hall of one of the then centers of scientific and technical thought in the Russian capital - in Salt Town on the banks of the Fontanka River. It must be said that simultaneously with V. Kress, our famous compatriot Alexander Fedorovich Mozhaisky also worked on the creation of a flying model of an aircraft. In 1876, he successfully demonstrated flights of his spring-powered model in Kronstadt. Nine years later, in 1885, according to the scheme of A.F. Mozhaisky, he builds and tests the world's first aircraft. In the late 80s, S. L. Langley, repeating his experiments with the flights of Parisian rubber-motor models in the USA, paid special attention to the Kress models. However, the results of the experiments do not satisfy the American professor, since the rubber motor does not allow for a long flight. He tries to adapt a pneumatic engine to the model, but to no avail, since his work also turns out to be too short-lived. Finally, after nine years of hard work, by 1896, Langley created a suitable "model" engine - a steam engine weighing 464 g. Together with a water-tube boiler, the total weight of the entire propulsion system was 2,9 kg. The engine developed a power of 1 liter. With. at a steam pressure of up to 10,5 atm. The engine was installed on the fifth model built by Langley. Its flight weight reached 11 kg. The previous four models flew poorly due to the excessively heavy steam engine, but the fifth behaved excellently in the air.
For his last model, Langley chose the layout of wings, propellers and plumage almost the same as that of V. Kress on his rubber-engine models. Only her wings were rectangular, and not bird-like, as in the model of the Austrian. The model had a truss fuselage assembled from thin steel pipes. Two rectangular wings were attached to it one after the other, having a significant transverse "V", each with a span of 4220 mm with a length of the entire apparatus of 4660 mm. Behind the rear wing was the plumage, which consisted of a stabilizer and a keel. The steam engine, located in the fuselage, rotated two propellers with a diameter of 1200 mm at a speed of 1200 rpm. Langley called his model "Airfield". Note that at that time there were no concepts like "airplane" or "aeroplane". The model was launched from a special catapult, which consisted of guide rails and a spring that gave it a push at the moment of derailment. The catapult was strengthened on a barge that stood on the banks of the Potomac River, where experiments were carried out. In a letter to the French Academy of Sciences, the inventor of the telephone, Graham Bell, who happened to be present at its launch, describes the flight of the model: at a height which, it seemed to me, was about 90 meters, the propellers stopped, and, to my surprise, the car did not fall, but gently slid down onto the water, which it touched without any impact, so that the experiment could immediately be resumed" Bell's letter ended with the words: "It seems to me that anyone, being present at this interesting spectacle, would be convinced of the possibility of flight in the air by mechanical means." This message immediately had its effect: a large number of fans of aeronautics, as aviation was then called, were keenly interested in Langley's models. The September issue of the French magazine "Aeronaut" for 1896 published information about Langley's experiments and the structure of his model.
At the beginning of the XNUMXth century, in Europe and the USA, they were fond of building biplanes - aircraft with two pairs of wings placed one above the other. The expediency of this scheme was confirmed by experiments with box kites, first built and widely used by the Australian L. Hargrave at the end of the last century. However, the flight successes of the Langley models also forced attention to the design of an aircraft with two pairs of wings located in the same plane. When and where on our planet were the first model aircraft competitions held? Few people know about this today. And it happened in the summer of 1905 in France. The Aviation Commission of the Aeroclub of France organized at that time the first competition for flying models. The winner was Louis Payre with his glider model, flying 131 m and made according to the scheme used by Langley. At that distant time, among the many who worked hard on the creation of an aircraft heavier than air, was the French mechanic Louis Blériot. He began with the construction in 1903 of the "Artificial Bird" - an ornithopter that never took off. His subsequent devices - the second, third and fourth - were already airplanes, but of the most amazing configuration. However, they only bounced, not took off, and very soon crashed or fell apart. In 1907, after another setback with a canard-wing monoplane with backward-curved wings, Blériot decided to use Langley's flying model design for his fifth aircraft. This idea was prompted by his success of such a scheme not only at the first, but also at the second competition of model aircraft, organized by the French flying club in 1907. The first two places were taken by Paulan and Bourdain with models of gliders that had two pairs of rectangular wings located in the same plane - one after the other, like the Langley model. Note that the winner of the first model aircraft competitions, Payre, worked for Louis Blériot as a mechanic. In all likelihood, this circumstance played a certain role in choosing Blériot's scheme for his fifth apparatus. The wingspan of the aircraft was 5850 mm with a length of 6000 mm, the flight weight was 280 kg, the engine had a power of 24 liters. With. and rotated the propeller. On it Blériot made a flight of 143 m at a height of 12 m.
It was the first flight success of the designer. After some modifications, Blériot’s apparatus flies on it for 186 m at a height of 15 m. Further modifications of his aircraft, essentially copied from Langley’s models, were reduced mainly to a decrease in the span of the rear wing, to the introduction of deflectable control surfaces into the control system of the apparatus. The latter are in many ways similar to the control surfaces that are used on modern aircraft, that is, elevators, rudders and ailerons. However, on his eleventh aircraft, instead of the ailerons, Blériot used (by analogy with the apparatus of the Wright brothers) warping of the surface of the wings. So the machines "Bleriot-VIII", "Bleriot-VIII-bis" and "Bleriot-XI" were built in succession. On "Blerio-VIII-bis", its designer for the first time on October 30, 1908, carried out a flight along a closed route from one city to another with a return on the same day - from Turin to Artenay, separated from each other at a distance of 14 km. Eight months later, on July 25, 1909, Blériot was the first person to fly by plane across the waters - the English Channel between England and France. That was an exceptional event of the first steps of aviation. This flight is curiously described by Louis Blériot himself. “True to my custom, I got up only when the sun appeared above the horizon. The black smoke of the Escopet destroyer, assigned to accompany me, obscures the sun. However, very soon my escort is left behind. everything is quiet in the atmosphere. It seems that I am moving forward very slowly. This is probably due to the monotony of the situation. For about ten minutes I remain completely alone, lost in the foaming sea, not seeing a single point on the horizon, not a single ship on the water. But silence all around , broken only by the roar of the engine, is fraught with serious dangers. Realizing this, I keep my eyes on the gasoline gauge and the oil supply indicator. These ten minutes seemed to me terribly long, and, in truth, I felt very happy when I noticed a gray strip that appeared before me in the sea. There was no doubt: it was the English coast. My airplane obediently obeys the controls and approaches the steep bank ... Only, damn it, I don’t see Dover! Where did it take us? I notice three ships ... Obviously, they are going to the port. I quietly follow them. The sailors greet me with enthusiastic cries and gestures. Finally, the coastal meander is shown to the right, and soon then Dover Castle. I am filled with wild joy. I turn towards the coast and see a man there frantically waving the tricolor French flag at me. Going down, I recognize a familiar newspaper editor. Alone in the middle of a large plain, he shouts something to me until he is hoarse. I want to land, but the gusts of wind shake the airplane. It's been thirty-three minutes since I've been in the air. This is more than enough, anyway, you can no longer tempt fate. At the risk of crashing, I turn off the ignition and plop down on the ground. The landing gear of an airplane cracks and breaks. It's nothing you can do! But I have now safely flown across the English Channel." It was exactly 70 years ago. After the famous flight, the Blériot-XI aircraft became a role model in the work of many other designers. In the workshops of Blériot, this apparatus, called "Traversée La Manche" ("Crossed the English Channel"), is being mass-produced in the period 1909-1912. Here are some technical data of this aircraft. Its wing span was 8700 mm, length - 7200 mm, wing area - 14,1 m2, flight weight - 305 kg. With an Anzani engine with a capacity of 25 liters. With. the plane developed a speed of up to 70 km / h. About 20 copies of "Blerio-XI" are purchased by Russia - the military department, the All-Russian Aero Club and private individuals. On one of them, after finalizing the machine in the workshops of the flying club in 1911, the Russian pilot A. Vasiliev flew from St. Petersburg to Moscow. Did the "Bleriot" survive to this day, did at least one of them survive? Yes, those exist. An original copy of the "Traverse of the English Channel" has been preserved in the National Aeromuseum of the Fraction. The Blériot-XI, newly built by the old pilot I. Zolotov, is on display at the Polish Air Museum in the city of Krakow. One of the serial "Blerio-XI" is stored in the Museum of the History of Technology in Detroit (USA). In the future, the scheme of the aircraft "Bleriot-XI" was successfully developed and used by many firms and individual designers when creating new aircraft in the period 1912-1914. The most famous of them are Nieuport, Moran, Denerdussen (France), Bristol (England), C-9, C-11, C-12 (Russia). Thus, the monoplane scheme, which was born thanks to successful experiments with flying models, won a firm place in the development of aircraft construction 70 years ago.
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