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Reflections of the Hanriot Monoplane by Bill King

Amidst the sputter of radial engines and the spitting sound of castor oil, on a sulphurous July Saturday, the roar of the crowd on the benches at Old Rhinebeck Airfield announced the pioneer parade as the Bleriot XI and Curtiss Model D rolled down the road. Before the lift, the field turns into their characteristic grass-bunker profiles. Leaving the two behind was another early design that had been brought back to life in preparation for the pilot’s humble overhang and single-bladed propeller for its threshold level and high-speaker synchronized rendering of its features. It was pilot Bill King who repeated this ritual for a quarter of a century. And that plane, although at first it looked like a sleeker version of the Bleriot before it, was actually the Hanriot Monoplane.

First introduced to the vintage aircraft airfield in 1962 on the advice of his Rhinebeck pilot brother Richard King, Bill became a mechanic, aircraft performer, lecturer and pilot himself after completing his own airframe, powerplant and private airman work. certificates, recognized the rolling grass field as a “corner of heaven”. Recently asked to share his thoughts on 25 years of combined man and machine on Hanriot, he provided quite a bit of insight.

“The Hanriot at the old Rheinbeck Aerodrome is a replica and the date plate says ‘Palen-Hanriot – 1911,'” he said. “The first thing you notice about it is the fuselage. It looks a lot like a racing shell. It doesn’t have all the struts and bracing wires that most other airplanes had back then.”

In fact, its mahogany, boat-hull-like, aerodynamic body results in a strong yet light webbing, which eliminates the need for anchor wires, reduces drag during flight, and forces technical attention to the remaining flight surface connections.

Confirming the initially perceived similarity to the Bleriot XI, Bill confirmed: “The wings appear to be taken from Louis’s Bleriots and are folded similarly.” Two three-inch deep and one-half inch wide, fabric-covered, round-end wings constructed of three-ply slats and cord ribs extend 30 feet, are seven feet wide, and cover 184 square feet. A steel strip attached to the fuselage, the flaps are set at an angle to each other, hinged at the rear to allow the wings to flex. Compared to their minimal, seven-inch dihedral or horizontal, their upward mounting creates a stabilizing moment opposite the aircraft’s roll direction in flight.

The two-piece, relatively flat, fabric-covered horizontal tail, mounted with an almost imperceptible angle of descent, consists of a 9.3-foot-long forward section and aft, hinged, 2.5-foot-long elevator surfaces. According to Bill, “it’s simplicity itself. There is a spruce post on the back of the stabilizer to which the elevators are attached. The front spar is two feet forward, two fittings on the body are about two feet forward. Music. wire or small-diameter cable is attached to the ends and body fittings. On top of this construction a piece of cloth is laid out and rolled under the outside and sewn into a shape like the kite I made as a child. The cloth is tightly crimped and has several layers of dope seal (this). The horizontal tail is eight feet wide.

Originally powered by an eight-cylinder, 40-hp, ENV, mounted on the front of the hull and partially supported by A-frame struts, the Hanriot reflects Bill’s quarter-century of experience with the machine, now drawing power from a ’50. hp Franklin, 1938 Piper It may have come from a Cub” and its propeller is unobstructed by any bracing wire. “It’s lighter than the original,” he said, “Most people who fly the Hanriot find that the tail is a bit heavy.”

Based on a unique, three-section, A-frame chassis design introduced by Hanriot in 1909, the structure functions as both a body mount braced by a steel strip cradle and a two-lever undercarriage. , pneumatic tires attached to both ends of the axle, which itself is mounted between two vertical guides. The entire aircraft is suspended on rubber springs attached to skids, and its unique design, combined with its engine location, ensures a high degree of stability – so much so, in fact, that its tail rarely needs to slide during taxi.

According to the December 3, 1910 edition of Flight, “Like everything else in Henriot design, solidity seems to be the main point of (the arrow’s) construction.”

The simile of the racing skiff of the aircraft extends to the upper or deck-like surface of its fuselage, which runs uninterrupted from “bow” to “aft” except for the shallow cockpit “hood” where the pilot is supposed to sit, and its weight and its associated “mounting” reinforced section immediately behind it, which responds to the stresses. The absence of wires, a signature of the design, makes it easy to access.

The 26-foot-long monoplane, again according to Flight, was described as “simple in design and construction, but powerful in principle.”

Bill King’s first Hanriot aerial experiences stretch back a quarter of a century in his mind. “My first flight was on June 12, 1985,” he said. “Cole checked me on the procedures and I taxied (the plane) a few times. The first takeoff was north and the plane started to crawl to the right, toward the buildings in the village. I gave left rudder and pulled hard on the right stick. Then the plane leveled off and made a reasonable landing. Right I realized that the rod moves back and forth to control the elevator.’

“On subsequent flights,” he continued, “I leveled the wings with the left stick and things got better.”
His faulty input was the result of Hanriot’s understandably unfamiliarity with the three-axis controls. Its left wing-tilting stick moves side-to-side and pulls strings, which in turn bends the wings for aerial propulsion, while the right stick tilts the forward and aft hinged elevators up or down to perform the longitudinal axis. control. A rubber bulb on top of the lever provides pressure to the fuel tank. A foot-suppressed crossbar actuates the ailerons, allowing control of the vertical axis during take-off and landing and in mid-air.

The experience resulted in an acquaintance for Bill. “I found that when I focused on keeping my wings level, my nose would go up when I relaxed in the lift,” he said. “Then I ran the bungee cord around the bottom of the right stick and up the stem to the fitting behind the stick. This gave me a permanent low lift trim.”

Familiarity necessarily preceded his ability to both explain and demonstrate the Hanriot’s handling characteristics to Old Rhinebeck’s weekend air show audience. “As the season progressed,” he explained, “I was able to demonstrate the control system to the crowd. In order to gain speed in flight,” he practiced, “I lift the tail as much as I can without touching the glides. This is to keep the wing almost parallel to the ground. provides. As ground speed increases, there is a little back pressure on the right stick and the airplane takes off. Now I carefully touch the forward stick to create more airspeed. Then comes some. elevator to gain more altitude. Ten or so feet If I can get up (in the air), I can demonstrate wing flex. Raising a wing near the crowd will turn the plane away from them and toward the village. Then (I ) raise the other wing to bring the plane back to the centerline of the runway.”

According to Bill, the Hanriot’s descent begins with “pressing the ignition button on the left stick a few times. This slows the engine down so the plane settles down. I’m sure the wind won’t lift it back up, and I reach over and close the throttle with my right hand.”

Like all of Old Rhinebeck’s old but frail, fabric-covered fleet, exposed to the rigors of wind and weekend practice, Hanriot has had few breaches in the nearly four decades since Cole Palen, Mike Lockhart and Andy. According to Bill, Keefe first built it in 1974 “with little more than minor damage twice.” This first happened in the late 1970s when “Rick Vogt was flying south over the runway,” but “when he pressed the button on the stick to slow the engine down, the magneto remained at full throttle due to a broken wire or a bad malfunction. He put the throttle (back ) let go of the right stick to bring it into neutral, (but) when he did, the plane took off and he went to the stop. He reached back and squeezed the right stick.” Still in the air, Hanriot “passed the concession stand with the engine on full throttle. He cleared the bushes and the road, then landed it in the rollover area. (It was) flat, but rough…with rocks. , tall grass and undergrowth. He never made the terrain.” he wouldn’t clear the trees at the end.”

The result for the pilot was successful. This was not the case for the plane. “Rich had minor injuries,” Bill reflected, but “the fuselage cracked in the cockpit area. It was repaired and flew until September 1989. That’s when I damaged it.”

“It was a weekend model meet with a huge crowd, bright sun and a fast, steady wind blowing down the runway from the north,” he recalled. With good airspeed the Hanriot was very controllable and the flight went well. Now for the landing. I floored it and it seemed slow enough to get close to the gas (allowing me to). That morning we changed it from the arm we were wearing to a T-handle choke. cable. I wanted to make sure I was holding the correct throttle, so I looked at it to see it and pulled it back. But looking ahead, the tail went up! I’m sitting there, three or four feet above the level of the plane, with the engine at idle.”

“I knew what was coming next,” he said. “All I could think of was the coyote in the comic books. We came down with the sound of wood chopping! The engine was fine and the prop was loose… I knew I had won the Spandau Award that year,” referring to the award created by Cole Paley for the accidents.

Like many other Old Rhinebeck aircraft, which often required long downtimes for maintenance, repairs or rebuilds, the injured monoplane was “hung from the trusses by cargo straps” in Bill’s hangar, and the aircraft needed strengthening and cleaning to restore it to air life. Metal fittings before Ken Cassens “made all new wood, uprights for the proper landing gear and repaired the skid.”

Perhaps the pioneering aircraft’s greatest achievement was its debut as far away as Australia, although modern wide-body aircraft were responsible for its kangaroo-hopping across the Pacific. “Old Rhinebeck took a Curtiss D Pusher flown by Dan Taylor, a Sopwith Camel flown by Gene DeMarco and a Hanriot flown by me to the Australian International Air Show at Avalon in February 2003,” he said. Fokker triplane. (Because) it was the 100th anniversary of flight, Boeing and Airbus were there.”

“I had been flying in circles of the airfield all week,” he continued, “because there were a lot of flat areas near the airfield that could be used as landing (sites) if needed. (But), I was warned. It was one big, gray field. was that I should not go down to it. No one would come and get me.

Unlike the old Rhinebeck Aerodrome’s short-jumper restrictor area, the available expanses promised his audience fuller patterns. On the day of the actual show, Thursday, “we had a 45-degree but steady wind blowing by the runway crowd,” he said. “The grass field … was pretty low, so I started to climb downwind about 300 feet from the runway. By the time I got to (the runway itself), I was a few feet up, so I turned parallel (to it) .when I got to the 5000 foot line I was 50 feet and started a 180 degree downwind turn.I tried to maintain a 15 degree bank angle (I read that wing) -tilt planes don’t like it too much or you could be in trouble) but…the wind blew me out of the airport away.” Finally able to overcome his forces, he returned to the airport where he was “able to make a normal landing”.

“After the show (Sunday),” he said, “we disassembled the planes and on Monday stored them in containers ready for the trip home” — “home” defined as Old Rhinebeck Aerodrome and Bill King’s “little corner” of the sky.” His virtual extension of The Hanriot Monoplane had allowed him to own it for a quarter of a century.

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