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Aviation History
1929
1929 - 0407.PDF
February 28, 1929 Supplement to FLIGHT ENGINEERINGSECTION Edited by C. M. POULSEN February 28, 1929 CONTENTS High-Speed Seaplanes. By W. G. Carter, M.B.E. Lectures and Papers PAGE 9 1'.' EDITORIAL VIEWS. It may be recollected that at the Berlin Aero Show last year, Dornier Metallbauten exhibited a small-scale model of a twin-engined racing seaplane. A sketch of this model was published in FLIGHT at the time, and it was pointed out that the Dornier firm did not propose to build the machine for the Schneider Trophy contest, unless financial assistance was forthcoming. The chief feature of the design was the use of two engines in tandem. This month Mr. W. G. Carter, who, it will be remembered, was the designer of the " Crusader" racer with Bristol " Mercury " engine, looks into the subject of twin-engined machines for maximum speed. The " Crusader" was Mr. Carter's first effort in the way of a racing machine, and it was generally acknowledged to be an extremely good machine. One famous pilot who had flown it said that it was the sort of machine one would like to keep for a runabout if it were not for the cost; so that, for a high-speed machine it must have been very nice to fly. It came to grief at Venice through crashing, as a result of reversal of the aileron controls by a rigger. Mr. Carter's suggested design differs from the Dornier in having a central boat hull, and should have the merit of keeping the spray off the propellers. How the lower wing would fare is, perhaps, a little doubtful. The view of the pilot is excellent, and the criticism that he is in a rather risky position in case of a crash may, perhaps, be met with the argument that in such a high-speed machine it matters little where the pilot is if a crash occurs. Mr. Carter does not suggest that the tandem engine arrangement is ideal, but suggests it as a means of getting a not inconsiderable speed increase with power plants already in existence. From the earliest days of flying the question Monoplane, <>T Biplane ? has been a vexed one. It still remains unsettled, and in view of its importance we are publishing a summary of Mr. Farren's paper before the R.Ae.S. on this subject. Mr. Farren is, as most of our readers probably know, lec- turer in Aeronautics at Cambridge University, and in Aero- plane Structures at the Royal College of Science at South Kensington. 162a HIGH-SPEED SEAPLANES By W. G. CAKTEE, M.B.E. It is an interesting comparison to observe the rate of change of the speed characteristics of a number of seaplanes designed particularly for maximum speed, in relation to the thrust horse-power required in order to obtain this condition. A curve (Fig. 1) has therefore been plotted to cover a period of six intervals, each of which, coinciding with the contest for the Schneider Trophy, is assumed to represent the culminating advance in engine design and aerodynamics. While this premise is subject to qualification, it is, never- theless, of sufficient accuracy for the purpose of a general investigation. Similarly, average speeds are given over a comparatively long course, when maximum speeds over a short distance would have been more desirable. This limita- tion, however, may be offset by estimating a percentage increase of varying ratio, and a maximum speed curve has been plotted according to assumptions made in this respect. The progressive tendency of the velocity curve has been oi ; 4 5 e | i a B II SCALE IN FEET Kg. 2.
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