The Aeroplane Speaks [50]
any signs of them becoming bent. The wheels should be taken off occasionally and greased.
LOCKING ARRANGEMENTS.--Constantly inspect the locking arrangements of turnbuckles, bolts, etc. Pay particular attention to the control cable connections, and to all moving parts in respect of the controls.
LUBRICATION.--Keep all moving parts, such as pulleys, control levers, and hinges of controlling surfaces, well greased.
SPECIAL INSPECTION.--Apart from constantly examining the aeroplane with reference to the above points I have made, I think that, in the case of an aeroplane in constant use it is an excellent thing to make a special inspection of every part, say once a week. This will take from two to three hours, according to the type of aeroplane. In order to carry it out methodically, the rigger should have a list of every part down to the smallest split-pin. He can then check the parts as he examines them, and nothing will be passed over. This, I know from experience, greatly increases the confidence of the pilot, and tends to produce good work in the air.
WINDY WEATHER.--The aeroplane, when on the ground, should face the wind; and it is advisable to lash the control lever fast, so that the controlling surfaces may not be blown about and possibly damaged.
``VETTING'' BY EYE.--This should be practiced at every opportunity, and, if persevered in, it is possible to become quite expert in diagnosing by eye faults in flight efficiency, stability and control.
The aeroplane should be standing upon level ground, or, better than that, packed up into its ``flying position.''
Now stand in front of it and line up the leading edge with the main spar, rear spar, and trailing edge. Their shadows can usually be seen through the fabric. Allowance must, of course, be made for wash-in and wash-out; otherwise, the parts I have specified should be parallel with each other.
Now line up the centre part of the main-plane with the tail-plane. The latter should be horizontal.
Next, sight each interplane front strut with its rear strut. They should be parallel.
Then, standing on one side of the aeroplane, sight all the front struts. The one nearest to you should cover all the others. This applies to the rear struts also.
Look for distortion of leading edges, main and rear spars, trailing edges, tail-plane and controlling surfaces.
This sort of thing, if practiced constantly, will not only develop an expert eye for diagnosis of faults, but will also greatly assist in impressing upon the memory the characteristics and possible troubles of the various types of aeroplanes.
MISHANDLING OF THE GROUND.--This is the cause of a lot of unnecessary damage. The golden rule to observe is: PRODUCE NO BENDING STRESSES.
Nearly all the wood in an aeroplane is designed to take merely the stress of direct compression, and it cannot be bent safely. Therefore, in packing an aeroplane up from the ground, or in pulling or pushing it about, be careful to stress it in such a way as to produce, as far as possible, only direct compression stresses. For instance, if it is necessary to support the lifting surface, then the packing should be arranged to come directly under the struts so that they may take the stress in the form of compression for which they are designed. Such supports should be covered with soft packing in order to prevent the fabric from becoming damaged.
When pulling an aeroplane along, if possible, pull from the top of the undercarriage struts. If necessary to pull from elsewhere, then do so by grasping the interplane struts as low down as possible.
Never lay fabric-covered parts upon a concrete floor. Any slight movement will cause the fabric to scrape over the floor with resultant damage.
Struts, spars, etc., should never be left about the floor, as in such position they are likely to become scored. I have already explained the importance of protecting the outside fibres of the wood. Remember also that wood becomes distorted easily. This particularly applies to interplane struts. If there are no proper
LOCKING ARRANGEMENTS.--Constantly inspect the locking arrangements of turnbuckles, bolts, etc. Pay particular attention to the control cable connections, and to all moving parts in respect of the controls.
LUBRICATION.--Keep all moving parts, such as pulleys, control levers, and hinges of controlling surfaces, well greased.
SPECIAL INSPECTION.--Apart from constantly examining the aeroplane with reference to the above points I have made, I think that, in the case of an aeroplane in constant use it is an excellent thing to make a special inspection of every part, say once a week. This will take from two to three hours, according to the type of aeroplane. In order to carry it out methodically, the rigger should have a list of every part down to the smallest split-pin. He can then check the parts as he examines them, and nothing will be passed over. This, I know from experience, greatly increases the confidence of the pilot, and tends to produce good work in the air.
WINDY WEATHER.--The aeroplane, when on the ground, should face the wind; and it is advisable to lash the control lever fast, so that the controlling surfaces may not be blown about and possibly damaged.
``VETTING'' BY EYE.--This should be practiced at every opportunity, and, if persevered in, it is possible to become quite expert in diagnosing by eye faults in flight efficiency, stability and control.
The aeroplane should be standing upon level ground, or, better than that, packed up into its ``flying position.''
Now stand in front of it and line up the leading edge with the main spar, rear spar, and trailing edge. Their shadows can usually be seen through the fabric. Allowance must, of course, be made for wash-in and wash-out; otherwise, the parts I have specified should be parallel with each other.
Now line up the centre part of the main-plane with the tail-plane. The latter should be horizontal.
Next, sight each interplane front strut with its rear strut. They should be parallel.
Then, standing on one side of the aeroplane, sight all the front struts. The one nearest to you should cover all the others. This applies to the rear struts also.
Look for distortion of leading edges, main and rear spars, trailing edges, tail-plane and controlling surfaces.
This sort of thing, if practiced constantly, will not only develop an expert eye for diagnosis of faults, but will also greatly assist in impressing upon the memory the characteristics and possible troubles of the various types of aeroplanes.
MISHANDLING OF THE GROUND.--This is the cause of a lot of unnecessary damage. The golden rule to observe is: PRODUCE NO BENDING STRESSES.
Nearly all the wood in an aeroplane is designed to take merely the stress of direct compression, and it cannot be bent safely. Therefore, in packing an aeroplane up from the ground, or in pulling or pushing it about, be careful to stress it in such a way as to produce, as far as possible, only direct compression stresses. For instance, if it is necessary to support the lifting surface, then the packing should be arranged to come directly under the struts so that they may take the stress in the form of compression for which they are designed. Such supports should be covered with soft packing in order to prevent the fabric from becoming damaged.
When pulling an aeroplane along, if possible, pull from the top of the undercarriage struts. If necessary to pull from elsewhere, then do so by grasping the interplane struts as low down as possible.
Never lay fabric-covered parts upon a concrete floor. Any slight movement will cause the fabric to scrape over the floor with resultant damage.
Struts, spars, etc., should never be left about the floor, as in such position they are likely to become scored. I have already explained the importance of protecting the outside fibres of the wood. Remember also that wood becomes distorted easily. This particularly applies to interplane struts. If there are no proper