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This report gives the results of wind-tunnel tests with a seaplane model as a contribution to the solution of the aerodynamic problems. In the tests it was assumed that the seaplane rested motionless on the water and was exposed, in various positions with respect to the supposedly flat surface of the water, to a uniform air current 0 to 360 degrees.
During the course of an aerodynamic loads investigation of a model of the Martin XP6M-1 flying boat in the.Langley 16-foot transonic tunnel, longitudinal-aerodynamic-performance information was obtained. Data were obtained at speeds up to and exceeding those anticipated for the seaplane in level flight and included the Mach number range from 0.84. to 1.09. The angle of attack was varied from -2deg to 6deg and the average Reynolds number, based on wing mean aerodyn&ic chord, was about 3.7 x 10(exp 6). This seaplane, although not designed to maintain level flight at Mach numbers beyond the force break, was found to have a transonic drag-rise coefficient of 0.0728, with an accompanying drag-rise Mach number of about 0.85. A large portion of the.drag rise and the relatively low value of drag-rise Mach number result from the axial coincidence of the maximum areas of the principal airplane components.
The Sprat is similar the Blackburn Swift and Dart models but is designed as a trainer. It is powered with a smaller 275 HP Rolls-Royce Falcon engine. It is a 2 seat biplane with equal sized upper and lower wings. It can quickly convert from a land to a seaplane.
This is a multi-engine monoplane with a central hull and without external bracing. The trim of the seaplane on the water is assured by two wing floats, one on each side of the hull 9 m. from its axis. It has a total power of 2100 HP. from 5 air cooled Jupiter radial engines.
It's fuselage is made entirely of wood. It has 6 gasoline tanks each with a capacity of 255 liters. It is a single engine biplane with wings mounted above the body of the seaplane.
This report covers the following aspects of large seaplane design and construction: heavy wing loading; propeller design; how the motion of the airplane is affected by increasing the dihedral angle; power plants; floats; and the hull.
Effect of gross load and bow modifications on hydrodynamic characteristics of subsonic mine- laying seaplane
Societe Provencale de Constructions Aeronautiques, builder of the "Meteore 63" has constructed a three engine (biplane) seaplane which has met conditions for a seaworthy certificate of the first class.
The Calcutta is a large seaplane, with seating for 16 and a payload of 3,400 pounds.
This part of the report presents characteristics and graphic representations of water resistance. The laws of similarity are discussed as well as the theory of model tests. The test procedures and model tests of other countries are also discussed.
Different float designs are presented and the investigations are discussed.
History of early seaplanes and associated hydrodynamics
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.
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.
A model of the F-5-L seaplane was made, verified, and tested at 40 miles an hour in the 8' x 8' tunnel for lift and drag, also for pitching, yawing and rolling moments. Subsequently, the yawing moment test was repeated with a modified fin. The results are reported without VL scale correction.
The speed, barometric pressure, and number of revolutions of the engine of a seaplane were measured, including tests with stopped engine. The mean data obtained are given in the following note; the results of the gliding tests are used for the computation of the lift and drag coefficients, and by making use of them the results of the engine flights are used for the computation of the propeller efficiency.
Performance characteristics for the F-5-L Boat Seaplane are given. Characteristic curves for the RAF-6 airfoil and the F-5-L wings, parasite resistance and velocity data, engine and propeller characteristics, effective and maximum horsepower, and cruising performance are discussed.
Values of lateral and longitudinal metacentric heights for various seaplanes were calculated by means of approximate formulae derived here. The data are given in tabular form. Upon plotting these metacentric heights against the corresponding gross weights, it appears that the metacentric height is approximately a straight line function of the gross weight. For the lateral metacentric height GM = 13 + .002 W and for longitudinal metacentric height GM = 15 + .002 W, GM is in feet and the gross weight (W) is in pounds. Although only approximate, it is thought that the values indicated here are a reliable guide to current practice. It is recommended that the longitudinal and lateral metacentric heights be made equal and of the value given by GM = 15 = .002 W. The proper length or spacing required to satisfy the indicated value may then be obtained from substitution in the approximate formulae for metacentric height.