Applied aeronautics; the airplane - Beeldbibliotheek

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58 APPLIED AERONAUTICSwith harness twine. Foreign engineers are opposed to soldering, claimingthat the disadvantages in the way of corrosion and overheating ofthe wire outweigh the advantages of the stronger terminals.The theory of the splice is simple. A strand or wire of the free endis wrapped around a strand or wire of the main cord, care being takento have the lay of the wires the same. Three to five complete turns aregiven, three for the first and four to five for the last weaves of the splicein order to taper the splice gradually.Objections to soldering.—The most serious objections to solderingare : a. overheating ; b. corrosive action of fluxes. It is very easy to overheatand soften the wire and this is all the more serious because thesoftening takes place at a point where the wire is enlarged by the joint.The stress is naturally localized at this point.Some of the so-called non-corrosive fluxes will upon application befound to be more or less corrosive. Even with strictly non-corrosivefluxes, there is a carbonaceous residue, due to heat, driven into the intersticesbetween the wires of strands or cords. This serves as a holder formoisture and will in time cause corrosion.The corrosive effects of acid fluxes can be neutralized by the applicationof an alkaline solution, such as soda water. Washing the solderedsplice of a solid wire with such a solution is very effective, but withstrands and cords, where the acid is driven into the interior through theapplication of heat, it is questionable whether any system of washingwill eliminate or neutralize the acid.Corrosion of the interior wires ofa strand or cord may be concealed by a perfectly good exterior, givingan entirely false appearance of security.two ends.TurnbucklesTurnbuckles are made of three parts, the ferrule or sleeve,and theTo distinguish the ends, they are called the yoke and eye ends,or the male and female.Great care should be exercised when tightening or looseningturnbuckles that the cables are not untwisted or frayed. If the cablesare untwisted a caging of the strands results which greatly weakensthe cable. Cable that has been caged should be replaced. No pliersshould be used when tightening or loosening turnbuckles. The correctmethod is to use two drift pins or nails, one through the terminal eyeof the cable to prevent the end of the cable twisting, the other throughthe hole in the barrel of the turnbuckle. Pliers will scar the wires,which is objectionable for three reasons, the first two of which may leadto serious consequences. These reasons are : First, breaking the protectivecoating given to guard against corrosion. Second, a nick or scarin a wire or cable which would weaken it considerably. The wire or cablemay not show much reduction of strength under a static load or test, butwith a live or vibrational load the strength is greatlv reduced and a
RIGGING 59slight nick will determine the point of fracture. Third, disfiguration ofthe parts is offensive to the eye and bespeaks slouchy or careless workmanship.Locking DevicesA fair proportion of accidents occurs to moving mechanism throughnuts or other tlireaded fastenings working loose. It is safe to say thatseveral hundred patents have been taken out for nut-locking devices, butof this great number, a few only are of practical value and used to anyextent. The castellated nut and cotter pin used of course with a drilledbolt or stud is one of the few devices that finds large application. It isgenerally used in automobile and airplane work. The spring lockingwasher is another good device. This is used where the fastening is of apermanent or semi-permanent character. Another method is to batteror hammer down the end of a bolt a little. This should be practiced onlyas a last resort or as an absolutely permanent job and must be carefullydone, otherwise serious damage will result to the bolt and nut. It is sufficientto close one thread on the bolt for part of the circumference only.Turnbuckles are secured against turning or loosening by runninga wire through the adjusting hole in the turnbuckle sleeve and carryingthe vdre back and binding it around the ends of the turnbuckle. SeeFig. 41.
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. iiijii | i»iii 1 1 mENGINEERINGL
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APPLIED AERONAUTICS— THE AIRPLANE
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527090Cvll.n^in> ermglibraiyPREFACE
Page 11 and 12: —CONTENTSPU(JCChapter 1Theory of
Page 13 and 14: APPLIED AERONAUTICS— THE AIRPLANE
Page 15 and 16: —THEORY OF FLIGHT 133/c/e £'/e\/
Page 17 and 18: —THEORY OF FLIGHT 15The exact val
Page 19 and 20: NTHEORY OF FLIGHT 17
Page 21 and 22: —THEORY OF FLIGHT 19This simple e
Page 23 and 24: ——THEORY OF FLIGHT 21Fifj. 11Fr
Page 25 and 26: —THEORY OF FLIGHT 23plane, howeve
Page 27 and 28: :—THEORY OF FLIGHT ^:5Figs. 1(5 a
Page 29 and 30: :THEORY OF FLIGHT 27keeping the sur
Page 31 and 32: THEORY OF FLIGHT 29that tlie eii.ui
Page 33 and 34: —THEORY OF FLIGHT 31liver at that
Page 35 and 36: m)THEORY OF FLIGHT 33^300ZOOi"^/oo^
Page 37 and 38: —THEORY OF FLIGHT 35Cenferof\ Cen
Page 39 and 40: —THEORY OF FLIGHTZ7iioniml positi
Page 41 and 42: Chapter 2TYPES OF MACHINESGeneral d
Page 43 and 44: ::TYPES OF MACHINES 41prime requisi
Page 45 and 46: —Chapter 3SHIPPING, UNLOADING AND
Page 47 and 48: SHIPPING, UNLOADING AND ASSEMBLING
Page 49 and 50: RIGGING 47The fuselage is usually c
Page 52 and 53: Ce^/ff/»- /Sv7ff/Fig. 31Hhomnij pr
Page 54 and 55: 50 APPLIED AERONAUTICSThe various l
Page 56 and 57: S2APPLIED AERONAUTICS
Page 58 and 59: 54 APPLIED AERONAUTICSNearly all wo
Page 60 and 61: —:56 APPLIED AERONAUTICSstrengtli
Page 64 and 65: Chapter 5ALIGNMENTFuselage alignmen
Page 66 and 67: :62 APPLIED AERONAUTICSAlignment of
Page 68 and 69: — —64 APPLIED AERONAUTICSSpiht
Page 70 and 71: 66 APPLIED AERONAUTICSThe distance
Page 72 and 73: —68 APPLIED AERONAUTICSSpirit Lev
Page 74 and 75: ——70 APPLIED AERONAUTICSAll tii
Page 76 and 77: Chapter 6CARE AND INSPECTIONCleanli
Page 78 and 79: ::—:—74 APPLIED AERONAUTICSEach
Page 80 and 81: :76 APPLIED AERONAUTICSNote : Contr
Page 82 and 83: Chapter 7MINOR REPAIRSPatching hole
Page 84 and 85: :80 APPLIED AERONAUTICSJoininf/ of
Page 86 and 87: Chapter 8INSTRUMENTSCompass—Magne
Page 88 and 89: —84 APPLIED AERONAUTICSThe gradua
Page 90 and 91: —86 APPLIED AERONAUTICSCorrection
Page 92 and 93: 88 APPLIED AERONAUTICS1. Place the
Page 94 and 95: —90 APPLIED AERONAUTICSA Napier d
Page 96 and 97: 92 APPLIED AERONAUTICSliis error. l
Page 98 and 99: 94 APPLIED AERONAUTICSaiiisni neces
Page 100 and 101: —96 APPLIED AERONAUTICSThere is a
Page 102 and 103: —98 APPLIED AERONAUTICSopeuing or
Page 104 and 105: —100 APPLIED AERONAUTICSFuj. 61Hi
Page 106 and 107: —102 APPLIED AERONAUTICSF'hi. 63
Page 108 and 109: —104 APPLIED AERONAUTICSAAfoB ful
Page 110 and 111: Chapter 9NOMENCLATURE FOR AERONAUTI
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;108 APPLIED AERONAUTICSThe axis pe
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noAPPLIED AERONAUTICSCAPACITY-CARRY
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112 APPLIED AERONAUTICSDRIP CLOTH
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114 APPLIED AERONAUTICSFull—The m
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116 APPLIED AERONAUTICSRAKE—The a
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118 APPLIED AERONAUTICSSTABILIZING
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120 APPLIED AERONAUTICSYAW—To yaw
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UNIVERSITY OF CALIFORNIA LIBRARYLos
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