Applied aeronautics; the airplane - Beeldbibliotheek

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88 APPLIED AERONAUTICS1. Place the airplane in the true magnetic north and south flyingposition (almost every airdrome has some cement cross or stakes tomark these positions).2. Bring down one of the small adjusting magnets over the compassin an east or west position. If deviation increases reverse the magnetend for end and again lower it over the compass until the deviation is zero.3. Fix the magnet at that height above the compass at which deviationis zero.4. Turn the plane to a true magnetic east and west flying position.5. Repeat 2 and 3, using another adjusting magnet and being sureto apply it in an east and west position.6. Check on other magnetic bearings.In summarizing this method there are a few salient facts to be emphasized.The adjusting magnets must always be applied in an eastand west position regardless of the heading of the ship or plane. Afterthe position of a correcting magnet has been determined it can be turnedin any direction simultaneously with the compass without destroying itseffect. In actual practice the corrections are usually placed below thecompass in receptacles arranged for that purpose. This is shown inPig. 49, which is an illustration of a mariner's compass, or by referringback to Fig. 46, F. The correction is not a permanent one, and fromtime to time should be checked.^ Napier DiagramNajner diagram.—The second method of correcting for sub-permanentmagnetism is by means of Napier's diagram, an illustration of whichis shown on page 87. The diagram is nothing more or less than a gTaduatedcompass card straightened out into a straight line. This methoddoes away with the small iron correctors. Referring back to Fig. 48,assume an airplane AA rotating in a horizontal plane. The magnetsMM represent the sub-permanent magnetism causing deviation of thecompass; in practice the metal parts of the engine and plane havethe same effect.To plot deviations on the Napier diagram.—Obtain the compassreading for the true magnetic course at each of the cardinal points ofthe compass. If the reading is greater than the true course the deviationshould be plotted on the left side of the chart. If the reading isless than the true course, plot the deviation on the right side of the chart.Mark on the center scale of the diagram the compass reading for a giventrue magnetic course, north or for instance, then draw a line, parallelingthe dotted lines, from the compass reading to the solid line fromthe corresponding true magnetic course. Follow the same procedurefor each of the cardinal points of the compass for which readings weretaken, then draw a curve through the points at which the dotted linesprojected from the compass readings intersect the solid lines from thecorresponding true magnetic courses. From this ciTrve the deviationfor any course can be plotted.
:INSTRUMENTS 89To ohtaiii course to he steered for a giventrite magnetic course.—From the point outhe center scale representing the true magneticcourse desired project a line parallelto the solid lines until it intersects tliecurve already plotted. From this pointproject another line parallel to the dottedlines back to the center scale. The pointat which this last line intersects the centerscale gives tlie course to be steered.A homely, but easily remembered rulefor the use of a Napier diagram is givenbelowSh/p's
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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
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—CONTENTSPU(JCChapter 1Theory of
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APPLIED AERONAUTICS— THE AIRPLANE
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—THEORY OF FLIGHT 133/c/e £'/e\/
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—THEORY OF FLIGHT 15The exact val
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NTHEORY OF FLIGHT 17
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—THEORY OF FLIGHT 19This simple e
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——THEORY OF FLIGHT 21Fifj. 11Fr
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—THEORY OF FLIGHT 23plane, howeve
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:—THEORY OF FLIGHT ^:5Figs. 1(5 a
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:THEORY OF FLIGHT 27keeping the sur
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THEORY OF FLIGHT 29that tlie eii.ui
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—THEORY OF FLIGHT 31liver at that
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m)THEORY OF FLIGHT 33^300ZOOi"^/oo^
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—THEORY OF FLIGHT 35Cenferof\ Cen
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—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 62 and 63: 58 APPLIED AERONAUTICSwith harness
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 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
Page 112 and 113: ;108 APPLIED AERONAUTICSThe axis pe
Page 114 and 115: noAPPLIED AERONAUTICSCAPACITY-CARRY
Page 116 and 117: 112 APPLIED AERONAUTICSDRIP CLOTH
Page 118 and 119: 114 APPLIED AERONAUTICSFull—The m
Page 120 and 121: 116 APPLIED AERONAUTICSRAKE—The a
Page 122 and 123: 118 APPLIED AERONAUTICSSTABILIZING
Page 124 and 125: 120 APPLIED AERONAUTICSYAW—To yaw
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