History of Airplanes

Probably the most interesting aeroplane that came out during 1910 was the small Wright “roadster,” with its miniature biplane cell, and its huge propellers spanning almost the entire machine. This speed and reliability product of the Dayton inventors has excited a lot of interest, and suggested many of the improvements that the future held. A machine of this type, but fitted with a 60 horse-power 8-cylinder motor and very much smaller in size, was to be driven in the 1910 Gordon-Bennett Race by Brookins, and there is little doubt, with the phenomenal speed it had already displayed, that it would have won this race from Grahame-White had the unfortunate failure of the engine not occurred.

The regular 30 horse-power type of this machine, however, proved itself a very good one. Both in speed and in its remarkable ability to gain great altitude, this machine in the hands of Ogilvie, Brookins, and the unfortunate Johnstone, exhibited far better qualities than many foreign machines using almost twice the horse-power. The Model R was noted for its exceptional climbing ability.

Specifications from “Monoplanes and Biplanes,” by Grover Loening, 1911

The Frame

The framework follows closely the regulation Wright lines, the outriggers and rudders being similar to the 1910. Note the area swept through by the propellers in comparison to the span. Wright. The skid and wheel landing gear, however, is quite different in appearance, although identical in principle.

The Main Wings

The two identical planes are the smallest yet used on an aeroplane. The shape and curvature is as on the other Wright machines, excepting that they project quite a distance out beyond the end panels of the cell. The planes have a spread of 26 1/2 feet and a chord of 3 feet 7 inches. The total area is 180 square feet. On the Gordon-Bennett racer the spread was feet and the surface only 145 square feet.

The Elevators

A single horizontal surface at the rear serves as the elevator, exactly as on the large 1911 Wright biplanes. This surface is 8 feet by 2 feet, and is operated by the new-type Wright control lever placed either on the left or right of the aviator. W. Wright and Brookins, for example, are accustomed to opposite positions. The control lever is mounted on a shaft, and to it is fixed a drum about 6 inches in diameter. The wires for the control are fastened to this drum by short chains, and are thus moved by the lever, a forward movement causing descent, etc.

The Direction Rudder

The usual biplane direction rudder is used and is operated by the movement of the lever opposite to the elevation rudder lever. By moving this lever and its drum and chain connection forward and back the combination warping and rudder movement is effected, the rudder tending always to steer the machine to the depressed side. The drum upon which the direction rudder wires are attached is pressed against the lever by a spring and is thus moved with it. In addition, the handle at the top of the lever is made movable and is so connected to the drum that by moving it from side to side, the direction rudder can be operated alone and independently of the warping.

The

Roll Control

The transverse control is by means of warping, as usual, but the control mechanism, although similar to that used on all the Wright machines at present, is radically different from the old 1909 type. On the same shaft upon which is mounted the direction-rudder lever and drum is another drum fitted with chains leading to the wires controlling the warping, but in no way connected with the drum to which the direction rudder is attached, except by the spring device as already noted. The operation of the warping is done by the forward and back motion of this lever, and no more by a side-to-side motion as formerly. There is no tail other than the rudders, which in their normal position act as a tail. Two small vertical surfaces on the skid frame at the front are used.

Propulsion

A regulation 30 horse-power Wright motor is installed, and drives, as usual, by chains, two wooden propellers, 8 feet 6 inches in diameter, at 450 r.p.m. In the “racer” an eight-cylinder 60 horse-power motor drove the propellers at 525 r.p.m. The detail of the propelling mechanism is exactly as on other Wright types.

Landing Gear

The landing gear is on two short skids built down from the lower plane. On each skid is mounted a pair of wheels, the axle being fastened to the skid by a rubber spring arrangement. On the “racer” two additional wheels were placed in front. making six in all. The chassis on the “racer” appears to have been too weak, but on the “roadster” it works well. The single Seat for the pilot is placed as usual to the left of the motor.

Weight, Speed, Loading and Aspect Ratio

The total weight in flight is about 760 pounds, the machine weighing 585 pounds unmounted. The speed of the “racer” has been timed by the author at 67.5 miles an hour, and that of the “roadster” at 54.5 miles an hour. Wilbur Wright has stated that even higher speed had been obtained. The pounds carried per horse-power by the “roadster” are 25.4, and 14.3 by the “racer”; the pounds per square foot are 4.20 for the “roadster” and 5.92 for the “racer,” the highest loading ever carried on an aeroplane up to the present. The aspect ratio is 7.4 to 1.