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Aviation History
1931
1931 - 0777.PDF
24, 1931 53 THE AIRCRAFT ENGINEER SUPPLEMENT TO FLIGHT EXPERIMENTAL. "TEST FLISHT TCPOgT Nig 694 WCK3M-T AS TESTED: GIKUNO TEM PCPATuW: 34^4-. X&S 3° INS i^ *C QBMARKfl-.. _ BAl_L.A«T CA(TITI«D if^_i_l«U OW «MOVABUC _T*!tt_T*5rX_lro*o_ .•^c?^.T_iT??l*. ITACK ^ GBNC FIG. I O-lMft a £ I.C.A M ALTlMBTEIt HCraHT, FT + soo coo© 4OOO feOOO BOOO IZOOO 14000 i&OOO ITOOO IOOOO I9OOO 20OOO 2IOOO 8EOOO B3OOO 24OOO 3COOO C TIME MINS - eece - o es Z 13 S Z3 A 3? T OS e 37 io 3o it So IS. 3K 13 -*3 lA Sft ia so IS IS 2o OS SB CO Sfi OS MINUTEO eess S'ZIT A«>i«> 7-O63 a bi& IO6OO 1 1 SOO IE-S33 i4-ess Kb-SOO 18 BOO COOQ9 ZE -333 Eaooa d e TEMP1WATURC °C oaeetTVEo iC T 3 , -3 - 7 - - -is -i & •19 - -es -»e FAIRED !«• O (SO 7-O 3d 2-7 i O -so -7-O -to x -ii-e -I3Z -1-4 7 •IB-7 •zoo -32<b -2-4-B -2« S f bOOQT LBS o o o o -'/* -i'/e -CM -3'M -A -4s/4 -« -6'M - *(A - *'/» 9 B.PM. M.-4.O ICOO IflOO i€«O IA7O IC6O IbAO KoiO I«»AO I6>3O llbSO I(«ZO KbiO IbOO I6SO tfi^O isao iseo k STANOAKO HEKXMT FEET aosa OA«» IO7OO l2fti«O I46)9O I47T4 17624 1«9A4 SO«<»2 14«W k CLIMBING iTA-rc IN QTANOAJTO ATHOSPMCK IflOC ^^*fc A 7 BOOO PT 3IS if* ATMOOOF7 I CLIMB «r* STANQAtTO ATMOSPMETI 4000 B-feMo MOO 3 67 eooo 490 IOOOO S-9& IZOOO 7-IS I4OOO 6-6O IC>OOO lO-3i I7O00 1 1 -Zfc tOOOO iS'Z4 19000 ISZO IOOOO 14 82 ZiOOO iS-67 aeooo 17-1 • 89OOO lS*O C4000 BOOO 8SOOO S3-OO eiffVICC CCIUNG: &B&lt;*1O "CIT AB9OUTTE CIlUNQ: B96SO flET SPEED m. l.CA. N HtlQHT, P-T IOOOO IfiOOO ZOOOO zsooo n OBQERVED T6MP "c -*1 -T -26 o 8TANOARD HEIGHT FEET 1OTOO I692O aio^o aeiso P W P» M I9OO I83O S' 1NDICATSD A.1R- SPBED M R H l*^ 2 I3fc 8 t 1 S 3 IO6' 3 r 723O G>l IO SI4O •49OO s •OR to 76Z6 •7I7S feSfeO 6PC1O COPffECTtD FOB" O*tsmiT> M.*» M tT6B IT46 tfct, a 1 <»2O u. PlTOT F^SOITlON M.P.M O *«>•* 1 274 z-sze S-I9O V TWUI AIR M F» H 1 Tfc E&4 ITfc O^Ci !&6'6ES ic>e -i9o ur SPEED ilM STANDARD AT**OG**nett& 1 7fc- 21 M.^. H A.7" IOOOO FEBIT 174-6 I6OOO 171-5 EOOOO It is also usetul to know the engine revolutions during the climb, as these, plotted on the final chart, provide most useful information for record and comparison. All the above is given in the pilot's test flight report and should be entered up in a table such as the one illustrated (Fig. 1). In this table it will be noted that there are two columns for temperature, one for observed figures and the other termed " faired." The pilot may be under the disadvantage that he cannot read the thermometer with such accuracy as he can read the other instruments, nor perhaps at the exact moment when the altimeter needle crosses an alti- tude level, and as it is required to know the temperature fairly accurately to find the equivalent standard height, any slight discrepancies may be smoothed out by plot- ting the observed figures and then drawing a fair curve through the spots, as shown in Fig. 2. This line should not vary more than about half a degree either way, however, as it is reasonable to assume that the pilot's figures are within that tolerance. Fig. 2 shows the fairing of the pilot's observed tem- peratures, and indicates that the fairing is restricted to the limits of possible observational error The curve is not faired from end to end, as it were. In passing, any sharp irregularity in the slope of the temperature curve, such as is illustrated, is generally accompanied by waves in the time to climb curve. These usually occur when there are vertical currents in the air which are set up by temperature differences due to clouds, etc. There may be a temptation to smooth out the time to climb curve when this is the case, but bearing in mind that the purpose of the work is to transpose the times in altimeter height to times in standard height only, and not to try and make a badly-shaped climb curve into a good-looking one, it is advisable to strictly confine any adjustments made by fairing curves to the limits of observational error which a pilot could reason- ably claim. These " faired " temperatures may then be drawn on a curve constructed from N.A.C.A. Report No. 218 s\ A- m - C----O-- * - FIG. 2 1 y 12%e
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