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Aviation History
1919
1919 - 1548.PDF
THE U.S. NAVY HS-1L AND HS-2L FLYING-BOATS A VERY successful type of flying-boat for coastal patrol work was put into quantity production by the United States Navy during the War, the Curtiss Aeroplane and Motor Corporation and the Standard Aero Corporation turning out most of the machines between them. There are two models of this flying-boat, the HS-iL and the HS-2L, but the only difference between them is that the latter model is 12 ft. greater in span than the iL, and has a larger rudder. Apart from this and minor details, therefore, both models are identical, so that the following description and illustrations of the HS-2L apply equally to the other model. The additional wing nections. (6) Larger size rudder, having 26*5 sq. ft. area instead of 19-6 sq. ft. (7) Aileron control cables lengthened. The main planes, which have neither stagger nor sweep- back, have the R.A.F. No. 6 wing section, and comprise a centre or engine section, the lower panels of which being divided by the hull and attached to small " sidewalk" panels built integral with the hull ; 24 ft. outer extensions, which in the case of the Li are mounted direct to the centre section ; and, in the L2, 6 ft. intermediate sections. The centre section surfaces are " straight," but the outer sections are set at a dihedral angle of 2°. Balanced ailerons are fitted Three-quarter front view of the U.S. Navy HS-2L flying-boat surface of the HS-2L is obtained by inserting a 6-ft. panel between each outer extension and the centre section. All the other parts—except, of course, the rudder-—required to convert the iL to the 2L are duplicates of other parts already on the former model, and the following is a list of the parts and alterations required in converting the iL to 2L:—-(1) Four 6-ft. panels, complete with hinges, and standard HS-iL wing-post fittings. (2) Upper centre section panel, with unrouted spars. [These are routed in the iL.] (3) Front centre section lift wires changed from two f-g-in. to two J-in. non-flexible cable, and rear lift wires from two T\-in. to two -^-in. non-flexible cable. (4) Two 7-ft. front interplane struts 2| by 6f ins., and two 7-ft. rear 2-^- by 5$ ins. (5) Four £-in. stagger wires, with turnbuckles and end con- to both upper and lower planes, the upper ailerons having a maximum chord of 2 ft. 2 ins., and span of 17 ft. 8$ ins., whilst the lower ones have a maximum chord of 1 ft. 10 ins. and a span of 12 ft. 9 ins. The main spars are spaced 4 ft. apart, the front spar being located 9 ins. from the leading edge. The fabric is sewn to the wings with the seams laid diagonally or normal to the leading edge. It is doped with two coats of cellulose acetate, two to four coats of cellulose nitrate, two coats of anti-actinic grey wing enamel on the top and vertical surfaces, and one coat of the latter on the under surfaces. All the strut fittings are of steel stampings and forgings, the main spars are of spruce, and the trailing edges of flattened steel tubing. The compression ribs are of solid pine, and the jntermediate ribs of lightened pine. Three-quarter rear view of the U.S. Navy^HS-2L flying-boat I550
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