Fig. 1. Double-wing aircraft Schedel. Drawing Flying The
dotted position shows the deflection of the wing.
As Fig. 1 shows, the winged aircraft Schedel consists of four sub-surfaces, which are connected in pairs by sleeves, and whereby the two pairs of wings have a
common axis. This scale arrangement, which is intended to relieve the wings, was already used by Schedel in 1909 (Fig. 2) on a hang glider
The arrangement of the axis itself, which is tilted upwards at an angle of 45°, is new, which allows further relief of the wings and
control of larger wing spans.
The plane lies and works at right angles to the axis. This arrangement of the axes makes it possible to control the aircraft in the first place. Cf. dashed
wing position Fig. 1. In the designer's opinion, the oblique axis in conjunction with the wing end discs requires a new control system. (The
photographs Figs. 2-5 are still without end discs.)
The wing movement takes place in two directions, vertically and horizontally at the same time. During the flight of the wings, forward, upward and
backward movement constantly alternate with each other. Essential in this movement is the effect of the additional horizontal movement on the wing adjustment. For example
a wing placed upwards always has a positive and an ab wing.
Fig. 2. Above: Schedel hang glider with double wings, made in 1909.Middle Wings knocked out. You can see the push rods and a handle, as well as the shoulder strap lying on the back that can be rotated around an axis.
The pilot's body position in flight is about 45 degrees.
Below: swing airplane transportation by motorcycle. Fig. 3. Double-wing aircraft Schedel. Left: Wing connection fittings with axle in ball bearings. The hollow axle is pushed onto a thru axle located on theshoulder carrier. — Right: Rear wings grow slightly downwards from the front wings. Shoulder carrier supports the aircraft lying on the ground
with the front wing nose. On him the four-strip seat belt. Both handles growing out of the push rods. a negative adjustment angle. So if you want to pull the machine, you pull on the linkage. The main wings in front go up, the rear ones down.
Double res ultat: front is pulled and rear pressed. When pressing the linkage, the reverse result is obtained. If one moves the wings
constantly up and down in the flight of the wings, one has a constant alternation of pushing and pulling; a wave-like flight.
Equally simple and interesting is the page control shown in Fig. 1. In the illustration, the right main wing is in the downward position, i.e. pressed, the
left auxiliary wing is pulled, which influences the curve of the machine, the brake disc at the right wing end automatically completes the steering work.
By the way, there has also been a shift in pressure points in favor of the curve.
Construction of the main and auxiliary wings profile Göttingen 535, be-Fig 4. On both sides of the plane you can see the bumpers with handles and foot brackets, which areto move the wings evenly and unevenly with
arms and legs. — With 1—2 m wind, it has already brought quite a bit of compression to it. Maybe
all that's missing is the pilot and the dragonfly flies. -
Fig. 5. Double-wing aircraft Schedel. Above: Weight barely 25 kg, front wing individually 5 kg, flinter wing 3.5 kg each, poles 7 kg, largest wingspan 10 m.
made of torsion-resistant box spars with plywood nose. Rear 2/s of wing depth plywood ribs covered with canvas. Weight of the main wing 5 kg,
auxiliary wing 3V2 kg. Total weight 25 kg.
The accommodation of the aircraft seems to have been successful, especially its position during take-off and landing. Interesting and practically designed is the operating mechanism, which is very difficult to depict in drawings, a rod adapted to the shape of the body, which carries handles and footrests. This boom should be able to be operated independently of each other, without prejudice to alternating lengthening and shortening of the wing arms and moving and
