FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1919
1919 - 1024.PDF
JULY 31, 1919 Three views showing the construction of the hull of the F-5-L flying-boat wheels connected by an endless chain. An instrument- board, containing tachometers, alimeters, air-speed indicator, oil-pressure indicators, inclinometer, and pilot-directing bomb sight is mounted directly in front of the pilot. On the starboard side of the hull are the individual engine switches, ammeters and emergency switches, together with the circuit breakers. The two compasses are mounted at some distance apart, so that they cannot interfere with each other. One is on the deck and the other on the floor. All instruments are self-luminous, but instrument-board lights are provided. The spark controls are at the starboard side Diagrams of the fuel installation on the F-5-L flying- boat of the starboard pilot's seat, but the throttle controls are between the two pilots, so that either may operate them. Fire extinguishers are placed conveniently at each station, those in the pilot's cockpit being attached to the bulkhead beneath the seat. The wireless operator's station is on the starboard side, just aft the pilots. The equipment is mounted on a small veneer table, and used in conjunction with a telescopic mast that is carried in the stern. A celluloid window in the hull side provides necessary light. The mechanics' station is amidships by the petrol tanks and pumps, and their main duty is to see that the plane is " trimmed " by pumping petrol from the tanks alternately : to see that the engines do not overheat, and that all parts function properly. The water and oil thermometer are mounted on the sidewalk beam adjacent to the mechanics' station. Aft the mechanics' station, or wing section, is the rear gunner's cockpit. Three guns are accessible from this station, and it also provides a good point of observation or position for aerial photography. All machines are equipped with inter-communicating telephones, the receivers being in corporated in the helmets and connection effected by terminal boxes at each station. It is thus possible for all members of the crew to be in constant communication. In addition to the equipment indicated, the following are some of the miscellaneous items usually carried : tool kits, water buckets, range and running lights, pigeons, emergency rations, drinking water, medicine chest, sea anchor, chart board, mud anchor, anchor rope, heaving lines, signal lamp, binoculars, Very's pistol, ammunition, life jackets, and possibly electric warmers. Included also are the priming cans, drinking cups and usually several personal items. All this is exclusive of the ordnance equipment of bombs, machine guns, etc. Considering the size of the machine and the amount of material carried, the performance is quite remarkable. In fact, it compares very favourably with the performance of land planes having the same specifications and not hampered by the heavy boat construction. The time required to get the machine from the water varies with the wind velocity, but with a 15-mile wind and the plane fully loaded, from 30 to 40 sec. is required. The speed at take-off is about 47 knots on the air-speed indicator, and a machine of this design has made a climb of 4,200 ft. in 10 mins. A horizontal speed of from 85 to 90 m-p.h. is attained, but on patrol duty they are generally flown at a more economical speed, such as 70 m.p.h. When geared Libertys were tried out in one of these machines a speed of 102 m.p.h. was attained, but this was a special power-plant equipment. The engine revolutions are about 1,500, though this, of course, varies with the types of pro peller used. At full speed the petrol consumption is about 65 galls, per hour, and the oil consumption about 2.6 galls, per hour. By throttling down the engine to 1,350 r.p.m., or to a speed of about 60 knots, the petrol consumption per hour is reduced to 44 galls., the oil consumption remaining the same. This gives a maximum cruising time of 10.6 hours with a light machine, or 8J hours fully loaded. The cruising time at full speed is 7.3 hours and 5.9 hours respectively. The advantages of operating at cruising speed are many, and it is at this speed that the plane is chiefly operated. Among the advantages are increased engine life, greater ease of control, longer cruising radius, less strain on plane parts, and time for more extended observation. When running at full speed, control is not particularly easy, though under normal conditions one pilot can operate the machine without difficulty. However, the reserve control is necessary to lift the machine from the water, and in cases of emergency, though not ordinarily used. [To be concluded.) IO26
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
