Prince Plans

In the following series of articles it will be the object to explain in detail the method of constructing a monoplane of the Bleriot type. This machine has approached much nearer to a standardization than any other aeroplane, and is by far the most popular of all monoplanes. While every part of the machine will be treated in detail, it would be well for the prospective builder to become move or less familiar witbl the subject of aeroplane construction in general before at- tempting the actual building work. There are many valuable books, including both popular and technical treatises on aviation, and it will be found advantageous to read at least one or two of these first, and to have them on hand for reference work afterwards. The actual work of building requires neither very many tools nor a very comprehensive and complete workshop; but the builder will find It absolutely necessary, It he contemplates a thorough and successful Job, to haywat his disposal a shop at least 35 feet square, which is just about sufficient to allow the complete assembling of the machine. I have chosen the Bleriot type for my subject because of Its small size and compactness, as well as the fairly moderate cost at which it may be built, and also because, If built rightly, it offers an opportunity for successful flying with any of the good aeronautic motors now available in this country as its power plant. In the text we will go very carefully into the weights of the various parts, both separate and when assembled, and a word of caution here as to the Importance not only of net weight, but of the distribution of that weight, appears in order. Unlike the biplane, In which the experimenter may correct discrepancies in his center of gravity or center of lift by shifting his motor or seat. or by adding to his front or rear control surfaces, In the monoplane of this type there Is very small chance for such changes. And. consequently, there to no leeway for errors. An estimate of the time required to complete this machine must, of course, be rather vague, except by comparison with the time necessary in biplane building. and it will be found that owing to the more complicated methods employed it will consume probably twice the time required to put up a standard biplane type. Nevertheless, I feel confident that the builder will learn upon the completion of his work that the novelty of having a machine different from "those two others over there" will be found ample compensation for his long time In the shop. We may divide the work of building this machine into four main headings: First, alighting gear; second, fuselage; third, surfaces, and fourth, assembling.	Fig. 25 shows the assemblage of lower end of pedestal and the flexing arm and drums. The flexing lever itself should measure 12 inches long, 2 inches wide at the center and tapering to 1 inch at either end, the ends being rounded off. and 1/4 inch thick. At the ends and 11 inches from center to center are drilled 3/16 inch holes. The wires D and E extend from these holes up through the floor and are made fast to the control bell, to be taken up later. Two 1/8-inch holes are now drilled in either cut about l 1/2 inches from the end to accommodate the stranded cables H and J. H is the end of wire A which passes over the drum K, while the end of the wire B is shown at J, passing over the drum in the opposite direction. The wire C is passed under the free sheave immediately adjacent to the drum K. The detail of the construction of these parts is shown more plainly in the enlarged drawing at Fig. 26. DF is a separate casting. the part DE being a cylinder 1 inch in diameter and 2 3/4 inches in length. The part EF is flat, 1/4 inch thick. 1 inch wide and 2 1/2 inches long. The two rear sections of tubing are flattened for a space of 3 inches and are bolted one on either side of this diagonal flange F. Two 3/16-inch bolts should be used here. The two front pieces of tubing are bolted in like manner to the cylindrical end of this casting, as shown at H. A is an end view of the flexing lever, and B denotes the drum that is cast integral with the arm. This measures 3 inches outside diameter and 1/4 inch thick. The groove is set into the drum 1/4 inch, making the diameter of the drum 2 1/2 inches. The free sheave C is of the same dimensions as the drum B, but is independent of the other. The flexing lever and drum and this sheave should be drilled through the center a hole 1 1/64 inches diameter, making a free bearing on the 1-inch axle. They are held in place by a 1/8-inch cotter pin at either side, as shown in cuthe sides of the drum and sheave should be turned down smooth to reduce the friction, for during the process of wing warping these two members rotate in opposite directions. In Fig. 25 the turxibuclile L is set about 1 foot from the flexing lever, and another similar turnbuckle is set in wire A. The continuous wire C has one turnbuckle, at M. When this pedestal is completed it should measure 24 inches from drum to the bottom of the flooring in the fuselage. Figs. 27 and 28 show the detail of assemblage of the supporting mast on the top fuselage members. For this mast four sections of the tubing similar to that used on the under pedestal are now to be cut, each 28 1/2 inches in length.One end of each should be flattened for a distance of 1 1/4 inches, to make a fit on the top fuselage members, as noted in Fig. 27.
Fig. 1 shows the alighting gear, which is composed mainly of two horizontal members of hickory (a a,), two upright members of spruce (b b'), two upright members of steel tubing (c c') and two wheels, with their connections for sliock absorbing and lateral play. Fig. 2 represents the two horizontal hickory members. These are made from selected second-growth hickory, without flaws, They may be consid- ered the most important single parts in the machine. Dimensions, 3/4 x 4/3 x 64 Inches, the last 1 foot at either end being tapered to a width of 3 3/4 inches at the end. Bevel these 1 inch deep on both sides, as shown in cut. A hole is now cut at either end, 60 Inches from center to center, slightly full of 2 inches. Two uprights of spruce are to be made as at b, Fig. 1, dimensions, 2 1/4 x 1 1/4, x 48 inches. On the flat side (2 1/4 inches) the knee can be glued on, and should measure 2 1/4 13/16 x 4 inches. The top of knee should be 22 1/2 inches from top of strut. Bevel edges of strut 1 inch deep, as shown cut. When these four members are completed cut two a tions of tubing (c c', Fig. 1) from 2-inch 18-gauge stock, measure 4 feet 5 1/4 Inches in length. The castings necessary In this machine are numerous, a some of them are of very intricate design. It would be w for the builder to purchase a complete set of these castin, and save himself the delay and tedious work incident to making them or having them made for him. Any of the leading aeronautic supply houses can furnish them. Figs. 4, 6 and 6 show in detail the joints shown at A, B, C and in Fig. 1. The two uprights b b' can now be joined onto the hickory members, and should measure 26 1/2 inches apart from their inner edges. Referring to Fig. 4, the macadamite socket measures 3 x	A 3/10-inch bolt is used here. The terminal for the ,day wire is made of a section of 1/2-inch steel tape, 2 1/2-inches long, doubled over upon itself, and the turn reinforced by a 1/2-inch length of a wire nail. The eye for the wire is drilled close up against the nail. This makes a very serviceable terminal for use throughout the machine wherever such a device is needed. The upper ends of mast members are flattened as shown in Fig. 28. At A, is shown the end of the longitudinal tubing member, which is cut to a length of 46 inches.one end of each should be flattened for a distance of 1 1/4 inches, to make a fit on the top fuselage members, as noted in Fig. 27. A 3/10-inch bolt is used here. The terminal for the ,day wire is made of a section of 1/2-inch steel tape, 2 1/2-inches long, doubled over upon itself, and the turn reinforced by a 1/2-inch length of a wire nail. The eye for the wire is drilled close up against the nail. This makes a very serviceable terminal for use throughout the machine wherever such a device is needed. The upper ends of mast members are flattened as shown in Fig. 28. At A, is shown the end of the longitudinal tubing member, which is cut to a length of 46 inches. Either end is plugged with a round section of wood for about 1 1/2 inches, and the union made as indicated in the drawing, a 1/8-inch bolt being used, and a terminal placed on either side. The forward uprights are bolted to the fuselage at a point 1 foot 6 inches from the front end, and the rear sections are set 6 feet 3 inches from the front end.A pair of diagonal brace wires are set on either side of this structure, and are equipped with wire-strainers of the type shown In Fig. 25. At the rear end of the horizontal top member of this mast a small double pulley
4 inches and 1 inch deep. The bolt shown through the fuselage member is 1/4 x 2 1/2 inches, while the others are 3/16 x 1 1/2 inches and 3/10 x 2 inches. Although the cost is more, stove bolts should be avoided, and the builder should use machine screws throughout. The fuselage member is made fast to the horizontal beam by two bolts set 1 1/2 inches apart. Fig.5 shows the joint at bottom member. The same sock is used, the only change being a milled slot on one side, 7/8 x 1/8 inch. continuing through the hickory member diagonal] as shown, to allow the steel tape to run through. Two 3/16 inch eyebolts are used on the inner side, to which are attached two parallel brace wires, 3/32 inch D. Set these two eyebolts 1 1/2 inches apart. Fig. 3 shows in detail the union of the 2-inch steel tubing with the upper transverse member. As indicated by dotted lines, the tubing extends up through 2-inch hole, flush with upper surface. On top is an aluminum plate 1/8 inch thick and 3 1/2 inches in diameter. The macadamite socket on under side measures 3 1/2 inches diameter and 1 inch deep. This socket should make a snug fit to tubing. On the inner side drill two 13/64-inch holes 1 inch apart, into which is to be placed the "U" bolt shown. This can be made of 3/16-inch steel wire, and should be about 2 1/4 inches long, threaded for about 1 inch. Two 3/16-inch bolts, set at angles of about 60 degrees from a line through center of transverse hickory member, serve to further lock the two aluminum parts. A 3/16-inch bolt through the side of socket and the tubing completes the joint. Before putting in the two uprights of steel tubing, the slidilag collar, Fig. 7, must be slipped onto the tubing. These two collars can be cast of brass or steel. Do not use macadamite here. The dimensions are shown plainly in cuts. After attaching these the builder can proceed, next making the connection at bottom of steel tubing, as shown In Fig. 6. In this joint two macadamite sockets like the one used at the top are used, one on the upper and one on the under side of transverse wooden member. Two 1/4-inch eyebolts are used. one directly in front and one behind the steel tubing, which serve also as the bottom fastening for the wires from the shock absorbers. The sockets are further fastened to each other by a 3/16-inch bolt through center of wooden member. The under socket is made fast to the steel tubing by a 3/16-inch bolt through socket and tubing, running parallel to wooden member. Through the upper socket, 1/2 inch above its base, is put a 1/4-Inch eyebolt, with large eye 1/4 inch in diameter, and through the steel tubing 1 inch above the first is placed another similar eyebolt. The eyebolts should be turned out of high-grade steel, or they may be had from the aeronautic supply houses. They are the connections for the main supports for the wings. A. 1/4-inch nut should be used. After having assembled the main frame, as shown in Fig. 1, the builder can now put in the steel tape guy that runs from "U" bolt at top of steel tubing down through bottom wooden member and up to top of opposite tubing. This tape is to measure 3/4 x 1/16 inch. In putting this in it will be found very much easier done if you will first run it through the milled slots In bottom member, bending It so that it lies flush with under surface and perfectly taut. The "U" bolts can then be riveted on, care being taken to allow for some tension to be taken on the "U" bolts. Referring now to E E, Fig. 1, at points 1 inch below the top surface of the knees and set 1 1/2 Inches apart, put two 3/16-inch eyebolts in either knee. The crossed wires are shown in the cut can be put in, using the regular method of fastening with a 1/2-inch brass ferrule (shown in Fig. 5). There are two pairs of parallel wires 3/32 inch in diameter. Right here I will suggest that throughout the construction of this machine the builder use a good grade of soft steel wire. as It has been found that highly-tempered wire of any kind has a great tendency to snap at the points where it has been sharply bent. The tendency on the part of a soft wire to stretch need not worry the builder in this machine, as there are no stay wires of any great length, and they can easily be taken up by the wire-strainers which are used.	should be hung and held In place by a small cotter pin on either side. The sheaves of this pulley should be at least 1 inch in diameter, and should be large enough to accommodate a 3/32-inch wire. These can readily be got in galvanized iron, or the builder may construct one of macadamite. Fig. 29 shows the construction and assemblage of the control bell. It is located at the exact center of the section of flooring. In the illustration K is a wood base 2 inches square for the lower 1 inch, and from thence up rounded to a diameter of 1 1/4 inches at the top. Hardwood should be used. It is made fast to the floor by the use of four angle plates of aluminum 1 inch square and 1/8 inch thick, bolted as shown with 1/8-inch bolts and wood screws. It stands 3 1/2 inches high. E Is a universal joint. cast of macadamite, having its shafts 1/2 inch in diameter. The lower shaft is set into the top of the wood base, so as to bring the center of the joint 5 inches above the flooring, and is joined to the wooden piece by a 3/16 inch bolt. F, the bell proper, is 11 inches in diameter, 3 inches deep, and the walls are 3/16 inch thick, cast of macadamite. At G is a macadamite socket 4 1/4 inches high, 1 inch in diameter, and with a disklike flange at its base, 3 inches In diameter, and cast so as to conform perfectly with the convex surface of tho control bell, to which It is riveted at its center. A hole is drilled up through the wall of the bell and into this socket for a distance of 2 inches, the upper shaft of the universal joint making 4 tight fit into this hole and being held fast by a 1/8-inch bolt through socket and shaft. The upper end of this casting is machined out to form a socket for the wooden control post H, leaving a wall 1/16-inch thick. The post is bolted to socket as indicated, by the use of two 1/8-inch bolts. The control post H is made of hardwood, 7/8 inch round, but left square at the top, where is it joined onto the hand wheel J by being inserted snugly into a rectangular hole in the hub of wleel and held as shown by an aluminum plate screwed on the top. The hand wheel should be 8 inches diameter and 1 inch thick. on the periphery of the control bell four 1/4-inch holes should be drilled, and countersunk at opposite ends of diameters running longitudinally with and perpendicular with the machine, respectively.In the diagram the wires A and B are identical with wires D and E in Fig. 25, attached to the ends of the warping lever. At C and D are holes bored through the flooring, 1 inch in diameter, through which these wires pass. In making the control post H, it must be cut to a length to bring the top of the wheel 21 inches above the flooring. A wire-strainer should be placed in either wire A or wire B to make the connection between the control bell and the warping lever without slack. In our last issue we completed the part of the control system Pertaining to the lateral stability, that of the wing flexing. The means by which the vertical steering and the longitudinal control are obtained are illustrated in Figs. 30, 31 and 32. In Fig. 30 the wooden foot lever measures 22 inches long, 1 1/2 inches wide at the central part, and 1/2 inch thick. It should be made of ash.The last 5 inches at either end are tapered concavely on the rear edge. To prevent tile foot from sliping. This lever is situated directly forward of the control bell, 8 inches front its base. The detail of the lever is shown. A is the foot level to the tinder side of which, it its center, is bolted the macadamite socket B. This socket, as well as that shown at B', is 3 inches long, 1 inch deep and 1/8 inch thick. E is a piece of 3/4-inch, 20-gauge steel tubing, 3 1/8 inches long, inserted into socket B and bolted thereto with a 1/8-inch bolt. A 3/4-inch hole is bored through the flooring C, and is capped with an aluminum plate G, 1 1/2 inches square, screwed to the floor.In the section of tubing at a point 1 1/2 inches below the lower edge of foot level, is set a 1/8 inch cotter pin, which bears on this aluminum plate. At D is shown a macamite lever measuring 12 inches by 1 1/2 inches at the center and tapering to 3/4 inch at either end and 3/16 inch thick. To it is attached, as indicated, the socket B which is in turn made fast to lower end of the sectio of 3/4 inch tubing by a 1/8-inch bolt. The upper edge of this socket should fit flush against the lower sufface of the floor, so as to prevent any lateral play in the hole in floor.
TO BUILD FIRST CONCRETE HANGAR Boston, April 13-At a cost of $200,000, a combined hangar and garage Is being built In this city, and is expected to be completed by the middle of August. Moses H. Guiesian, a local real estate dealer, Is at the head of the enterprise and is enthusiastic over the plans of what he claims will be a model for future constructors. The plans call for a concrete structure, one story high, the roof being utilized for the aeroplane sheds. The lower floor will be used as a garage, with workshops and machine equipment for repairing both automobiles and aeroplanes. On the roof, which will be of trussed construction, with a smooth getaway more than 200 feet long, will be ten separate compartments, 45 feet wide, each for the storing of an aeroplane. Communication with the machine shops is afforded In each shed, so that engine and spare parts can be repaired without great difficulty. The building is to be located in Cambridge, near the boat houses of the Harvard University crews, with wide stretches of open country over which the monoplanes and biplanes will maneuver. Gulestan declares that several local agents for aeroplane manufacturing companies are planning to move to his hangar, In company with at least a dozen automobile agencies. It is in private owners of aeroplanes, however, that he places most belief. "I may seem to be ahead of the times, but I firmly believe that the enterprise will be a success," said Galesian. He was formerly owner of the Castle Square Theater, and only, recently purchased a Back Bay building, now used by a college of oratory, which lie will remodel Into an up-to-date theater, to be occupied by a stock company, the ground floor being occupied by a trust company and restaurant. Continuing the discussion of the method of constructing the alighting gear, refer now to Figs. 8 and 9, which illustrate the limit clamp collars that are placed at the extreme top of either steel member, and at a point 19 inches from top wooden Member, to serve as limits to the play to the shock absorbers. The upper clamps are made of oak or hickory, while the lower ones are cast in brass. The clamp in Fig. 8	At either end of tile lever D, and 11 inches center, to center-, are drilled 1/8 inch holes, to which rudder control wires are attached. They are cut to a length of 29 inches. The memberr, G, two o which are used, are composed of 5/8 inch, 18-gauge tubing, and are 17 Inches in length. The detail at D in this cut is in the cut, is a section of 20-gauge tubing bent into a "U" shape and. clearing the outside edge of the tire by about 1 inch. Either end is flattened and drilled to fit the 3/8-inch axle of the wheel. At the center of the carved part is fastened a strap of rubber 3/8 inch in diameter, which is fastened to the either lower fuselage member by two covering wires from its rear end. This rubber should be put under a tension sufficient to prevent the wheel from slowing sidewise when the weight of the fuselage rests upon it. The members J, used to brace the lower end of the up right tubing member, are composed of 5/8-inch, 20-gauge tubing, and are bolted to the lower end of the upright by a 3/16-inch bolt. They are then flattened at their other ends and are bolted one to each of the lower fuselage members by 1/8-inch bolt. Their length is to be 33 inches. The wheel shown should measure 20 inches by 1 1/4 inches, equipped with pneumatic tire and knock-down hub with 3/8- inch axle. By examining the photograph of the finished machine it will be seen that the assemblage of the fuselage and the alighting gear is further strengthened by two diagonal wooden members extending upward from the base of the two uprights in the alighting gear to a point 16 inches to the rear of these uprights on the lower-fuselage members. Fig. 35 illustrates this brace member in detail. It is made of hickory, Its dimensions being 3 inches by 1 inch cross section, and is about 26 1/4, inches in length. The exact length must be determined, however, by actual fitting on the machine. At each end the strut is tapered to 2 1/4 inches width, and is shaped to fit at top and bottom as indicated in the cut, and beveled as shown. At the top, at A, is a macadamite socket, 1 inch deep, and 4 1/2 inches long. In the illustration it is seen that the U bolt holding the upright strut, which is directly above this Point on the fuselage, is extended downward through the flanges of this casting, and rates holding in place. A 1/8-inch bolt through the sides of the socket and through the end of the wooden member completes the joint.
is to be made 4 inches long and 3/8 inch thick, with 1/2 inch lugs at top and bottom, through which are placed 1/8 inch bolts to clamp them tightly onto the steel tubing. The brass clamps, Fig. 9, are 1 inch long and 1/8 inch thick with 1/2-inch lugs for bolts, as shown. In attaching these lower clamps care must be taken to set them very tightly on the tubing, as the tension of the shock-absorbers, when relieved of the weight of the machine, exerts quite a heavy pressure on them. When the work has progressed this far the builder is ready to start on the wheel connections. Referring to the side view in Fig. I the long uprights are made of 1-inch 18 gauge steel tubing, while the short diagonal members are of 3/4-inch 18-gauge tubing. The wheels to be used should meas- ure 28 x 2 inches, with steel rims, and special knock-down hubs should be used, as it will very greatly facilitate the work of changing a tire in case of breakage. The longer members are cut to measure 48 Inches in length. The builder will save time by assembling both sets at once. Four lengths of this 1-inch tubing are needed. Next cut four lengths of the 3/4,-Inch tubing 22 3/4 inches long. Fig. 7 shows In detail the union of top of tubing with sliding collar. Taking the four lengths of 1-inch tubing, flatten both ends for a distance of 2 inches down until walls of tubing are 3/8 inch apart. Now cut a piece of soft wood to fit wedge-like into this flattened end, and drive it in until it is firmly held by the tubing, when it may be trimmed off flush, and the tubing flied off smooth, and slightly rounded. In one end of each member and 1/2 inch from end drill a 13/16 inch hole. This will make a loose fit over lug on sliding collar, and will allow for the slight angle at which these members are set, as seen in Fig 1. In the other end of each member and 1/2 inch from end drill a hole 1/16 inch larger than diameter of axle of wheel. The standard kcnock-down hubs are equipped with 3/8-nch axles, so it using this hub make holes 7/16 Inch in diameter. One end of each short member is now to be flattened for a	THE SURFACES. The extreme dimensions of the main carrying surfaces of the Bleriot are 13 feet 4 Inches by G feet 10 Inches. the outer edge, however, being rounded off at both the front and rear, thus reducing this area considerably. The structure of the wing is composed mainly of two longitudinal wing bars, crossed at intervals of 14 inches by twelve built up ribs, the whole being faced on the entering edge by a semicylindrical section of very thin aluminum sheeting, on the trailing edge by a flat wooden member and on the outer curved edge by a similar flat strip laminated into form, and the whole braced by a series of crossed 1/8-inch steel wires. The frame is covered on both upper and lower surfaces. The forward wing bar should be made of ash and should measure 3/4 inch by 3 inches and 12 feet 10 inches long. The rear bar is also of ash, 5/8 by 2 Inches and 13 feet In length. Flg. 38 shows the built-up rib and the detail of the Joints with sheet aluminum at the forward edge, the two wing bars and the trailing edge. The rib is made of ash and should be formed of two laminations to cross the grain. It Is dressed down to 3/8 inch thickness. The most convenient method of construction is to make a solid wood pattern of the rib from which the complete set can be marked out and cut to shape very readily with a band saw. At the front edge there is a solid head 2 inches wide, onto which the sheet aluminum is screwed, as in detail A. The upper and lower rib bars are 3/4 inch thick. The part of the rib left solid at points B and E in the upper drawing are 8 inches in length, at D 3 inches, at F 1 1/2 inches and at G 2 inches. The thickness of the rib throughout its length is as follows: At A 2 1/4 inches, at B 3 1/4 inches, at C 2 7/8 inches, at D 4 3/8 inches, at E 2 1/4 inches, at F 1 1/2 inches and at G 1/2 inch. The depth of flexure of the wing from its chord line at these various points is as follows: At B 3 3/8 inches, at C 4 1/2 inches. at D 4 3/8 inches, at E 3 3/8 inches and at F 2 1/8, inches. When the rib is completed it is cit into three sections, being sawed at points B and E. At B a 3/4-inch section must be taken out and at E a 5/8-inch section must be cut out, thus allowing for the thickness of the wing bars without destroying the continuity of the curve or the total length of the rib.
distance of about 2 inches until the walls are 1/4 inch apart, and are finished with wooded plugs in the same manner as the longer members. Drill these 1/2 inch from end with same sized drill as used on tie long members, to fit the axle. The other end of each of these members la next flattened for a distance of 3 3/4 inches, and at a point 2 3/4 inches from the end drill a 13/16-inch hole. The detail of the union of these two members with sliding collar at bottom of upright tubing member is shown at Fig. 10. Note that between the hole and the end of tube it is further flattened and is bent around the collar, being locked at the extreme edge by a 1/8-inch bolt. The collar used in this joint is identical in form and dimensions with the Upper collar shown in Fig. 7, except that the two lugs for the shock absorber wires are sawed off and the surface filed down smooth. In Fig. 11 is shown the method of attaching the sliding collar to bottom of main tubing member. The bottom edge of the collar should be Ih inch above bottom of upright tubing, and is held in place by a 3/16-inch cotter pin above and below the edge of the collar. In fitting these collars onto the upright tubing care should be taken that they are not too tight to prevent free play when well oiled. The tubing on all four of these collars is held in place by 1/8-inch cotter pills, as shown in cuts. Fig. 12 shows in detail the assemblage of axle of wheel with the tn,o connecting pieces of tubing and with the axle which serves to keep the two wheels parallel with one another. The member C in the illustration is made of ash and should measure 1 inch in diameter at either end and 1 1/4 inches In diameter at the center. On either end is a ferrule B made of 20-gauge 1-inch steel tubing, measuring 2 inches from edge to the flattened part, and fitted tightly onto the end of the ash axle. It is made fast by a 1/8-inch bolt and by a 3/16,- inch eyebolt, as Shown. The wire D leads to spring attached to untler side of the bottom member of alighting gear an the opposite side, as noted in Fig. 1. At A, Fig. 12, is an angle plate. This is made from 1/18- inch steel stock and is 1 inch wide, either flange measuring 1 1/4, inches in length. In the center of one flange drill a hole to fit snugly over the axle of wheel, E. The flattened end of the steel ferrule is made fast to the other flange of angle plate by a 3/16-inch bolt.	Reterrirg to the plan view of the machine at the head of this article it will readily be seen that the curve of the forward and rear edges of the wing at its outer extremity makes necessary the shortening of the ribs in that part of the structure. The last three ribs will have to be thus treated, their chord lengths being as follows: 1st feet 6 inches, all being taken off the rear end; 2d. 5 feet ll:'inches, all being taken off the rear end; 3d, 4 feet 5 Inches, of which 4 1/2 inches is taken off the front end, and the balance off the rear. The last two of these ribs may be made 1 1/4 inches narrower throughout, and the wing bar from that Point to its outer end tapered to accommodate this smaller sized rib. In assembling the ribs with the wing bars it is best to place the rib at the square end of the wing first, tne end of the forward wing bar should come flush with this rib. The end of the rear bar, however, must be allowed to project 3 inches beyond this first rib this projection forming the rear connection of the wing to the fuselage, as In Fig. 20. The assemblage of the sections of the ribs with the wing bars is illustrated in the detail drawings E, E, Fig. 38. In the top view is shown an aluminum plate. Its dimensions are 1/8 inch thick. 1 inch wide for a space of 1/2 inch at Its center, and tapering to a width of 3/8 inch at either end, and 6 inches in length. Two plates are used at each Joint, above and below the wing bar, as shown in E. These are mortised into the upoer and lower surfaces of the rib sections, which are brought snugly up against both sides of the wing bar, when the plates are set by four 1/8-inch steel rivets, capped by 3/8-inch copper burrs. Two 1/2-inch wood screws are set through the center of the plate into the wing bar. For the building of both wings 96 of these aluminum plates will be needed. fter this assembling is completed the aluminum sheet may be put into place at the entering edge. This sheet metal should extend out to and including the eleventh rib, this being the point at which begins the curve rearward of the front edge. For this edging a strip of 20-gauge sheet aluminum should be cut 5 1/2 inches wide, with a length sufficient to extend about 1 inch beyond the eleventh rib. It may be curved to shape by rolling over a section of 2-inch round wood or tubing. The detail drawing at A shows the method of making It fast to each rib end with two 3/8-inch wood screws. At G is shown a sectional view of the trailing edge bar. It is made of spruce or poplar, l 1/4 inches wide and 1/4 inch thick.Its length should be sufficient to take it about four inches past the ninth rib, at which point the forward curve begins.
FUSELAGE. The fuselage of the blerioot can be made of any one of several different kinds of wood. If a good, straight grained poplar can be obtained it to a very serviceable wood to use. Ash, although considerably heavier, will prove to be very good. If the builder does not object to an added expense and can take a little more time In the building of the fuselage, the best result will be obtained by constructing the four main members of laminated ash and spruce. This, however, is by no means necessary to a satisfactory job. Spruce alone should be avoided, as the right kind is very difficult to obtain. All four of the longitudinal members, as shown in plan view fix last week's Aero, are of the same dimensions sectionally, 13/16 inches square at the extreme forward end, and tapering gradually to a sectional dimension of 7/8, inch square at the rear. Fig. 14 illustrates the curve to be given each of the two top members at their front ends, and also shows the curve at the front ends of the bottom members. This curvature can be formed in either of two ways. First, by the use of a steam box bending them on built-up forms; second, which will prove to be very much easier, by making two saw cuts, dividing the member into three strips of equal width, down to the end of the curved Hart, after which the saw cuts can be filled with strips of wood 1/16 inch thick, and the whole assemblage glued and placed under heavy pressure to a form of the curve desired. PARIS-ROME-TURIN RACE PLANNED. Rome, April 10.-The biggest aeronautical event of the year, If nothing intervenes to change the present plans, will undoubtedly be a cross-country race-Paris-Rome-Turin-to be held some time this summer, which has just been announced. It will be held in connection with the celebration of the unification of Italy, at Rome, and the Turin exposition. The French end of it will be managed by the noted Paris newspaper, La Petit Journal, while the rest of the long route is in charge of the celebration committee and the aviation section of the Italian Touring Club. The route provisorily approved by the Federation Internationale will be approximately as follows: Paris to a point near the Mediterranean shore, 434 miles. From there to a point near Pisa, over water, following the rocky and dangerous Riviera coast, 93 miles. Then to Rome, 93 miles. At Rome a stop of four days is to be made, to enable the aviators to take part in the aviation meet, which will be one of the features of the celebration. The last stretch, Rome-Turin, 372 miles, is the most interesting, as the Apennine range, which reaches an attitude of 6,000 feet, will have to be crossed. The entire distance is thus 1,600 kilometers, or just 1,000 miles. The prizes to be competed for reach the tidy sum of half a million francs, or $100,000, distributed as follows; By Le Petit Journal, 100,000 francs; by celebration comittee at Rome, 100,000 francs; by various prizes during meet at Rome, 100,000 franca; by celebration committee at Turin.Continuing the work on the main members of the fuselage the bottom ones are cut 20 feet 3 inches in length, while the top ones are 20 feet 6 inches long. If the builder find difficulty in obtaining pieces of this length, they may be made of two seperate pieces, in which case the splice should be made at a point about 16 1/2 inches from the front end, and the ends to be spliced should overlap 18 inches, each one tapering to a feather edge, glued and reinforced by a tight wrapping of silk tape and varnished. The rear part of the fuselage, from the last upright strut to the point at the extreme rear one where the two members at top and bottom meet. Is made up separately and joined. At A is a macadamite plate cut to fit the angle at which two members join and 1/16 inch thick. Two similar plates are used to make each joint, one on top and one unnder the spare to be joined, and connected by four 1/8-inch bolts, set 1/2 inch from end of the	This strip is mortised into the end of each rib for a space of one inch, as shown, and the joint made tight by a small rivet. The outer edge of the wing, from the end of the sheet aluminum to the end of the trailing edge bar, is faced with a strip of spruce or poplar, laminated into the desired curved form, 1/2 inch thick at the front end, and tapering to 1/4 inch thick at the point of union with the trailing edge bar. It is mortised into the ends of the two wing bars and riveted to them and to the ends of the shortened ribs. The wing bars should be tapered down to about 1/2 inch at their ends. At H, Fig. 38, is shown an aluminum guy wire terminal. It measures 6 inches long, 2 inches wide and 1/8 inch thick. The round lugs should project above and below the wing bar 3/4 inch. A 1/4-inch hole is drilled in each lug two of these plates are used at each point on the wing bar, one on either side, to which they are bolted with five 3/16-inch bolts. These terminals are placed on the wing bairs at points 5 feet and 9 feet 6 inches from their inner ends, making four wire terminals on each wing. At J is shown a round wooden butt 12 inches in length and l l/2 inches in diameter. It is stayed with crossed wires, tile most efficient method being to divide the space enclosed by the wing bars into two rectangles, each of these being stayed by crossed wires, running through the open spaces in the ribs, and made fast to the wing bars by terminal eyelets of steel tape, bolted onto the wing bar. A fairly light turnbuckle should be used for this work and 1/16 inch wire should be used. The turnbuckle should be securely locked after being turned up. The section of the wing, from the rear wing bar to the trailing edge should be similarly stayed. With the completion of this work the wing is ready for the cloth. This should be first cut into strips and sewed together to make a square about 15 feet each way, with the cloth running an the bias with regard to the edges of the square. The cloth is then tacked along the trailing edge bar, is stretched taut over the aluminum edging in front, and is brought back on the other side tinder tension, when it is tacked along the rear edge again. The ends are then tacked firmly to the curved strip on one end of the wing and to the edge of the rib on the other end, so that the whole structure, with the exception of the projections of the two wing bars, is completely encased in the cloth. The edges at the cloth may then be trimmed off and glued over with waterproof glue. The tacks to be used should be 1/4 inch and very thin, and should be set about 1 inch apart on the trailing edge bar. On the concave surface of the wing the cloth should be tacked down to each rib, setting them about 4 inches apart. Each rib is then faced with a strip of half 1/4 inch rattan from the rear edge on the under side up to and over the curved entering edge and back on the top surface to the rear end. The rattan is nailed on with very small nails set about 4 inches apart. After the cloth has been stretched onto the wing, it may be cut at the point, at which, the guy wire terminals are located, and these can be let through and the cloth at this point covered with a rectangular patch glue on.The rear supporting surface with its pivoted tips measures 11 feet 10 inches long and 36 inches chord length. The central fixed section is 6 feet in length. and each of the tips is 34 inches long, with a space of 1 inch separating them from the center section. This fixed surface is made up of eight built up ribs, two wing bars, an entering edge bar and a trailing edge bar. In Fig. 39 is shown the detail of this rib. The depth of flexure from its chord line is as follows: At B 1 1/4, inches, at D 2 1/8 inches, at E 2 inches, at F 1 3/4 inches. The thickness of the rib is: At A 1 inch, at C 2 1/4, inches, at D 2 3/8 inches, at E 2 1/4, inches, at H 3/16 inch. The rib to made of two strips of spruce, 1/2 by 1/8 inch cross section, separated and held to shape by rectangular blocks glued and nailed at points B, D, F and G. In the detail drawing A is shown the cross sectional view of the entering edge bar. It is made of spruce or poplar, G feet in length, 1 inch thick and 1 1/4 inches wide, and to cut round on the front edge as shown, the rib ends being mortised in for a space of 3/4, inch and secured by a simall rivet. The trailing edge bar is shown in detail H. Its dimensions are 3/16 by 1 1/4, inches, 6 feet long, the rib ends being riveted as shown.
fuselage members and 1/2 inch from the end of the macadamite splices, respectively. The length of the splicers should be 6 inches.The assemblage at the extreme rear of the fuselage is shown At A is shown the top of the upright strut, which joins the two top members with those at the bottom. The ends of the fuselage members are mortised into this upright, as shown, and the joint made fast by an aluminum plate 6 x 7/8 x 1/10 inches, bolted around both the ends of the horizontal members and the end of the upright strut. In Fig. 17 is given a detailed illustration of the Bleriot combination wire-strainer and strut connection, which is used throughout the assembling of the fuselage, with a few exceptions to be noted later on. The "U" bolt shown is made of 1/8-inch steel wire, threaded 1 inch on either end, and should measure 7 inches in length. It is run laterally through the strut at a point 1 inch from the end, and is then put through the fuselage member at points 1/2 inch away from tile edge of the strut on either side. In fitting this bolt into the strut it should be left at an angle of 90 degrees, where it is bent in the direction of the fuselage member. After tile diagonal brace wires have been put in the nuts are turned up on either end of the "U" bolt until the desired tension is obtained on the brace wires. This tension serves also to make the union of strut and longitudinal member perfect without further bracing. On the side of the strut, immediately above the hole for the "U" bolt, is cut a small slot about 1/8 inch deep, which serves to prevent a possible splitting of tile strut ends when the tension is put on the wire-strainer. In the cut under discussion will be seen by dotted lines the end of another strut, which Is joined In the same way, the "U" bolt being set just a fraction of an inch farther apart to clear the first one in the fuselage member. In the construction of the fuselage the struts are of different sizes, being smaller at the rear part., In consequence of which the assemblage,. as shown in Fig. 17 represents only those points where the struts measure 11 1/2 inches in width. But the only change necessary in assembling the struts measuring l 3/4 inches in width is a "U" bolt slightly longer.	At detail D is shown a block A inches in length, in the center of which is a hole 1 1/8 inches in diameter. This block is set in the rib at a point 12 inches from the centering edge. The hole forms a bearing for a length of 1 inch steel tubing running through each rib out to the flexible tips on either side. In assembling this central section of the surface it is therefore necessary to have these holes all in proper alignment. The ring bars shown at C and B are made of spruce, 1/2 by 2 1/4 Inches, and 6 feet long. The forward one is set 9 inches from the front end of the rib, the other bar being 8 inches further to the rear. The blocks B, F and G are evenly spaced in their respective sections of the rib. When the ribs have been thus built up, eight for the central section and eight more for the two movable tips, they should be assembled with the wing bars, being kept in line by a piece of 1-inch tubing run through the holes D. The ribs should be made fast to the wing bare by the use of 1/2-inch wood screws. One set of crossed 1/16-inch brace wires and looked turnbuckles will, stay the structure. At K In Fig. 40 is shown a segment of the steel tubing at the center of the fixed surface. The members A and B are of wood, 1/2 inch thick, and their shape similar to the corresponding part of one of the ribs. They are set four inches apart and are made fast to each wing bar by two wood screws in either end. Holes 1 1/8 inches in diameter are bored to allow for the tubing. D is the top view of a macadamize clamp and lever arm. which, by means of wires to either end, operate the movable tips on either side. This casting is shown in detail in the drawing at the right side of the cut. The clamp is composed of two similar castings. The cylindrical portion is 4 inches long, 1/8 inch wall, and is half round, 1 inch inside diameter. The arm extends out 6 inches and is 1/8 inch thick. It is 1 inch wide at the base and tapers to 3/8 inch at the end. One-half Inch from each end Is drilled a 1/8-inch hole for the control wire. The two sections are made fast to the steel tubing by the use of two 3/16-inch bolts, as indicated in K. At L is an aluminum plate 3 x 1/2 x 1/8 inch, In which is drilled a 3/16-inch hole at one end. This Plate Is bolted onto the forward wing bar at either end and left projecting one inch above the top edge of the wing bar.
Fig. 18 is a side view of the assemblage of two struts with the fuselage spar, and showing in addition a right-angle bolt, also made of 1/8-inch steel wire and threaded for 1/2 inch on either end, which serves as a wire-tightener for the diagonal wire bracing. For the complete machine it will be A, well for the builder to make 70 of the "U" bolts, as in Fig. 17, and 30 of the angle bolts shown In Fig. 18. He will not need quite this number, but he will then have enough in case of breakage in assembling. The struts to be used, excluding the few made up on different dimensions to be taken up a little later, are of two sizes. Those used in the forepat of the fuselage measure 8/4 x 1 3/4 inches, while the ones toward the rear are 3/4 x 1 1/2 inches in cross section. They are each beveled to within 1 inch of the end, and left square for that distance, as indicated in Fig. 17. In assembling the fuselage several methods of pursuing the work can no doubt be used, but the builder will make quicker progress and will attain a more perfect and pleasing job if he follows the method suggested here. Considering the two top members only, the inner edges of these should be 24 inches apart at the forward end, running parallel to each other to a point 5 inches from the front edge, then converging until they are separated by a distance of only 11 inches at their other extremities (in the joint, Fig. 16). If the builder has sufficient floor space he should, by the use of a chalk line, lay off an outline to represent the inner edges of these members, as above. Now lay off points oil this diagram, beginning at and measuring from the front end 7 feet 9 inches, 10 feet 4 inches, 13 feet, 18 feet 4 inches, and at the end 20 feet 6 Inches. The struts to be placed at the first two points should measure 3/4 x 1 3/4 inches cross section, while those from that point on out, to the rear are to be made 3/4 x 1 1/2 inches. Their lengths may now be accurately determined by measurements taken between the lines of the diagram at those points. In the same manner, now considering this diagram to represent the two bottom members, Jay off points from the front end as follows: 1 foot 6 inches, 7 feet 6 inches, 10 feet 1 inch. 12 feet 9 inches, 18-feet 1 inch and 20 feet 3 inches. The first three of these struts are 3/4 x 1 3/4 inches, while the latter three are 3/4 x 1 3/4 inches cross section, the builder determining their length by actual measurements as before. When the struts so far cut and properly formed have been made it will be well to assemble the two top members together, after which do like wise with the two bottom members, but not at this time putting any tension on the "U" bolt wire-strainers. The wires used throughout, as mentioned In the first Installment of this article, should be high grade soft steel wire, 3/32 inches in diameter, and made fast around the "U" bolts with the use of a 1/2-inch length of 3/16- inch brass tubing. In like manner the builder may now lay of a diagram representing the inner edges of the top and bottom fuselage members. It will be found easiest If he will place the actual spars in the correct position on his floor space and mark direct from them.	This is to serve as a terminal, to which is bolted a tubular brace member from the fuselage. At M is shown a plate made of 3/4 x 1/16 inch steel tape. It is 3 inches long, the upper part being twisted to an angle of 90 degrees with the lower part. it should project about one inch above the wing bar, and a 9/32-inch hole drilled in the upper flange. Two or these plates are to be made. Referring back to Fig. 24, these two plates must be set on the forward wing bar, equidistant from the center, and so set that they will come flush with the two brackets shown in Fig. 24, to which they are to be bolted with 1/4-inch bolts. In Fig. 41 C is the controlling edge bar of the fixed surface at its center. A is a macadamite plate, measuring 12 x 1 x 1/8 inch. Beginning at its top end and extending down for eight inches it is drilled with 9/32-inch holes at intervals of 1/2 inch. The angle braces B B., are also of macadamite, 6 x 1 x 1/8 inch, riveted to the trailing edge bar as shown, the space between the two being sufficient to allow of the plate A being bolted in with a 1/4-inch belt. This upright A in the assembling is bolted through one of the holes in the brace shown In Fig. 33. For the construction of the movable tips on either side of this fixed surface eight ribs are needed. It is made up in exactly the same manner as followed in the fixed section, as indicated in the various drawings in Fig. 39. The two wing bars are cut to a length of 34 inches, while the entering and railing edge bars are cut to a length of 27 inches, thus forming a curved outer edge. which is finished by a strip of spruce 1 by 3/16 inch and laminated to form. The four ribs are set nine inches apart. A section of steel tubing 1 inch diameter, 20 gauge, cut 11 feet in length is used for the pivoting of these movable tips. In Fig. 42 is shown the method by which this tubing is made fast to the two Lips. A A,, represents the two wing bars, and B is a. wood member 3/4 inch thick, with a hole cut to register with the tubing. It is made fast to the wing bars by wood screws, as shown. This member is placed at a point near the center of each structure. C is a macadamite casting, measuring 7 x 1 1/4 inches wide at the center and tapering toward either end, and 1/8 inch thick. It has cast with it a cylindrical projection 1 inch in length, and of a diameter of 1 inch inside, with a 1/8 inch wall. The plate is bolted onto the member B at either end by a 3/16-inch bolt. The steel tubing is run through this casting until the movable tip is separated from the edge of the fixed surface by a space of 1 inch, when the aileron is made fast by a taper pin run through the cylindrical portion of this plate and the steel tubing, the pin being locked by a very small cotter or,a piece of wire. In this assembling the movable tips should be placed so that their surfaces coincide with that of the fixed section when the lever arm (K, Fig. 40) is in a vertical position.The clothing of this rear surface is done similarly to the wings. The cloth is sewn into a square 7 by 7 feet for the center section and put on with the seams running transversely, and tacked along the trailing edge bar. On the concave surface the cloth should be tacked down to each rib, and a thin strip of cloth put on over each row of tacks with waterproof glue.
In the making of this diagram the worker should first lay down a straight line to represent the base, or ground, and should then run a perpendicular at one end to represent the side view of the alighting gear. From a point on the perpendicular lay one of the top fuselage members so as to slope toward the ground line at an angle of 8 degrees. From a second point on this perpendicular, nearer to the ground line by 22 inches, lay one of the bottom fuselage members, and slope it gradually so that at its other extremity It will be separated from the top member by a space of 12 inches. The builder may now mark off the points for his side struts, bearing in mind that they are to be located at the same points as in the horizontal struts joining his two top members and his two bottom members. The side struts are of the same size in cross section as those horizontal ones with which they coincide. Pleasuring along the top line, the struts, excluding a specially designed one at one point. should fall at points from the front 1 foot 9 inches, 7 feet 9 inches, 10 feet 4 inches, 13 feet, 15 feet 7 inches, is feet 4 Inches and 20 feet 6 inches. when these struts are completed the fuselage may be put together, but the builder must not tighten his wires as yet, as it would then be almost impossible to put in the remaining struts, which are of special design and will be taken tip fully and illustrated in our next installment. When the builder has progressed to the point at which we had arrived In the last Installment he will find that all his upright struts are in place, with the exception of one on either side, these two members forming the supports for the rear connection of the two wings, and belig built as shown In Figs. 19 and 20. The top of this strut is capped by a macadamite socket measuring 6 3/4 x 2 x 1 Inch. The flanges at the top of this casting are 1 inch square and 1/8 inch thick. The hole for the wing bar Is cut 3/4 inch wide and 2 1/8 inches long. The center of this hole should measure exactly 3 inches from the top of the casting. It will be very evident that a change in this measurement will alter the angle of incidence of the wings.	The space in the center of this section where the lever arm projects may be cut out and the cloth tacked down to the wooden members which form the rectangular space, thus leaving an opening for the operation forward and backward of the controlling lever arm. The covering of the two ailerons is done at the same manner. The rear surface thus constructed is braced to the upper fuselage members at a point slightly to the rear of the last cross strut by four arms of 3/8-inch 20-gauge steel tubing, flattened and bolted onto the fuselage members by a 3/16-inch bolt. One brace leads down to the plate shown at L, Fig. 40, and is bolted thereto by a 3/16-inch bolt, while the other tubing member leads to the outer end of the trailing edge bar, to which it is affixed by a 3/16 inch bolt. The framework of the vertical rudder is shown in Fig. 43. It is composed of two upright spars, two longitudinals and an edge piece, laminated to the rectangular outline of the structure. These members are all made of ash. The upright axis A is 33 inches long and I inch in diameter. B is the same length, and is 1 inch wide and 3/16 inch thick. The members C and D are made in duplicate, one on either side of the uprights A and B. They are 36 inches in length. They are tapered in form from the point of union with the member A, forward, as shown, this being to give the proper clearance above and below the fuselage members, which diverge from the rear forward. At the point where they are made fast to the member A they should be spaced 13 inches apart, measuring from their inner edges. This will be found to give a clearance of 1/2 inch above and below the fuselage members when assembled. The center of this open space should be 14 inches from the lower edge of the rudder, while the upper edge is 19 inches above center. The joints of the members with the edge bar and at their points of intersection should be made fast by the use of a small rivet. The detail at F, the lever for the rudder wires, is shown in Fig. 44. A is a wood member 1/2 inch thick. Its width at the forward end is 1 3/8 inches and at the rear 5/8 inch. At either end is shown the method of mortising into it the two upright members A and B in Fig. 43.
The hole is cut In the casting at an angle with its edge of degrees. Through the center of the socket transversely, and at a point 3 inches from the top, drill a hole 13/32 inch in diameter,, through which a 3/8-inch machine bolt makes fast the joint of wing bar and strut. The casting is made hollow at the bottom for a distance of 2 1/2 inches up, leaving the wall 1/8 inch thick. The wooden strut is, to measure 3/4 x l 3/4 inches, beveled as are all the others, and inserted into the hollow end of the socket, after which i0ts exact length may be determined in the manner followed before. The point on the top fuselage member with which the center of this socket should register is 4 feet 11 inches from the front end of the fuselage. The union of socket and top longitudinal member is made by the use of two 3/16-inch bolts, as shown in the cuts. Two steel terminals are slipped onto the under end of these bolts to form connections for the diagonal stay wires, or the builder may use two 3/16-inch eyebolts in their stead. The lower connection of this strut is made. Two of these are now to be made, measuring 1 to 5 Inches by 3 1/2 by 1 inch. They should be beveled as indicated, and a 1-inch hole bored in the center of each. These are put onto the fuselage member by the use of two 3/10-inch bolts in either end. The bottom one should be put under the two bottom fuselage members to take the weight off the bolts. They are located at a point 15 feet 7 inches from the front end of fuselage. Beginning at a point on the lower fuselage members 3 feet 9 Inches from their front ends, a flooring can now be laid for distance of 24 inches back. This should preferably be composed of 2-inch boards, and should extend out until they are flush with the outer edge of the longitudinal members. One half inch yellow pine is to be used, and should be held by 7/8-inch wood screws. There is no cross strut under this flooring.	The lever B is made of macadamite, measuring 1/8 inch thick, 12 inches in length, 3 inches wide at the center and tapering to 3/8 inch at either end, where a 1/8-inch hole for the rudder wire is drilled. The plate is bolted onto the wooden piece A by four 1/8-inch bolts. Two crossed brace wires are used to stay the frame, as shown in the drawing. The cloth is stretched tightly on both sides and tacked on around the edge bar. the tacks afterwards being covered by a strip of cloth put on with waterproof glue. ASSEMBLING. In Fig. 45 is shown the detail of the hinged joint by which the rudder is held in place and allowed to estate about the rear strut as an axis. The aluminum band has been described in a previous number. It is placed snugly around the cylindrical member in the rudder, allowance for which is made in the clothing, as Indicated. Two 1/8-inch cotter pins hold the upright rudder post in position. These two bands are placed on the upper and lower ends of the rear strut, immediately above and below the fuselage members. The control wires for the rudder are 1/16-inch stranded "aviator cord," the wire on the left side being run directly forward and made fast to the left side of the lever under the flooring, which is attached to the foot lever above. There seems to be a tendency among amateur builders to cross these wires, but such a method defeats the very aim of the Bleriot system of control, as the lateral stability of the machine in flight under ordinary wind conditions is obtained by the operation of the direction rudder, the foot on the high side of the machine being pressed slightly forward. This movement coincides with the instinctive operation of the control bell, In which the operator pushes it toward the high point in the machine, either laterally or fore and aft. There should be one small wire strainer placed in either one or the other of the rudder wires to take up all slack. With the same kind of wire the rear elevators are connected to the fore and aft wire holes in the control bell, through the two pulleys on the under surface of the floor space.
Fig. 21 illustrated the assemblage at one end of the section of steel tubing that acts as a cross strut and also forms a soeket for the forward wing bar of the wings. This tubing Is located at a point on the top of the fuselage 1 foot 8 1/2 inches from the front. One and three-quarter-inch 20-gauge stock should be used here. Fig, 22 to a top view of one end of this tubing. The length is to be 27 3/8 inches, which will allow each end to project 1/2 inch beyond outer edge of the fuselage members. The tubing is attached to the fuselage by sections of steel tape 1 x 1/16 inch. This tape is first formed into a semicircular band and is riveted onto the tubing, and the ends are then turned out to form lugs, and are bolted onto the fuselage members by two 3/16 inch eyebolts, as shown. The eyes serve as terminal connections for two stay wires. The 1/8 inch bolt shown through the tubing member is set 3 inches back from the end of the tubing. It serves as a back to the end of the wing bar which is socketed here. In Fig. 23 Is shown in detail the assemblage at the extreme rear of the fuselage, and the single rear strut to which the vertical rudder will be attached. This strut is to measure 3/4 x l 3/4 x 12 inches, and should be beveled as Indicated in the diagram. At A and B are shown two aluminum straps, measuring 5 1/2 x 1 x 1/16 inch, which are to form Bockets through which the axle of the vertical rudder is to be placed. These are attached by two 1/8-inch bolts. The wires C and D go to the top and bottom fuselage members, on the side opposite to that in the cut, thus tending to prevent a possible spreading of the four fuselage members at this rear joint. The Inner edges of the two fuselage beams should be 10 1/4 inches apart at a point of union with the rear strut. After thie work has been completed the constructor should tightend all his stay wires, doing it slowly and In equal degrees on each wire, so that he will not strain the whole assemblage out of square, and should place sufficient strain on the wires to cause them to sing when touched. A loose wire In the fuselage will cause severe unequal strains on several others, which are litely to give way when weight is placed on the structure. The fuselage should now be found to be braced by pairs of diagonal wires, as indicated at Fig. 18, at the strut points on the fuselage, respectively, 7 feet 9 inches, 10 feet 4 Inches, 13 feet, 18 feet 4 inches and 20 feet 6 Inches from. the front end.	One wire strainer should be here used to render the wires free of any slack. The wire from leading from the under side of the rear surface is made fast to the rear edge of the control bell, the upper wire leading to its forward eye. They should be so set that when the control post is in a position perpendicular to the floor the elevators will lie in a position flush with the fixed portion of the rear surface. Both these wires should be brought forward over the lower strut to which the rear wheel upright is attached and fixed in place by running them through two screw eyes act in that strut, one on either side of the wheel upright. They may then be run forward over the lower struts to the one immediately behind the rear edge of the floor, when they go to the pulleys. The main supporting surfaces are set at a dihedral angle to the horizontal of three degrees. In setting the wings in preparation for the fitting of the necessary wires, If the builder will set the outer end of the wing 8 inches higher than the coincident point at the fuselage, this angle will be obtained. With the wings thus rigidly held in place, the steel tape guys may be cut and fitted first. This tape should measrure 1/8 inch thick. One fourth inch machine bolts should be twised in each case. The tape is here shown turned back over itself for a space of about 1 Inch and riveted. At B is shown the fastening of tape and wing-bar terminal H. Fig. 39. This method can be readily seen to facilitate the operation of assembling and dissembling the machine for movement from place to place. There are to be four of these tape stays, two to each point on the forward wing bars. Referring now to Fig. 25, the wire M C is continuous, running down over the free sheave, and being fitted to the terminals on the rear wing bar that are nearest to the fuselage. These wires, as are all the others used on the wings, both above and below, are 3/32-inch stranded steel cable. The fitting of wire and wing-bar terminal is shown in C, Flg. 46. The wire is turned about itself for three turns, and soldered for that distance. One wire strainer in this short wire is sufficient. In Flg. 25 the wire A terminates In the wing-bar terminal on the further end of the rear wing bar, B leading similarly to the corresponding one on the other wing. A wire strainer in placed In each of these wires. he wires on the upper surface of the wings are similarly ,placed. there being used a wire at strainer on each of the eight wires necessary. These should be placed near the supporting mast, about 2 feet apart, thus making it more convenient for tightening and looking them. The wires on the upper surface of the wings are similarly ,placed. there being used a wire at strainer on each of the eight wires necessary. These should be placed near the supporting mast, about 2 feet apart, thus making it more convenient for tightening and looking them.
When the work of constructing the fuselage has progressed thus far the builder should find the whole assemblage to weigh approximately 34 to 36 pounds. He is now ready to join the alighting gear and the fuselage. A convenient method of doing this work is as follows: First let the builder stay the alighting gear in a perpendicular position, placing it on some solid object. Now measure the distance from floor to lower end of main tubing members of the alighting gear, and construct a horse of exactly that height. With the extreme rear end of the fuselage resting on this and the center line of the fuselage perfectly squared with the alighting gear laterally, the two top members of the fuselage can now be bolted onto the upper member, with their ends flush with forward edge. Two 1/4-inch bolts, set 1/2 inches apart, are used in each member, as shown in Fig. 4. If at this point it Is found that the two bottom fuselage members are a shade too low to come up snugly over the wooden knees, these should be marked and trimmed down to make a neat joint and conforming to the curve in the lower members. Two 1 1/4 inch bolts are also used in each of these joints. One of these bolts on either side should have an eye on inner edge of fuselage members, to which a pair of diagonal brace wires may now be attached, staying the rectangular space thus formed. Fig. 24 illustrates an aluminum plate, which should now be affixed to the fuselage, one on either lower member, on its outer edge, and centered at a point 34 inches forward of the rear end of the fuselage. The plate measures 3 by 1-3/4 inches and 1/8 inches thick. It is made fast to the fuselage member by two 3/16 inch bolts, and at the lower rounded edge a 0/32-inch hole is drilled, to allow for a 1/4-inch bolt. The office of these two plates is to form the connection for the front edge of the rear supporting surface, and care should be taken to have the two bolt holes in a line exactly perpendicular to center line of the fuselage, as a very slight discrepancy here would throw the surface completely out of alignment. The bolts used to make this connection should be 1/4 x 1/2 inch, For the building of the pedestal carrying the flexing lever arm and the supporting mast above the fuselage about 25 feet of 3/4-inch 16-gauge aluminum tubing will be needed.	The wires on the upper surface of the wings are similarly ,placed. there being used a wire at strainer on each of the eight wires necessary. These should be placed near the supporting mast, about 2 feet apart, thus making it more convenient for tightening and looking them. The two sets of wires supporting the forward wing bar should lead over the forward end of the longitudinal tubing in the supporting mast, and made fast there by a small piece of wire run through holes drilled in the tubing on either side of the wing wires. Those at the rear of true wing are run through the sheave provided for them. Referring to the U-bolt shown in Fig. 3, a wire of the same kind slaould be made fast to this U-bolt, and with a turnbuckle set in it, run back diagonally along the under surface of each wing and made fast to the rear wing-bar terminal which is closest to the fuselage. For this purpose a 1/4-inch eyebolt may be used at this point, and this backstay fastened Into the eye thus provided. The reader will readily recognize the impossibility of the wiriter's going into any more than a cursory discussion on the mounting of the power plant, as tile method must necessarily be very different with the use of each different motor. However, there are one or two points to be carefully borne in mind in mounting any one of tile various good motors. The motor should be so set that the center of thrust which is represented by the center of the propeller hub should be 15 Inches below the top member in tile alighting gear, although a variance from this should be toward raising the center of thrust above this point. Looked at from the side of the machine, the crankshaft should lie in a line parallel with that part of the top fuselage members in the rear of their curved portion. Although there are numerous methods of mounting the various motors, In this machine the total weight of the engine should be sustained by the top horizontal member and the two upright members of the alighting gear. In tile use of a water-cooled motor. the radiator may be placed directly forward of the, control bell, or, in the case of twin radiators, which are very efficient, they may be placed in the alighting gear, between the upright tubing and the upright wooden members. The rectangular space directly beneath the motor, and the alighting gear has been used to accommodate a radiator, but with indifferent success, as Its surface detracts greatly from the propulsive efficiency of the propeller.
For the construction of the lower pedestal, as illustrated in Fig. 25, four lengths of the 3/4-inch aluminum tubing, which was mentioned last week, will be needetl, each cut 32 inches long. These four members are made fast to the under edges of the four lower fuselage members at points respectively 1 inch forward and 1 inch to the rear of the 2-foot floor. These upper ends should be flattened for a space of 1 inch and bolted to the fuselage member by a 3/16-inch eyebolt, the eye being placed on the upper side of the fuselage beam. The eyes will thus serve as terminals for the wires staying the rectangular spaces directly before and behind the flooring.	The machine, as built, should fly efliciently when equipped With a motor weighing not over 180 pounds, and developing 30 horsepower. This motor should give a standing thrust of 240 pounds, sufficient for flight. The location of the motor in a fore and aft direction should be decided by actual balancing tests, with the aviator seated in the machine. The front wheels may be placed on a stout beam, another one being placed under the center of this and running back tinder the rear wheel. This long beam way then be placed on a wooden roller, the machine being rolled into a balance. The motor or a movable weight representing the engine may then be moved backward or forward on its bed until this balance falls at a point 4 feet 1 inch to the rear of the alighting gears. The most convenient location for fuel tank is directly forward of the control bell and slightly lower than the plane of the top fuselage members.