NACA RM L6I13 Abstracts Pertaining to Seaplanes

7/27/2019 NACA RM L6I13 Abstracts Pertaining to Seaplanes

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copy No. *- RIS; No. L6113

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ABSTRACTS PERTAINING TO SEAPLANES

BY

Jerold M. Bidwell and Douglas A . King

Langley Memorial Aeronautical LaboratoryLangley Field, Va.

CLASSIS"3T:ON CANCELLED

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NATIONAL ADVISORY COMMITTEEFOR AERONAUTICS

WASHINGTON


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T?h.CA RM No. ~ 6 u 3

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' METHOD. O F PRlBEEl!ATIOIT . . . . . . . . . . .". . . . . . 2


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The abstracts not intended 8 8 aubwtitutes for th e originalp&pers but eame only ae condansations of th e inpor tant points. Iti s believed, however, that *a any 0 8 8 8 8 the abstract8 will c m t a f neuf'ficient information to obviate p r o c w m n t of th e original papers.


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-ACA R M No. L 6 I l 3

Abfltracts

The CP-ssificatiOn a p t e m for t h e , abs tmc ta k?ss been m&lo 80genera aa to include any conceivable re2or.t that would per ta in totlm hmcxlpmnics of seaplanea. T!m he-gs have been m a n g o d topennit the use of a number class i f ica t ion sys'l;em, if it is m dasiredat a leter da te . ...

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In hydrodynamics, at3 in o a e r f elde of research, .the n&rm3~! ofthe au.t;hors a r e ve ry useful In locating information of a t ype forwhich m author ier w e l l known. The rz~msa of t h e authors of thepepera given w e indexed el@-abetically . After t h e mum of eachauthor, a l i s t of abstract nmfbers fe g i v e q f n d i c a t i n g t h e reportsof which he was kuthor or coauthor.

Subject Index

The eub J o c t in&x i s intended to m e t "&e needs of personainterested in the specific d e t a i l s of the h y d r o d p m i c s of seaplanes.Research an d deaign pwEne-Eere, auxili& devices, spec i f i c functionalparameters, and seaplane designations ar e lf8t0d. The eub.jectindex ie not intended to be carplets but' includea t h e factors thatappear to be of m08.t; in te res t to eoapkne specialists.

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NACARM XO. ~ 6 ~ 3


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6 NACA RM No. L6113 Y

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5. Alf'aro, Eeraclio: PosEiibiUties of U r g e B o a t s f o rNational Defeme. Aem Mgsat , 701. 37, 3 0 . 4, Oct. 1940,PP. 43-45


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The general aepects of water-based a i r c r a f t m e discuseed and thepossible ctdvantages of the waterplane over th e hnd@ane .are c i t e d .


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XACA RMno. ~6113 I1

(See also abstzact ll3.)


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14 I?ACA RM No. L6113

16. Gouge A . : The D e 8 i f . p of Setbplanes. Aircraft Eugineering,701. 11, no. 18, Aug. 1930, pp. m2-206.

SOB of the h i e to rg of seaplanes i s glven b r f a f l y Ebnd theimportance of oeapLEanes i n large a i r c r a f t des igna ie emphasized.The problem of latern1 atability i s introduced and charta arepresented to ghaw the water resistance of tip-float, twin-float,and s t u b - w a a y e t e m e of stabilization a8 functions of Speed andt r i m . Particular emphaeis is placed on the design of the floats t r u c t u r e and several. efgnificant equations a r e presented. P r e a s u r emeasuremnts were mad0 by the Shor t Brothers on , t h e bottom of Eb modelfLving-boat h u l l m d a 310% of the pressure dis-kribution a t a speedcorresponding to 30 h o t s full size is @pen.

17. mkinscm, John 3.: The Design of the Opthum H u l l f o r aLargo Long-Ran&e F l y i n g Boat. M C A AEE! No. L4112, 1944.

Principles f o r bsi&ng t h e optimum h u l l for a lare long-ran@ flying boat are proposed to 8 w L t the requirements of minimumdrag, seaworthinass, and abilfty to kake off an d land at allo p r a t i o n a l gross weights. The prina. lple3 include the use ofmoderate gross-load coefficients, ~hu1pl0 orebody hng the , Etnd deeps teps and t b cloee adhumnca of the form to that of a s t r e d i n ebody of revolut ion with a moderate fineness ra t io .

The validity of tho design p r inc ip l e s is i U u s t r a t e d bjr the

r e s u l t s of t e s t s in U e y no. 1 and i n ,the Lgylgley two-dimnsLonaJ, low-turbulence p?esame tmml of the f 0.m of the h u l lfor a hOO,OOO-pourad transgo;Lt f l y i n g boe 1;. T k s e r s a u l t s indicatethat for l argo a i r p l a n e s satisfactory byd.roayaamic characterfaticscan be attained without aa undue peml tg . Jn P l i g h t pepformancecsueed by th6 drag of th e a t a p and the chiTlEta ,

The effect of size ox1 the p r o p o r t i o m and the take-off par-foma+ce of long-range flylng b o a t s 13 shown for three hypotheticalr u i n g boats having gross wights of 120,000, 3OO,OOO, and. .

483,000 pounda and the 8 wing loading, parer lWing, Ehnd h u l lloading. When theso loadings are held conat&at, t he s ize of thehull r a b t i v e to t ke wln& and th e --off tinvs and distance a r edecrsaaed as the grosa might :Ls increased.

The h u l l of the f l y i n g boat, aside from its inherent a b i l i t y totake o f f and l arnd at sea, provides m inrme(iiata solution for thelanding-gear problem of la rge long-range airplanes.


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Up2er and Zmer l l m i t i n g value8 f o r t h e coefficient in oach fol.llcllaw e x fouud by camparison w i t h f u l l - s i z e f l o a t o found t o Be good byt h e !Pes+, Cormittee. .


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25. Pwsleg, A. G., and Fairthorne, R. A .: Note on AirworthineeeS t a t i a t i c e . Rep. no. A.D. 3123, B r i t i s h R.A.E . , M a y 1939.

T h i s note b r i o f l y discusses some general queetions now misin@lin the ana.l3ais of atatiatical &a such &B are b c l q col lec ted onf lying-boat d.ig??i;ing ;nd take-off acce&erations. The relationebetwaen such 10- data and airplane sccident statistics areindicated. Attontion i a . d m m to the ultimate va l ue of ganeral workon thie quss t ion both f r o m the &a ty anrl . the deai& 8tandpoFnts.


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Cru~eing peed . . . . . . . . . . . . . . . . . . . . . . 168 km h or14ex3m.m range . . . . . . . . . . . . . . . . . . . . 3,200 lm or

aspox. 1,990 miles

epprox. 10 mph


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40. Sueter, bhn-rey F. Report of Experqmnts Car;-fed Out with aHydro-Aeroplane, with Notes air& S u g g e s t i m s f o r FurtherEx pe r imn t s . R . & M. No. @, B r i t i a h A.C . A , , 1919.

Mark I f l o a t Mark IV float

3Ias-k I I f l o a t Mark V I 1 f l o a t


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Taka -Off


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43. O l s o n , R. E. I m d A.Ufeon, J. M.: The C a l c u b t e d E ff e c t ofVnxioue 3ydrodynmfc and Aerodynanic Factors on %he Take-O f f of a Large Fmng B w t . W C A Rep. No. 702, 1940.


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a. &owley, 3 . V., Jr., asd Runan, K. M.: C h a r a c t e r i s t i c s of aBoat '.type Seaplane during Take-Off . XkCA Rap. no. 226, 1926.

a p e d of 24 miles per h o w.c


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46. Crarley, Jahn V., Jr., and Ronan, R. M.: Chmac te r i a t i c s of aTwin-Float Soap- d ~ w w a k e - O f f . NACA Rep. No. 242, 1926.


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XACA RM No. GI13 29


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49. Shoemker, J e m a M., m d D ~ K B M , John R.: The Effect of T r i mAngle on t h e W e - O T f Pel.forma;nce of a FlyLng Boat.NACATN Yo. 436, 1934.

( 3 ) The b e s t trim for a &van water speed. wtkh 8 hoed wind ofl e s s 231m 15 knota does no t d i f f e r by nore than lo from the beat, t r i mw i t h no w i n d .

It f a &arn h a t the relatiori betweenthe time for take-off t of eeaplenes and

the groaa weight W andfL- boats is of the form -


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EM No. L6Il3 33

B w & a r d t , Jose.ab E.: A S-Peciffc Chart


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T h i s supplement extends th e o r i g i n a l b i b l i o g r a p w (a.bstrao.t; 6 5 )by listing books, papere, and articles p b l i s h e i i between 1938 an d 1940.


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.. EYDRODYItMfCSkneral


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81, Schrijder, I?.: DsternLnatim of E e s i s b c e m d T r W g Momentof PlanLng Water C r d t . NACA?IM No. 619, 1931.

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NRCA RM Bo. L6I13


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It should be not& tihat a la rge asnount of basic p1turin.g datai e included.

84. P e r r i n g , W. G. A . , m d Johns'ton, L.: E y d r o d y n m t c Forces andMomonts on a S f q l e Plmiw S u r f a c e and on a F l y i n g B o a tE u l l . R. 8 M. No. 1646, Bri t i sh A.R.C. , 1935.


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MACA RM No. L6113


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NACARM KO. L ~ L L ~ 61


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, . . .- ACA RM No. L61132


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Tests made at the [email protected] "canhs to datmznfne the charactoristfcrjof hyikrofoils of var50us sections have proved t o be of coneiderableinterest In the design of blzdes of' s h i p propellers. Test6 have been

made of two h y d r o f o i l s of plano-convex (og iva l ) sec t2on w i t h 2--and 6--percent chord thickness.

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(4) E ff e c t of increasing height of bow

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( 5 ) Effect of increasing height of s t e r n

( 6 ) Effect of fncreeeing m@e of dead rise at bow, .

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R o u n i i i ~ h e chinee at the bow rse17.lts in very 2oor sprayc h a z c t e r i a t i c s i n szlooth water md probab1:- w o u l C be inpracticablein rough weter.


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122. Tmscot t , S t a m , m d Dawaon, Jaw R.: A Compx-lsm of t h eResul ts fron General. Tank Tests of I./& and l/l2-FuIl-SizoModels of t h e B r i t i s h Singapore ZIC Blying Boat. NkCATN Mo . 8 9 , 1942.


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149. Locke, F W. S. , Jr .: General Rosiatanco- e s t s on Flying-BoatHull Modela. NACAARR No. 4Bl9, 1944.


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100 - IWA m WO. ~6113


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174, B a k e r, G. S., and M f l l a r , G. E.: S m e l 3 q e r ? ? n t s i n Corymtdonwith th e Design of E'loats f o r Ey&o-Aernplanea. With anAppendix on Testa in -the Mind C-1 to Determine the WindForces on Hydrdbropletne Floa t No. -4% 'by L. Bairntow.R. & M. No. 70, B r i t i s h A.C..A,, 1919.

' Testa of a f l a t planing su r f ace were &e at t h o Wi1U.a FmudeITational Tank +A whioh t he U f t asld resietaslce were measured atVai. iOUS f i x e d values of draft, txh, and s p e d . Tho 1if t"res ia tanaer a t i o w a ~ m d t o decrse.se with increasing trim (above 4 and- draft.

Specific fixed-trim t e s t s of several modela of f l oa t s for twin-float eeaplmbnea wlth t a i l f1oa.l; w e r e aloo made. Tests at one speed&owed that t he d i s t a s l o e between f 10a.t~ n one eSpe of twirtif1oa-bseaplane had p r a c t i c d J y no e f f e o t on - m s l s t a n c e ox xLse. F l a tbottcans m d RtraigPlt keele were founcl to be more e%Y,oient than. roundedbottoms and convex keele. F l o c t o w i t h a tail (afterbody) and a s t e pg i v e & smaller, is.t;ance between the oenter OP buoyarioy at rest andthe cen t e r of pressure at hi& a p e d than that of floats without a -1.It is of m a t importame that as t h e f loa-t 3-3688 nothing Ehould pre-vent t318 a m e m of air to the s t ep . Step ventilation, produced by holesf r o r m the top 02 the float or br '*rnudgmrds'' whioh prevent th e waterfrom o l l n & n g to the vertical s f d e s near the s@p, successfu l ly allowedair t o flow t o t h e atep.

Model

made

pic ture8 were talcen of .the spray and ecrme photographs a r e fracluded._1

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The MACA &del l l - B , whioh has a langftudimlly concave pLaningbottom forward of the step; was t e e t s d in Langley tesk no. I m r


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wide range of loadings. The results of the b e t a a m presented a8curma of resistance M d tr imning moment p l o t t e d againat speed forvarious trim and as curms of best trim and res-ls.tanco and t r f m i n g -

lllcanent coeff icitenta a b bast t r im plo t tea against q e e d cceff ic lent .The c h a r a c t e r i e t i c s of t l i e form' at the opt- trim are camparedwith those of IWCA model U - C , which h a 8 the sama form with t h eexceptfon of a planing b o t t m ltzn&itudinaX& trafght near th estep. Photographs of. he mOaels being towed in t h e tanlr areincluded for a compmison of the Spray pattern. A discuss ion ofposs ib l e e f f e c t s on longitudinal . s t a b i l f t y is included:

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222. Shaw, R . A.: The Effec t of Accelemt3.m & t h e Jkcg of theSunderlard EU. . Rep. Eo. E/Res/l36 . A o t B r i t f e h M.A.E .E.,Oct. 1, rg40. ' . , .


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NI?CA RE! No. ~ 6 n 3 -a = angle of incidence at *act

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225. Eichaudaon, E. G.: Expect on Weter: A Sumnwy. Xep. No.H/Lm/Bss. 24, British M.A.X.E. , J m . 4, 1945.


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245. Locke, F W. S . Jr. : "GeneralH ainSpray Tesp;S of Flytng-BoatModela i n t h e Displacement PZuqp. NACA AHR no. 5A02y 1943


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XACA RM No. ~ 6 11 3


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287. Naylor, P E . The Effec t of Weight Variation on h e VaterS t a b i l i t y, 'prfm an d Elevator Effectiveneos of a Sunderland111 A b c r a f t duriag Take-Off and Landing. Rep. No. H/Ees/l7l,B r i t i s h M.A..E.E. , Feb. 19, 19h-b.


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291. Per r i ag , W. G. A., asd Extchineon, J. L.: Full S c a l e and ModelPorpoiRing Te s t s of the Singapore I I c . R . & M. No. 1712,B r i t i & A.X.C., 1936.


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HYDRODYNAMICSLongitudirusl Stability m r ay - S t a b i l i t y C h a r m t e r i s t i o s

(4) The cushfoning effect roduced on the full-scale seaplaneby plugging the d u c t s at the entrances infliae the hull was not foundin tne mobi tes ts . .

305. Smith, A. G., and TrJhite, E. G. : A Review of PorpoisingInstrtbility of Seaplanes . . Rep. No. H/kes/l73, British M.A.E.E.,Feb. 29, 1944.


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(1) Forebady, associated with flow o-r the forebody near the step

(2) ForeboQ-afterbody, associated with flow over the forebody

( 3 ) Step i n s t a b i l i t y, associated w i t h sticking of the af te rbody

An extensive bibliography 5 8 included.

and the aftor 20 to 30 percant of tha afterbody


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NACA RM No. L6Il.3

- ... .HYDRODYIWMICSLongitudinal Stabflity Thdesc Way - S t a b i l i t y Characteristics


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F l c a t w b g arrangement


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WCA ~ipl O. ~6x13

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3%. Parkinson, John B. : Tank Tests of tha 1/8 2ull-Size DynamicModel of t h e Consolidated Model 31 Fl- B o a t with theForabody Lengthened - W.A.C.A. Model ll0-L. NACA Bupp. MBConsolidated Aircraft Gorp., ~ u n e 3, 1940.

Te a t s were made of a -s ize dpamic mode of the Consolidatedi8model. 31 flyine; boat v i t h the f rebody lengthened by i n c r e a s i w t h s ,ep&ciq3 of W e e t a t i o m f r o m bow to s t e p . Thie procedure, . i naddition to increas ing the l eng th of the planing bottom, d8craaaedthe cu rva tu re of th e buttocirs and. the b l u f f m a s of the water linesat the bow. The result6 Lndicated that thia m d l f i c s t i o n had littlee f f e c t on the stable r a q p of positions of th e canter of grmZty


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a d that a more i m p o r h t , e f f e c t w as an impmvement in the cleatmesaof r

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32l. Llewelyn-Davies, D. I. T. P. : Tank Testa gn a H u l l w i t h t bBlain Step Faired i n Planfomr and Elevation. Rep. No.Aero 2029, British R.A.E., May 1945.

Tim effect of increase in load on th e parpoising oharacteristiosis to ra im both limits, w2th a tendency for the upper lm t t or f ee m re r a p i w , but less regularly, t han the lower limit. T hef r e e - t o - t r i m at t i tudes also r i e a with increase in all-up weight.


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Conclusionq. -

(a) The shape of the h u l l to wMch stubs a r e attached isr e l a t i v e l y m3nportetnt asd a spec ia l desim of h u l l ie not requfredwhen this form of' stabllizer is used.


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335. Gott, J. P.: N s t e on the Dimc t iona l Stability of E b a p b s ont-3.e Flatar. 2 . & M. No . 1176, B r i t i s h A.R.C., 193'1.


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212 - R4CA RM No. a113


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T h e . nvestigation m a divfdod in to tho f o l l o t r 5 rg broad groups:

Conmntional Invosti@;atton without Running P r o w l l w e


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(1) ffects of miscullaneous modifEcaWons, chiofljr on letand drag

348. Gbthert, B., and Ribnftz , V. : D3r Luftwiders,tmd von Sckwimmarmund Flugbooten. Luftwissun, Bd. 6, Nr. 3, Maroh 1939,pp. lOl-lO7. (Availablo a8 B r S t i s h A i r M i n i s k y h.anslatmnNo. 1042.


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1. The l ea s the " ' tat ion of t he l i f t , drag, asd pitching-mament coe fff c i an t s with th s m g l a of atLtwk a and of tha lataralf m c e , t h e drag oceff fcfent , and *e yawing-mxmnt coefficient

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For tho reason of a s y m u t r y of thij model aad %ha prosonce ofCut-outa, windshields , radiators,and s tepe , thore is h pair off o r c e s giving i n some caeee a 2 o s l t i v o Ebnd i n sane c a s o s a nostive


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224 NACA RPI No. I 6 11 3 -


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OPERATIORPiloting


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UPESATlOpJP i l o t i n g

364 Anon: S S l @ i R A& fi M


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364. Anon.: open Sea Seaplane ,@orations. Rescue A&-fiaom Memo.No. 066, A i r Sew Reac-im A@my (Washington), 1945.

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lBACA RM no. ~6113

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Lnstructians are given f o r p i l o t a cn the operatioa of seaplaneswhile on t h e water &nd i n the air. The top ics discuesed i n c l u bnomenclature, taxying, sailing, approach and departure, taka-offe,landings, and c r o ~ ~ - c o u n t r y eaplanes f l y i n g . The topice arediscussed In SOB d e t a i l ELnd a n attany?t 18 mada to Fnclude allcondit iom w d a r which operation might be mceesary.

T h r e e a t t i udes for -Fng ara discussed: i d l i n g (speed l e e sthan 8 gh) p d In th f i t t ttit d ' th


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than 8 mgh), ~ B Bp, and p- In tha f i r a t two attitudes ' thecon t ro l nhould be held full back. ~ n rder to s t a r & planing (weedbetween x) and 30 mph), th e control f s held f u l l back and throttleopened e d e . As the 8e@Etne shows a tc,ndencx to rock over 3n th e atep,the controls should be oved f o r m & to neutral or sommhat folwardof neutral. During plaJring a vary &f&t back prassuw. should baha ld . A tendency to p o rp o i w should ba corrac-d by back prassura

on the controls . Turns B'G p lan ing speegs should be made oa u t i owly,e s p e c i a l l y i f win& exceeds 40 miles per hour or i f wavae m a high .

A s a general rule if the wave he igh t exceede m-f f h thelengzh of ';he floats, tak8-off should no t be at'cElqbd except 'bytha m o s t expert aaaplme p i l o t s . For t ab -o fz e s e y wa+&r,"rocking'! t o get on the @ap or trucylng acrcss t h e wah of surfaceboats ie advocated. It i's s t a t e d t h t the w a b r rasistanca 5sreduced by one-half mar mt-awq if o m float of a twin-floatseaplans is lifted out bx m e 02 th s aflerons.


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235 NACA RM No, ~6113

RESEARCHEquipment

381. Cremom, C.: Investigations an d Teete i n th 8 TowingGuidonia. NACA 2 4 No. 892, 1939.

The p r i n c i p a l object of the Hydrodj?larmtc Saction a$, uidonlai s the investigation of the forms and the e t * of t he .behaviorof th e h u l l 8 and f loa t s of seaplams. Resistance t e s t a of thegenera l type a r e conducted on f l o a t 8 and h u l l s and p e r f c m c et e s t a of' d y m x ~ c a l l y i s i L a r m d e l n of specific d e ~ i g ~ ~ re madst o deteermine the best l o c a t i o n of wing .strutsr horizontal tailplana, pos i t i on of t he propel lers , etc' . , i n relation t o t h e size ofthe wave formation. The towing basin and equfprnent have beendiecussed i n detail, om s r e a u l t B of t e s t s have been given, and asumznary of t h e type of work - both theore tLca1 . and e q e r l m e n t a l -that is under way liaa been p n e n t b d .

The t o w i n g bas i n is 460 meters (1518 f t ) long, 6 maters

(19.8 t ) w t b , 3.50 meters . ( ~ . . 5 5 t ) deap. TVC twin61c a r r i age s a r e used, both of which run en pneumatic t i r e s . The Ilarger carria@, which weigh 6002 ki logram (13,290 lb), . i s ab r i d g e - Q p e car r iage . Each of the f o u r w h e e l s is poworsd by a25 h dh l i Y l h h i


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25-horsepower dh-ect-current e l o c t z i c m t o r, Y l t h t h i s power, th0cazrlage can a t t a i n a mmum a p e d of 20 meters per second(65.6 f p s ) and a m i n ~ m ~ l peed of 5 c e n t a t e r s p e r second(0.164 f p s ) . The tsmaller carriage, whfch [email protected]@ Bilo@%ms(4400 lb), i s a monorail to- carriage w i t h one OF two p a r a l l e lcantilever arm, which extend t o t h e center line of the tank anda t the end af which I s suspended the mcordJng appamtus. Thec a r r i a g e run8 on three wheels - and ha6 'a 100-horsepower motor w i t hwhich a .speed.of 40 meters per second (131.2 f p a ) can be reachedwithln a minimum i n t e r v a l of 10 seconds; intermediate speeds canbe o b t a i n e d . by fine regula t ion . . A do~presseil-air atapul t 16available f or use when ve ry high speeds m u s t be a+, fafned in the 's h o r t e s t poss ib l e tW. With a mxi ;num presetare of 50 atmospheres,a speed of 100 metera per second (328.1 f g s ) may ba a t t a f n e d . .

Theforces

a r emeasured

by.a

t hr ee- or six-cmponenth lance .The hydraulic w i t t h a t ie w e d in the -dynamr?me-t;or n d i c a t e 8 loads

& e high a8 s e v e r a l hundred kilograms w i t h extremely mal l e r r o r an d,w i th a negligible de f l ec t i on . 8 .


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NACA RM No. L6Il3 239

r

.

RESEARCHEquipant


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MascFnum w e d , f p s . . . . . . . . . . . . . . . . . . . . . . 90Working accelaration of c m i a ~

. . . . . . . . . . . . . .0.2g

&per l b i t of acceleration . . . . . . . . . . . . . . . . . 0.3gLength of tantc, ft . . . . . . . . . . . . . . . . . . . . . . 3400Width of tank, ft . . . . . . . . . . . . . . . . . . . . . . 18

.Duration of mxlrmrm speed ccrdit ione, 880 . . . . . . . . . . 20

k p t h of water, ft . . . . . . . . . . . . . . . . . . . . . . . 6-

240

m C H. . quipment

MACARM No. L6I l -3

cbntrol of b o t 3 the steady s p e d and the- rate of acce lera t ionof the carr iage i s recommended. The advan-ge of a carr iage systemthat permits t e s t s a t constant draft l e s t r e s s e d . A form of tankdesign is proposed that w f U r e d w e car r iage weiat t o a minimmand at th e earn time eliminate any serious d i e t u r w c e t o the a i rin th e neighborhood of the mode under t e s t .

387 . Coombes, L. P. , erring,. W. G. A . , and. Johnston, L. : The Useof Dynamically Similar Models for Determining the PorpozsingCkbaractsristics of Seaplanes; R. & M No. 1718, British A.R.C.,

1936The methods of te0tFng dynamic model8 an d .the apparatus used

at t h e R.A.E. tank m0 discussed.

The r e su l t s of a w i n d - t m e l inves t iga t ion of the a i r flowabout t h e carr iage Indicated t h a t the m o d 3 1 should be towed from apoint several f e e t i n f r o n t of eke carria@. A l t h o m the changei n a i r v e l o c i t y dm t o the carr:age is neg l ig ib l e , the d o m m s h i nth e neighborhood of the w i n g 6 and tail neoessi taks an :ncraasoi n the a n g l e of incidence of these Eterodymmic surfaces. For theusual t e s t s the models ar e f r e e . t o r i s e and t r i m .but are re8traZnedi n roll and yaw. Accelerated We - o f f s ar e of ten omitted as t h e yare considered of little importance , and l andi ng testa, i t h the

i l t d ib d t ti l t l 8 f t


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equiplnent .descr ibed a r e n o t entirely mt l8 fac toq r.

The models a m lMt& in span t o 7 feet and m y e furtherlimited in size by the to p speed of th e carria&, which is 40 f e e tper s e c o ~ @ . The h u l l s m e co~atructe& of hcllowed balsa, s t reng tbned

at the chines by aluminllm spraying. The structure is keg t as, lighta8 p o s s i b l e to o b t a i n sca le t r i mdn6 mmnts of Znsrtia. It labelieved that, although aerodynamic surfaces are necemzwy, t h yneed n o t be accu rately reproduced. Sim plific ation of ccnetrmctionhas been accomplid-md by:

(a) U& e q u i v a e n t r e c t a n w wings of constant sectionIn place of w i n g 8 having o t h e r pl-&n forme, m a p b a c k , taper, ordihedral .

3 8 8 . coombes, L. P., P e r r i n g , K t G . A,, B o t t l e , 3. w., andJohnston, L. : Tssts on t h e Wall Znterfsrsnce and DepthE f f e c t i n the R.A.E. Seaplane T a n k and Stele X f e c t Te s t a~n Hulls of Three S i z e s . R. & M. MQ. 1649, B r i t i s h A.R.C. ,1935

Purpose of invest1mtion.- The ne w tanl r bu:lt a t the R ~ y a lA i r c r a f t E s k b l i s b n t for seaplane research and development ie


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24.4 NACARM NO. ~ 6 11 3

Some work v as done ,on a mode1 with an inmrted-V or sled, box.It w as found that although th e spray C h & r i C b r i S t i C f 3 were good thehigh a i r drag and the coanplications in construct ion and operationmade i t Impract icable fo r deeign considerations.

.


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391;Gott,

J.P. :

Compariacm 'o f R e e u l t s of Tes te of the Sirqapore I&Model H u l l i n Five Tanks. R. & Pi. No. 1785, Britieh A.R.C.,,1937

Teste have been mde of the Singapore IIc model hull i n fivedi ffe ren t t anks: N.P.L., Shor t Brothers,' Canadian t; anl r a t O t t a m ,R . A . E . , and NACA. A comparison of these b e t s $3 dxff1cul.t; becauseof the d i f f e r e n c e s i n tank technique and because the a m model W ~ Snot u s e d in a l l the t e s t s . I n order t o make th e crnp%?:s& moracomplete, a n e w series of t e s t s has been made in the R.A.E. tank.

. .

Compakson of th e drag masuremnts in varr idus tanks: showsgeneral ,ag-eemnt bu t th e detail differences a r e considerable. Thesedifferences ham been a t t r i b u t e d t o differences i n technique,

6

c MACA RM No. ~6113 245* .

. .

experimental error, and th e use of d i f f e r an t models. CoclpeJrLsonof . he p i t c h i n g m n t s measured i n three t a n b ahm eystematlc

differences of the order of LO to x) percent. :These di ffe rencesh a m not been e , q h i n e d , Recerit expr i ence s u g ~ s t s hat an yfuture congarfeona 83ould be . =de with m~fbl~ o r '7 f e e t long.

392. Locke, F. 'G S., Jr. : A Ccqa r f so n of ' he Porpois lng Chmac-t e r i a t i c s of Duplicate 1/30 I-WLS of . the -=-IFly ing Boat. Rep. Ho. 161-C, S t e v e n s Lnst. Tech.,Ja n 13, 1942.


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2 G NACARM No. L6Il3

cESEARCETechnique

models are balanced vertisa;lly cand horizon-ly about the center ofgravity by bal las t nefghts, which brine the center of gravity sfth e h u l l t o the chosen oenbr of gravity of the canrplete airplane.The models a r e counterweighted t o provide accurate control of theload on the mter. The sections of the hull a r e a u p p r b d by astrongback that perm its removal of any sect.ion or sections an&thereby simulate8 flooded c q a r t m e n t s . TrLm and r i s e lneasurementsa re taken visuaUy from sca l e s mounted on the su2gorting cables andon the model lbasumments a r e ueually W e n at four canters ofw a v i t y o v e r the design ranB, and plots of t r i m and draft aga imtcenter-of-gravity posi t ions a r e preeented. I f considerable care

is taken i n t k i e design and operat ion of the equipment a;l d models,the accuracr of measurement should be within 1 percent.

394. Stout , $ m e s t G. : Experimental Determination of HydrodynamicS t a b i l i t y. J o u r. Aero. S c i . , vol. 8, no. 2, Dec. 1940,pp. 55-61.

The a b i l i t y to pred i c t Iyp3roQnamic e t a b i l i t y % y 80m simpleexperimental mans, analogcms to wid- tunne l testing, ie of greatimportance t o the mmufac t m r of flying b oa t s and seaplasles. Sucha method. i s outlined whlch involves the testing of a dyaa.nicallysimilar tank model. The c l m a c t e r i s t i c s an& construction problemsof dynawc tank models a r e considered aa well a a a ppneral discussionof th e te et in g techn2que.


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While f u r t h e r imprcvemsnts i n ~llsthods w d ' e q u i p n t a r e dis-' cussed, i t i s conclude& that the preeent development i s adequate

f o r the determination 02 th e range of stability and the proper

loca t i on f o r th e s t e p . These conclusione are substantiated by th eresults of full-scale correlation.

395. Gott, J . P.: Interference between Air Flow and Water Flow i nSeaplane T&nk T e s t a . TN No. Aero 1460, BrFtFf3h X.A.E.,July 1944. , .

In routine water-resistance masurements, corrections a r ea p p l i e d f o r t h e air forcee on 'the m o d e l and msasurtng. p p r a t u a .These correc t lorn & r e datern iaed by towing the modal , jua t abcve thewater surface; the a i r fo r ce s and moments nzeasured w e w e d as -tarev a l u e s . Tank t e s t s have indicated that t k orcee on a model canbe largely affected. by a i r f l o w around the model and that tha u s u a l


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.

C o h , M.: 290

Cram, Ralph L. : 3


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Dougias, G. : 227. . .

Dralay, E ~ ~ g e n e . : E l, .

256 NACA RM No. L6Il3

-bner, H. : 27

Eieeriberg, P.: 79

Escantb, IkopolC: 75

E u l a , Antonio: 160

Evans , G. J.: 218, 326, 32?

Fairthorne, R. A. : 29

FeSlnsr, Leo F. : 332

Fisher, E a z e l S . : 4

Fle tcher, G. L. : 305, 376

Fmihofner, Anton: 271, 29's

Ful ler, Dell: 164, 181 . . . - . , .

Fullmer, Feliclen F a , r. : 351

Garner, H. M.: 375, 401 - . . - . .-., . . _ . I


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Griffey, W. J.: 67

Grlffitha, E . . A . : . 34'3G r i g g , A . D.: 233 -

* Grmberg, V. : L15

Hamilton, J. A. : 301

H&Tper, D. L.: 77

Hartam, Edwin F. : 155, 340 < -

Havens, Robart F. : llg, 216, 318Eerrmann, H.: 172, 173, 199

H i l l s , R . : 183

House, Rufus 0. : 154, 156, 339

Hugli, W. C., Jr. : 277

Hutchlnson, 3 . L. : 54, 291, 363Inverarity, W. M. : 61

Iming, H. B. : 35 2

Jacobs, Eastman 3. 378,


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, ,

Johnston, L.: 84, 387, 388

JOIIEIS, . T,: 223, 2~7, 236

Jones, R.: 343, 346

K a h B , C. E., Jr.: 251

Gw , E. M.: 134, 135, 137, 143, 144, 145, 146, 289

Kempf, G. : lw, 80Ktng, Douglas A. : 107, log, ~ 8 ,43

m

. .- *

. .

Klein, Milton PI. : 275

Klamin, Alexander: 264

Kloess, E.: 199

NACARM No. L6113

Knapp, Robert T. : 101Kohler, M.: 341

Lslldweber, L. : 73

Langley, MEbrcua: 30

L ~ W , ictor: 31

Liabers , F. : 38

L i m y I J n d s w J . : 119, 159, 269, 279, 324, 325Lipson, S t a n l e y :

344LlEtmlyn-Wvies, D.I .T.P. : 120, 265, 305, 321


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Mae, IJewton A. : 243

M a & m d , Julian I).: 357.

259

Nutty A . E. Woo&wexd: 47

Olson, R o l a n d E. : 43, 121, 154, 159, 178, 184, 203, 246, 248, 268,274, 282, 284, 299, 311-, 317, 396

O u t m a , Vernon: 53

pabet , Wi l h e h : 96, 226, 372


263/278

F e l l , G. N. : 34 3

Parring, W G. A. : 84, 267, 291, 379, 386, 387, 388Pierson, John D. : 58, 251, 264, 283, 333, 334

Povitzky, A.: 9

Priester, A . A . : 3

PugsleJi, A. G. : 25R i b n i t z , W. : 348

Richanis, G. L. : 47

Xichardeon, E. G. : 225

Richardson, Holden C. : 11, 220

Roche', J. A . : 3

Rogers, M.: 57

Rohrbach, Adolf ' K.: 35, 39

R o n a n , IC. M.: k4 , 45, 45

Rowniantzeva, E. : 3 6 0

Rumpler,, E. : 14

Eabathe, Georges: 182

Baabrau8, A. : 85

S c h a i r e r, G.: 33 6

NACA RM No. I6113


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Schne ide r, M. G. : 28 5

Schildhauer, C. E. : 2, 370Schmidt, Rudolph: 170

Schmieden, C. * g8

Scknadel, Goorg: .28

Scirrijder, ?mal: 52, 81, 86

S c h u e t t e l , Frederick P. : 8

- I


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262L

Venduzfo, Rudolfo: 51, 221

Kla&imirov, A . M. : 71

von K&T&.?., h. 93Wadi i n, Kenneth L, : 106, 163

Wagmi-, F. D. : 362

Walckner, 0. 1ll

Ward, Kenneth E, 108, ,158, 96, 274, 282, 283, a, 99Va m m r , E d m d P. : 7, 69

Veinfg, F.: 91, 103

Wenzinger, Carl J.: 337

Wegl, AlTreB Richard: 41

White, H. G.: 261, 305, 397

Willis, John M., Jr.: 133.

Wilson, H e r b r ' t A., Jr. : 344 -

Wo l f e , C. M. : 270


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. _ _"..."" - . . - .


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(Munbere refer t o abstracts. T h e letter X (experimental) Ebnd &elnumber have been d e b ed from Naval seaplane d e s i p t i o m . }

A l l i e d Aviation 12-place f l o a t - w i n g glider: 312

Beam: 12, 18, 64, 92, 235, 142, 185, 2110, 283, 316, 356 (See alsoLength-beam ratio. ,

Boeing mode 314: 256, 274


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Boeing PB: 190

Boundary l ayer : 376

Bow form: 64., 75,t 197, 250, 253, 393

Bow heist : 121

Breaker s t a y : 22, 283

Buoyancy: 23, 34, 64, 67, 68, 393

: a

c

c

Bureau of Aeromutfcs deeign M. 82: 176 .. ..Bureau of Agromukics Mark V float: 195

Bureau of Aeronautics Hark VI float: 195

Cavitation: 64, 74, 98, 99, 100, 101, 102, 103, 105, 108, 111,U T , 378

C o a n d a e ff ec t :

Curtiss Nc: 191

Curtiss sc: 344


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.

266

-Dornier D0.X: 37Douglas DT-2: 46D O U ~ U S YO-44: 213

Edo mode1 37-15750: 207

Edo m o h l 38-3430: 208

Edo model OS2U-2-68: 357

Edo model OS2U-2-68F: 357

Edo m d e l P: 136. .

F-3-L: 4-4

Fairchild Amphibian: 206

Fairey N . 4 : 137


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Forebody length: 15, 17, 22, 64, 154, 168, 240, 241, 243, 280, 307,315, 3m

Guidoni SVA f l o a t : 117


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268


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I Rohrbach Ro 11: 39


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Shor t Crusader: 354

S h o r t Empire: 322

Short Saro 37: 48


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... -


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a

Y

Water rudder: 14

W L n g loading: See Hull lortding.

wng setting: 43, 49

.II


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c

i


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?

NACA RM L6I13 Abstracts Pertaining to Seaplanes

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