Report details the characteristics and advantages of the swift traffic airplane constructed by Zeppelin Works at Staaken. The maximum speed, weight, construction, layout, and landing capabilities of the plane are included.
This report presents a description of an abacus with three scales: one for English measures, one for metric measures, and one with the "points of reduction", as well as construction details. There is also a detailed description on how to use the abacus.
Comparing the results of the calculations for computing the mean pressure of an aviation engine for any number of revolutions, with those of experiment, the writer, by numerous examples, shows the perfect agreement between them. This report will show that, by means of a special abacus, an engineer can instantly plot the characteristics of an engine.
This report presents a method of calculating polar curves which is at least as precise as graphical methods, but it more rapid. Knowing the wind tunnel test of a wing and the performances of an airplane of the same profile, it is easy to verify the characteristic coefficients and, at the same time, the methods determining induced resistances.
As the purpose of the report is to transmit as smoothly and as easily as possible, certain facts and ideas, to the average person likely to read it, it should be written in a full and simple enough manner to be comprehended by the least tutored, and still not be boring to the more learned readers.
This report details the rules and regulations for obtaining a British airworthiness certificate. Aircraft loading and construction are especially important.
The author presents a comparison and combination of the numerical and geometrical determinations of the maximum M, when calculating the maximum bay moment.
The author presents a comparison and combination of the numerical and geometrical determinations of the maximum M, when calculating the maximum bay moment.
This review of commercial aviation includes postal delivery, package transport, and passenger transport. Both airplanes and airships are covered in this review.
Report describing a competition for safety fuel tanks, including the prizes, requirements that must be fulfilled, some other characteristics, tests, and regulations.
This report examines the idea of coupling numerous engines together to turn a single propeller, which the author feels would free aircraft design from the problems of multi-engine and propeller design.
A definition of "stalled fight" is presented as well as a detailed discussion on the how and why it occurs. Some suggestions are made to prevent its occurrence such as carrying an air speed instrument in the airplane.
In order to determine the maximum and the most favorable pitch for a propeller, it was found desirable to investigate the dependence of propeller efficiency on the angle of attack of the propeller blade. The results of a few experiments are given to show that propeller blades conduct themselves just like airplane wings with reference to the dependence of their efficiency on their angle of attack.
Different aircraft engines are categorized as being of interest to only the Army or Navy or to both armed services. A listing of the different engines is presented along with some statistics, namely, horsepower.
Report presenting a description of fluid compasses that are being used in aircraft, including why magnetic compasses are not usable. Details of the distant compass are provided, which is an improved form of the compass that has a practical application in seaplanes.
This report presents a discussion of how to determine the location of a line or surface from experimental data. What we desire to know practically is the number of ordinates required to obtain a certain probable precision in drawing a line or surface.
Report presenting a description of the interaction between the dynamometer hub and the flywheel of the engine in aircraft. The negative rotary moments in propellers generally allow for the cessation of one cylinder without any lifting on the part of the propeller, and without depriving the engine of its flywheel.
Report presenting a discussion of the creation of a suitable aviation school and some of the characteristics that should be considered in terms of hiring personnel, creating a curriculum, and obtaining equipment.
Report presenting information regarding the usage of commercial and passenger service air routes and the fees and penalties involved in operating an air line.
Report presenting a description of the transition stage of airplanes and how it will change with new developments in aircraft design. The details of the debate between centralized or decentralized installation are also provided, including some of the pros and cons of each.
Report presenting an investigation of the flexibility of bearing surfaces and stress on fabrics used in wings. Equations are given for calculating some of these loading factors.
Report presenting an examination of flexible piping and some of the difficulties involved in creating satisfactory flexible pipe. The joint used to assist in the flexibility of the pipe is illustrated and described.
This report presents a table of specifications of the rotary engine and a very brief description of some of the notable features such as the exhaust valves controlled by means of a fixed cam gear.
A table is presented which includes data for calculating the index of efficiency. The author uses this data to conclude that seaplanes cannot be considered inferior to terrestrial airplanes.
Report presenting an experiment in the Rechlin airdrome in the fall of 1918 to determine the influence of struts and stays on the speed of an airplane. Results indicated that only a slight increase in horizontal speed was shown in a stayless airplane, but it had considerably greater climbing speed.
"It is profitable to examine the organization and equipment of the German airship stations. The stations best adapted for serving as the basis of this study were chiefly constructed by the German Navy, during the war, for exclusively military purposes and do not therefore entirely satisfy the conditions of exploitation required for a civilian air service. The requisite modifications for satisfying the latter conditions may nevertheless be readily determined according to circumstances" (p. 1).
In the subdivided wing section profile, the diagram of the current is entirely changed and the harmful formation of eddies is avoided through premature deflection. Pressure equalization does not occur between the upper and under sides. This report presents a discussion of the various laws relating to wing design with the conclusion being that lift increases with more acute angles of attack.
Memorandum presenting a description of the hydrodynamic lift theory of supporting services. This report is mainly about the task of finding suitable wing sections for given lift conditions. Formulas are given for lift magnitude and moment, which make it possible to obtain solutions of great simplicity and clearness.
The mechanism here described belongs to the class of dynamometer brake in which the motive power is transformed into heat in the brake itself. This mechanism was invented by the writer for the purpose of measuring forces in which the two factors, torque and speed, vary within broad limits, the mechanism itself being of simple construction and of still simpler operation.
"The proposed device tends to render the lateral stabilization of airplanes easier and more efficacious. The proposed solution is to mount the ailerons independently, in such a manner that they can turn freely, under the action of the relative wind, about an axis located in front of the extreme position of the center of the lift" (p. 1).
To obtain the absolute velocity of an airship by knowing the speed at which two routes are covered, we have only to determine the geographical direction of the routes which we locate from a map, and the angles of routes as given by the compass, after correcting for the variation (the algebraical sum of the local magnetic declination and the deviation).
"On April 15, 1920, the under Secretary of State for Aeronautics and Aerial Transport decided to adopt as Standard Atmosphere for official airplane tests in France, the atmosphere defined by the following law, known as the Law of the S.T.You.(Technical Section of Aeronautics): From 0 to 11,000 m. - 0=15-0.0065 Z and above 11,000 m. - 0= -56.5 degrees being the temperature in centigrade degrees at altitude Z expressed in meters. For altitude 0 the pressure is 760 mm of mercury. In the magazine "L'Aeronautique" Mr. A. Toussaint has already written at length on the first studies which led to the elaboration of this law. Since that time the results obtained have been confirmed by fuller and more abundant data which have justified the official adoption of the Law of the S.T.Ae" (p. 1).
Report presenting a description of petrol-proof tubing and why it is so important to highly effective aircraft engines. A description of the union terminals present on the tubes is also provided.
It is extremely important in building aircraft engines to determine the requisite cylinder dimensions as accurately as possible, in order that the weight required for a given power shall not be excessive. This report presents a calculation method that depends on the air requirement of the fuel.
The general idea was to record the air pressure on the spot, that is, without intervening tubes, by some simple automatic registering device. This was therefore made in such small dimensions that it could be inserted into the wing between the ribs and stand in direct connection with the pressure openings. The results of different experiments are presented along with the best locations for locating the instruments for recording the pressure.
The author discusses various aspects of landing aircraft such as the actual process of touchdown and the problems associated with the tail skid touching the ground before the landing gear.
Though dissimilar, these two subjects have been united because they have some points in common. The computation of the movement of an airplane can only be correctly established if we are in a position to know exactly the thrust and resisting torque of the propeller for the various values of slip, which may vary greatly according to circumstance. The first part of the work concerns propellers and introduces as a fundamental variable, the true slip (delta) with respect to the effective pitch, which is the advance per revolution of the propeller corresponding to no thrust. The second part deals with characteristic curves of an airplane.
This report details the Rumpler Limousine which was a further development of the well known type 5 A 2. The fuselage, engine, cabin, wings, controls, and landing gear are all discussed.
This report presents experiments and calculations for the purpose of determining the landing gear requirements upon the water. Moving pictures are given which furnish data and also may give both the magnitude and direction of the forces acting. Different classes of seaplanes are examined and proposals for calculation instructions are given.
Report presenting a discussion of ways to save fuel on traffic flights, including some calculations that can be used for determining fuel efficiency. The primary ways of lessening fuel consumption include flying with a throttled engine and diminished speed.
The tests at the Gottingen laboratory included: friction tests on a surface treated with emaillite, verification tests on the M.V.A. 356 wing, and comparative tests of wing no. 36 at the Eiffel laboratory. The examination of all these experiments leads to the belief that, at large incidences, the speeds registered by the suction manometer of the testing chamber of the Eiffel laboratory wind tunnel are, owing to pressure drop, greater than the actual speeds. Therefore, the values of k(sub x) and k(sub y) measured at the Eiffel laboratory at large incidences are too low.
The publication of the following details is due to the desire of the editor to have the problems of soaring flight treated on the occasion of the Rhone Soaring Flight Contest. Soaring flight is defined as motorless flight without loss of height. Some calculations are provided in order to maximize the potential effects of wind and air currents.
This report presents a series of tests conducted to verify the formula for thrust P = q(exp 2) D(exp 2) V(exp 2), where P represents thrust, V the velocity of the airstream, D the diameter of the propeller, and q the lifting quality of a comparative propeller which is called the conjugate propeller.
The abolition of military qualifications gives free scope to new technical possibilities in the development of transport airplanes. This report notes the various considerations that must be made when designing aircraft to meet the needs of commercial passengers. Comfort and safety must be emphasized.
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