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MARCH

18,

1920

in resistance, running angle and stability was very satisTABLE V.Some Types of Flying-boats factory. Results obtained in trial flights with America and Designed and constructed by the firms named. P/5 machines have also confirmed isolated detail predictions The speed given is that for leaving the water, normally based on tank experiments, and warrant the use of model slightly above the minimum speed for the machine. results for estimating work. 17. Wing Floats.These are secured to th under-side of Dimensions in Feet and Lbs. the lower wing, immediately below one of the struts. When " j * '""'*' planing at high speeds, both wing floats should be well clear : y Type ^"^T : - of the water. The chine line at main step will then be slightly 'Mt^ 'X:'s:/,,: :_::,jr a lower than the general water level, and the bottom of the o wing floats should be at least 2 ft. to 3 ft. above this- level 3 for a machine of about 10,000 lbs. weight and above.' In small machines, this clearance might lead to undesirable inclinations ; 0 when at rest the transverse inclination should and Messrs. Vickers, Son Supermarine Sopwith not exceed 3 to 4 0 , and less clearance has to be accepted Designed made by and Maxim Aviation Co. Avn. Co. in their case. Displacement lbs. normal cargo 3,200 18,300 101,000 2,300 A is THE: LOAD DISPLACEMENT 2,150 B.H.P. 270 1,300 5,200 V is T H E T & E T T I N G OFF"SPEED 100 No. of propellers 1 2 4 1 -C.E.I.TYPE Speed, getting = AMERICA off in knots.. 48 49-5 About Attained =FS. 50 128 on Hull trial. Length a. o . (overall) . . 30-2 53-0 120-0 26-0 18-o LOAD ON WATER = F Length (stem RESISTANCE " R to step) . . 10 -7 21 -6 II -2 42 9 Beam 9-0 4-0 4-0 20 - o

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Phoenix Cork has the hull called P/5 in the paper. Channel four-seater is somewhat similar to the A.D. type. The Sopwith Bat Boat started from the sea and settled on the land, and started from the land and settled on the sea in 1913. The Super-marine Baby was looped twice in February, 1918.

FIG. 3 .

2 -5 lbs. per sq. ft., and (3) that the centre of pressure of both wings on the windward side was one-third their length from the tip, and on the leeward side one-third their length from the hull. Knowing the wing surface the tipping moment for a 25-knot breeze can be obtained, and the buoyancy required at the wing float position is then easily obtained The clearance of the wing tip, when the wing float is immersed, to give this extra buoyancy would depend upon the service and size of the machine. Consistent with satisfying these requirements, its cross section area should be kept as small as possible, so as to avoid wastage of wing surface (shrouded by the float) and head resistance. 18. Stresses on the Float Hull due to Water Action.To determine the stresses coming on a hull as a whole, the ordinary bending moment calculations have been made for a hull supported on wave crests at each end, and with the wave hollow amidships just touching the keel. Expressed in terms of the length (L) and displacement (A), this gave a bending moment of . If pitching takes place, dipping by the bow increases the virtual weight of all the parts forward and decreases at the stern. The line of action of the virtual gravity force of any weights w at y feet above or below the centre of gravity, is such as to give a horizontal component

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F i g . 3Resistance and efficiency curves for various types . When lying at rest, with one wing float in the water, the tip of the after edge of the wing should be 2 ft. to 3 ft. above the water to be clear of the waves. If the machine is to be anchored out, there should be such a reserve buoyancy in the wing float that, with a heavy cross wind, the leeward wing should still be above ordinary waves. For the purpose of calculating the required reserve buoyancy it has been assumed at the Tank (1) that the machine has pitched to an angle of about 120 on the wing chord (or about 70 above the " at rest " angle) ; (2) that a 25-knot breeze produced a lift on the wings of

of + V-Tn' where ^ is the angular acceleration. Taking this to be -4 radians per sec, the calculation has been made for the above machine in waves. The additional bending moment is not more than 1 or 2 per cent, in this case, but may amount to 17 per cent, with other waves. If the machine is heaving so that it just does not leave the water, the water force will vary from nil to twice its steady value, and the vertical loads will be correspondingly increased, giving a B.M. of A L . When heaving with longitudinal motion, although local forces may be increased, the general B.M. is less. This statement is based on a calculation for the above machine at 20 knots, moving with a maximum vertical motion of 3 f.s. The actual angle of attack of the planing bottom varied from 140 to 40, its normal angle at 0 this speed being 9 . The forces at various immersions, and relative motions, have been calculated, and the B.M. obtained in this way was A of AL. The worst B.M. likely to be met is of the order of 1/5 A L . N O general system of calculating these stresses on the hull has been adopted so far, and it would appear that until further knowledge has been obtained, the worst B.M. may be taken as twice that

320