propellers) was under 12 ℔. Its sustaining area, if that of the tail (d) be included, was something like 36 sq. ft., i.e. 3 sq. ft. for every pound. The model was forced by its propellers along a wire at a great speed, but so far as an observer could determine, failed to lift itself, notwithstanding its extreme lightness and the comparatively very great power employed. Stringfellow, however, stated that it occasionally left the wire and was sustained by its aeroplanes alone.
The aerial steamer of Thomas Moy (fig. 45), designed in 1874, consisted of a light, powerful, skeleton frame resting on three wheels; a very effective light engine constructed on a new principle, which dispensed with the old-fashioned, cumbrous boiler; two long, narrow, horizontal aeroplanes; and two comparatively very large aerial screws. The idea was to get up the initial velocity by a preliminary run on the ground. This accomplished it was hoped that the weight of the machine would gradually be thrown upon the aeroplanes in the same way that the weight of certain birds—the eagle, e.g.—is thrown upon the wings after a few hops and leaps. Once in the air the aeroplanes, it was believed, would become effective in proportion to the speed attained. The machine, however, did not realize the high expectations formed of it, and like all its predecessors it was doomed to failure.
 |
| Fig. 45.—Moy’s Aerial Steamer. |
Two of the most famous of the next attempts to solve the problem of artificial flight, by means of aeroplanes, were those of Prof. S. P. Langley and Sir Hiram S. Maxim, who began their aerial experiments about the same time (1889–1890). By 1893–1894 both had embodied their views in models and large flying machines.
Langley, who occupied the position of secretary to the Smithsonian Institution, Washington, U.S.A., made many small flying models and one large one. These he designated “aerodromes.” They were all constructed on a common principle, and were provided with extensive flying surfaces in the shape of rigid aeroplanes inclined at an upward angle to the horizon, and more or less fixed on the plan advocated by Henson. The cardinal idea was to force the aeroplanes (slightly elevated at their anterior margins) forwards, kite-fashion, by means of powerful vertical screw propellers driven at high speed—the greater the horizontal speed provided by the propellers, the greater, by implication, the lifting capacity of the aerodrome. The bodies, frames and aeroplanes of the aerodromes were strengthened by vertical and other supports, to which were attached aluminium wires to ensure absolute rigidity so far as that was possible. Langley aimed at great lightness of construction, and in this he succeeded to a remarkable extent. His aeroplanes were variously shaped, and were, as a rule, concavo-convex, the convex surface being directed upwards. He employed a competent staff of highly trained mechanics at the Smithsonian Institution, and great secrecy was observed as to his operations. He flew his smallest models in the great lecture room of the National Museum, and his larger ones on the Potomac river about 40 m. below Washington.
While Langley conducted his preliminary experiments in 1889, he did not construct and test his steam-driven flying models until 1893. These were made largely of steel and aluminium, and one of them in 1896 made the longest flight then recorded for a flying machine, namely, fully half a mile on the Potomac river. The largest aerodrome, intended to carry passengers and to be available for war purposes, was built to the order and at the expense of the American government, which granted a sum of fifty thousand dollars for its construction.
 |
| Fig. 46.—Langley’s Flying Machine. a, Large aeroplane; b, Small aeroplane; c, Propelling screws. |
Langley’s machine shown in fig. 46 was a working model, not intended to carry passengers. In configuration the body-portion closely resembled a mackerel. The backbone was a light but very rigid tube of aluminium steel, 15 ft. in length, and a little more than 2 in. in diameter. The engines were located in the portion of the framework corresponding to the head of the fish; they weighed 60 oz. and developed one horse-power. There were four boilers made of thin hammered copper and weighing a little more than 7 ℔ each; these occupied the middle portion of the fish. The fuel used was refined gasoline, and the extreme end of the tail of the fish was utilized for a storage tank with a capacity of one quart. There were twin screw propellers, which could be adjusted to different angles in practice, to provide for steering, and made 1700 revolutions a minute. The wings, or aeroplanes, four in number, consisted of light frames of tubular aluminium steel covered with china silk. The pair in front were 42 in. wide and 40 ft. from tip to tip. They could be adjusted at different angles. The machine required to be dropped from a height, or a preliminary forward impetus had to be given to it, before it could be started. Fixity of all the parts was secured by a tubular mast extending upwards and downwards through about the middle of the craft, and from its extremities ran stays of aluminium wire to the tips of the aeroplanes and the end of the tubular backbone. By this trussing arrangement the whole structure was rendered exceedingly stiff.
 |
| Fig. 47.—Langley’s Aerodrome in flight. |
In the larger aerodrome (fig. 47) the aeroplanes were concavo-convex, narrow, greatly elongated and square at their free extremities, the two propellers, which were comparatively very large, being placed amidships, so to speak. At the first trial of this machine, on the 7th of October 1903, just as it left the launching track it was jerked violently down at the front (being caught, as subsequently appeared, by the falling ways), and under the full power of its engine was pulled into the water, carrying with it its engineer. When the aerodrome rose to the surface, it was found that while the front sustaining surfaces had been broken by their impact with the water, yet the rear ones were comparatively uninjured. At the second and last attempt, on the 8th of December 1903, another disaster, again due to the launching ways, occurred as the machine was leaving the track. This time the back part of the machine, in some way still unexplained, was caught by a portion of the launching car, which caused the rear sustaining surface to break, leaving the rear entirely without support
