Lentää kuitenkin

Siis tämä onkin Sveitsistä, Hans Furrer:

http://www.bleriot.org/docs/HansFurrer.htm

Löysin myös syyn siihen, miksi se Suomalainen Bleriot romuttui siinä lentoonlähtöyrityksessä. Seuraavassa vieraskielisessä artikkelissa on selitetty Bleriotin siipien erikoisuus ja mitä siitä seuraa. Bleriot on laitettava täyteen rullausnopeuteen (kaikki mitä irti saa), kannussuksi reilusti irti masasta ja sitten sauvasta vedettävä ja pakotettava taivalle.

Se ei siis lähde itsestään ja sakkaa erittäin rajusti marginaalinopeudella, KOSKA nostetta lisätään siipeen kohtauskulmaa lisäämällä EIKÄ siivekkeellä lisäämällä siiven nostokerrointa (siiven muotoa muuttamalla)!! TV:ssä esitetylle koneelle kävi juuri tämä vahinko testilentäjälle.

Suomeksi sanottuna: Bleriot XI:tä EI SAA kallistaa alhaisessa nopeudessa. Se sakkaa rajusti. Nykyaikainen kone kestää tämän, mutta Bleriot XI ei.

Tämä on selitetty seuraavassa artikkelissa Bleriot-asiantuntijan toimesta.

---

"It was at this time that I needed to consult the experts. I placed a call to the Old Rhinebeck Aerodrome in upstate New York. I first talked to John Barker, a walking encyclopedia of old aeroplane information who had been Cole Palen's right hand man. He referred me to their "chief" Bleriot pilot Mr. Carl Ericson who was able to brief me on some of the finer points in flying the Bleriot. First he said that you needed to get the tail way up on take off, much higher than you feel you should. Next when you think it is going as fast as it will you give the stick a pull and force it into the air. The rest was elementary. Hang on for dear life and fly it back onto the ground. Sure enough he was right. Never underestimate the value of experience!
Heeding Eric's advice I managed to coax the Bleriot into the air. It really did not
want to be there, and at this point, neither did I! I made several runs up and down the run- way sometimes getting up'to about 20 feet in altitude. It seemed so strange I would come back thinking I had set some altitude record only to find that I was merely 10 to 15 feet high. One such run I was cruising along fat, dumb and happy (sheer terror) when I noticed that the end of the runway was coming up, and I did not want to go around yet. So I merely pulled back on the power and felt the bottom beginning to fall out from beneath me. I was dropping so fast I was trying to break the decent with the elevator. Next, the right wing began to drop so I tried to correct with left stick. Crash, I was on the ground and I bet the airplane did not move ten feet from impact.
Not a good day at all. Close examination revealed several broken wires in the fuselage, a smashed tailskid and collapsed landing gear (again!).
After discussing the episode again with Eric I learned the errors in my ways, The Bleriot wing design had been a direct attempt to emulate the shape and function of a bird's wing minus the flapping. The airfoil, with its distinct undercamber and hooked nose, is very reminiscent our feathered friends. Lateral control is also based on the way a bird flies, and utilizes what is known as "wing warping instead of ailerons. Somehow the birds seem to do just fine with all of this, but man is just not exactly up to the task. First we find that the strange airfoil causes very high drag. I needed to raise the tail as high as possible to flatten out the wing. With this done the aircraft could accelerate just enough to overcome the drag. Wing warping, I had already noticed, was at best not very effective. It would raise a wino, if you had time to wait. I also noticed that I had the stick buried in the upper left-hand corner of the cockpit while in flight. Now people ask why you do not notice these things when you are flying? When you are flying something that is just barely holding on anyway, you tend to move things wherever they seem to do you the most good. Often you have no idea where the stick is relative to center while your mind is occupied with other things, What'. I did on this last flight was first to reduce power on a high drag machine, which was barely flying anyway. Next, as the wing began to drop, I corrected with the stick. What I did not realize was that when I moved the stick to the left, it was in fact increasing the angle of attack on the right wing. Angle of attack is the angle in which the wind hits the airfoil. I was already next to a stall and now I increased the angle and completed the stall on the right wing. Say good night, I was going down!"

---

Koko artikkeli

http://www.bleriot.org/docs/information.htm

Rakentajalla ei tainnut olla itsellä lupakirjaa, vai puuttuiko kannus kokemus. Joka tapauksessa muistaakseni joku toinen lensi konetta. ja ekalla lentoyrityksella havaittu vika "moottori on liian tehokas"?????, taisi tulla vaurioita. Vähensivät tehoja ja uusi yritys kone korjattuna ja tehoja pienennettynä???. Päättyi tuhoon mielestäni yksin omaan lentäjän taitamattomuutta. Suoraan rullauksesta antoi koneen kiihtyä kannus maassa. ja kun nousi ilmaan niin sakkasi.. Minkäänlaista kiihdytystä kannus ilmassa en dokumentissä havainnut.. Itse asiassa luulin kyseessä olevankin rullauskokeita ja yllättäen lentäjä olikin ilmaan yrittämässä..
Näkemä on yllättänyt ehkä ja lisäksi jos ei aikoihin ollut lentänyt kannuskonetta, niin luuli lähtevansä "cessnalla"

Bleriot XI on vaikea lennettävä, koska siinä ei ole nykyaikaisia ohjaimia. Kallistus tapahtuu koko siiven asentoa muuttamalla.

http://www.youtube.com/watch?v=fC2OO3c24hg