Demeisel, a small, weak monoplane, seemingly incapable of supporting one pilot, not only reflects the same short person who designed it, but also the long line of a flying machine lighter than it was before it. This designer, five-foot, four-inch, 110-pound Alberto Santos-Dumont, who was nicknamed from Brazil, spent most of his life in France, the site of the first successful balloon balloons in the world, Montgolfier Brothers in 1783, and an event that, perhaps, unconsciously caused his own related experiments.
Unlike fixed or rotating wing airplanes, which use the science of aerodynamics to lift, these balloons rise using the principle of buoyancy.
The air is compressed, i. E. Its own weight compresses it. The lower its location in the atmosphere, the more air - and there is weight - above it, which makes it dense on the ground or near the ground. Conversely, when it rises, it becomes thinner.
Balloons with a balloon use these various lifting conditions. The heated air, or lighter air, in the envelope of the balloon causes the balloon to rise, because its internal air is less dense than the surrounding air. When it reaches a height, where the density of its internal air is equal to the density of the surrounding air, it ceases to rise and reaches a state of internal and external equilibrium, that is, its internal gas density is equal to the external density of the gas.
At this point, the downward pressure acting on the cylinder is equal to the upward pressure on the cylinder. Balloons designate "balloons" because their rise is achieved in a static air mass, that is, an air mass that does not move. The balloon moves vertically, but is related to the existing wind direction and the speed of its horizontal movement. As a result, you cannot rely on it to transport a certain direction.
Controlled motion balloons use one or more propellers for speed and direction and are referred to as "airships", but these propellers do not provide or do not lift the lift.
Santos-Dumont, even at an early age, decided to have a profound impact on people with his life, but he had not yet determined the means. Nevertheless, the passion for flying, in general, and balloons, in particular, continued to grow, as a result of which he focused on his control flaws and made him believe that their directionless, wind-dependent direction could be replaced by pilot controls.
It was only after his own ascent of a balloon with a diameter of 40 feet in the autumn of 1897 that he came to the conclusion that ballooning was his vocation.
In an effort to tame the factor of uncontrollability, he developed the airship, designated "Santos-Dumont number 1." Having an elongated cigar-shaped air envelope in which 6.454 cubic feet of gas had a loading capacity of 450 pounds, it was equipped with an internal combustion engine that set in motion a 6.6-foot propeller to provide forward speed, while the steering wheel increased direction and two heavy balloon bags with a balloon, located in front and behind, are replaced by elevators later, heavier than the air, with control of the pitch. The pilot was placed in a basket and security routes that allowed ground crews to maneuver on board and from the mooring site.
First flying on September 18, 1898 in Paris, he carefully collided with trees on the other side of the field, from which he was dumped because of the uneven distance at which they rose above them, but after two days of repair he proved successful, demonstrating Santos-Dumont, provided Steering wheel. Tracing the circles and figures of the eight in the sky, No. 1 included all the necessary elements to defeat gravity: a balloon for lifting, an engine and a propeller for moving forward, a steering wheel for directional steering and ballast bags for feeding.
Subsequent, Santos-Dumont No. 2 ordered a wider envelope, which increased the gas volume by ten percent as a result of an increase in load capacity by 44 pounds.
To accommodate his successor No. 3, which reached a record lifespan of 23 continuous hours, Santos-Dumont identified a hangar with doors 36 feet high in Saint-Clouze outside of Paris.
On October 19, 1901, he won a prize of 100,000 French francs offered by Henry Deutsche de la Meert, a founding member of the Paris Aero Club, by extending the Eiffel Tower and returning to the lifting point 30 minutes later in his number 6, a dirigible 108 feet long with feed screw.
However, despite these successes, he soon switched to a heavier flight. Fulfilling a promise to Samuel Pierpon Langley, the smith of Smithsonian, who unsuccessfully launched his own “airfield” project from a catapult on the Potomac River, on a constant experiment with this rise and tried to restore his reputation after the alleged sabotage was considered slash in his cylinder No. 7 and did not allow him to enter into St. Paul. The Louis Aero Club competition for a $ 100,000 prize, he designed a flameless, pontoon glider with monoplanes in Paris. Marked as No. 11, he was pulled out on a speedboat, causing him to glide over the top of the water, while the next No. 12, two-span rotary aircraft could not get into the airspace, since the vertical flight technology was not sufficiently developed at the turn of the century.
However, No. 14 bis, despite a small contribution to aerodynamic development, achieved both continental fame and technological success due to the lack of existing competition. Co-designed by Santos-Dumont and Voisin, a 25-year-old engineer who took aim at heavy aircraft and shared his knowledge of it with Santos-Dumont in the winter of 1905-1906, it was a 40-foot aircraft with 33-foot cellular covers with wings, attached piano wires and pine stands and having an extreme dihedral; long covered fuselage; a single, movable box with a box set, providing a combined longitudinal and stepping control forward; and Antoinette's 24-horsepower engine attached to the wings, which set in motion a crude blade blade propeller. It was later modernized with a 50 hp engine. and octagonal aileron. Control could only be provided by a permanent pilot. Since he was first subjected to flight tests, suspended from the airship No. 14, he accepted the design "14 bis", but his configuration of a duck brought him the title "Bird of Prey" by the press.
He won the Archdeacon prize on October 23, 1906 for a flight of 25 meters and 1500 pounds on the Aero Club Award for a 100-meter liner on November 12, the latter believed that Europe was recognized for the first time, stable, heavier than - a triumph and, for a time, that it was a world, because of the Wright Brothers. own secret undocumented experiments.
After four intermediate, but unsuccessful, heavier changes, Santos-Dumont applied what consistently constituted his company, the design philosophy associated with the airship, to his subsequent development with a fixed wing - namely, use the maximum possible glider that could adapt to create a sports plane, akin to a personalized air car.
The resulting design, No. 19, was a small tractor monoplane, which “fuselage” consisted of bamboo poles, and wings, covered with fabrics, 16.5 feet long, retained a very pronounced dihedral, introduced No. 14 bis. 20 hp two-cylinder engine The Dutheil-Chalmers, mounted above the pilot on the half-wing point, provided power, while the combined steering wheel and elevator were extended on both sides, under the wing of the steering surfaces and the front crankcase elevator, which was well ahead of the structure. The mechanism of ailerons and wings, devoid of aircraft, inherently unable to control its lateral axis, at the end of 1907 made three short jumps, the longest of which was 200 meters, before it was damaged and moved away from further tests. However, this provided the basis for the final aircraft, No. 1. 20, which also turned out to be Santos-Dumont.
Keeping the minimal constructive simple construction No. 19, but eliminating its drawbacks, a three-girder bamboo frame was installed on the aircraft, the first of which extends from wing to tail, and the second - under the wing to the wheel axis, and its third - from this points to the tail, all fastened with steel joints.
Rectangular, strongly curved high wings with an 18-foot span, 6.35 feet wide, 2.7: 1 aspect ratio and 113 square feet were covered with a double layer of silk stretched along bamboo ribs and installed like its previous gliders, with pronounced dihedral angle. A cutout along the leading edge, equal to one third of the span, facilitated the installation and rotation of the propeller, but reduced the chord and the area along this section.
One vertical and one horizontal, fan-shaped surface, swinging on the universal joint on the frame of the triangular top, served to form its tail fin and respectable yaw and longitudinal steering, the steering wheel itself, covering a 21-square-foot area.
A 30-horsepower, two-cylinder, horizontally opposed, water-cooled Darracq engine, installed, like above number 19, above the pilot, drove a 6.9-foot diameter, six-foot step, a two-bladed Chauviere wooden propeller at 1400 revolutions per minute. Its two-cylinder valves were driven by swinging levers and tappets activated by two eccentrics. It was magnetically mounted at an angle to the crankcase, and the carburetor and oil tank were suspended below it, the pump immersed in the tank, which distributes lubricant fluid.
The plane was alternately powered by Clement-Bayard and Panhard.
Ground maneuvering was carried out using two rigidly mounted pneumatic tires and one small skidding in the back.
The pilot, suspended by a strip of canvas thrown over the frame under the power plant, was, like the model of Curtis D, a virtual expansion of the airframe, and the seat was limited to small 120-pound operators. Longitudinal control was supported by the right hand operating the elevator, over which there was a switch for cutting off the engine to reduce inductance. The vertical control was complemented by the left side wheel, and the side control was reached by a lever located behind the pilot and inserted into a narrow vertical pocket sewn behind the special flying shirt, the body attachment point was the “third hand”. His wire, which is activated, like in many pioneer aircraft structures, with the help of a torsion mechanism with wings, changed the angle of incidence in order to carry out air banking. The nose clip on the pilot's left foot released a spring-loaded cable to change the speed of the propeller per minute.
First, in France in March 1909, the place and the year, which bred a similar, but larger monoplane Bleriot XI, an elegant, miniature aircraft weighing from 330 to 370 pounds resembled a dragonfly or a young lady because of its translucent silk-covered wings and were there before they dubbed “Dizmasel” in French. It was the world's first sports aircraft.
Sharing a dihedral with an extreme wing and a small pendulum that emulates a center of gravity with its predecessors No. 14 bis and No. 19, it could benefit from such design features in static, fixed conditions. However, they did not exist, therefore, the aircraft constantly increased, destabilizing the oscillations that led to excessive swing and swing in flight. Nevertheless, being the first light aircraft, he successfully married the experience of Santos-Dumont with the air with an internal combustion engine in a very low eight with a fixed wing. With an average maximum flight speed of 52 miles per hour, he produced 12 pounds per horsepower and 3.1 pounds per wing per square foot of the lift, although he once reached a top speed of 55.8 mph and flew a maximum of 11 in September 1909 - a distance of 16 minutes.
Explaining the success of the Bleriot XI concert, Demoiselle became Santos-Dumont, and only, the aircraft is duplicated - and in significant quantities. Clement Bayard, for example, a car manufacturer in Paris, built about 300 cars with a 30 hp engine. and sold them up to $ 1,250 each, while the plane could be bought for $ 1,000 in Chicago and for $ 250 without a power plant from the Hamilton Aero Manufacturing Company. In France, the Flight School on judoers was created and at times boasted by Santos Dumont himself as one of her instructors, and in 1911 Popular Mechanics magazine published its drawings and assembly instructions. As well as Blerio XI of the time, it was assembled in private in large quantities.
During the voyage of January 4, 1910, one account at a time, Demoiselle collapsed due to the “snap wire”. Although Santos Dumont endured injuries that are not life threatening, his emotional state was more dangerous. Because of this, Demoiselle became his latest design, and the flight on January 4 served as his last pilot, a 36-year-old pioneer, claiming that he, alas, achieved his life goals with him.
Always seeking to develop and promote aviation for transportation and socio-economic development, he was emotionally destroyed by the destructive role he played during the First World War and with which he decisively acted. Exhausted by the multitude of lives prematurely lost as a result of his own invention, he completely ended his own life 22 years later, on July 23, 1932, in Brazil, paradoxically achieved his self-employed goal of his life by fundamentally affecting the mannes with his interventions in a positive and negative way. .
Dizmazel in the collection of the Old Rheinbek airfields is a reproduction that was built by Cole Palen in the 1950s at the Red Oaks Mills parental home, the idea of which was the result of a simultaneous and slightly designed model Curtiss D,
An example of the last restoration of Reinbek occurred in the mid-1990s, when Dan Taylor, the pilot of the pioneer plane in Reinebeck, tried to make it more representative of the original No. 2. 20 Demoiselle and for which he provided a 30-strong, two-cylinder, air-cooled engine Detroit-Aero since 1909, the type of which had the force built in the US glider. Paul Savastino, a professional mechanic and welder, has developed a prypoint suitable for an aircraft that can support the power plant without overloading its bamboo structure.
Suspended from the high ceiling of the Jacob Javits Center in New York in July 2002, New York jewelry, watches and watches, the monoplane represented both Old Reinbek and Alberto Santos-Dumont, which were connected by a Louis Cartier link almost 100 years ago, when he developed a hands-free wrist watch for him, having learned that the airship pilot was able to control his airship and at the same time monitor the time with his hunter’s pocket watches during his famous round-the-world tour of the Eiffel Tower. iey «Deutsch»,
Today, the aircraft is displayed at the Old Rhinebeck Aeromrome airfield - Pioneer Aircraft Hangar, one of four buildings located across the airfield on a hill.
