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Aviation History
1931
1931 - 1033.PDF
September 25, 1931 Supplement to FLIGHT EMGIN,SEC77CN Edited by C. M. POULSEN September 25, 1931 CONTENTS Development of the High-Speed All-Wing Monoplane. By Dr. F. Horse-Power at Speed of Sound. Torsion'in Thin Cylinders. By E. Technical Literature Bv H. A. Parker, B Atkin, B.Sc, .Sc Lond. 65 68 70 72 - DEVELOPMENT OF THE HIGH-SPEED ALL-WING MONOPLANE. BY DR. F. WERTENSON. The " All-wing " aeroplane has occupied the thoughts of designers for many years. Professor Hugo Junkers patented such a type in the very early days of flying. Hitherto no machine has been built, largely because it is necessary to go to very large sizes before the wing depth becomes sufficient to form a cabin with sufficient head. room. The ijppercu-Burnelli Aircraft Corporation, of Keyport, New Jersey, U.S.A., has long been engaged upon research into the possibilities of combinirig a fuselage of aerofoil section with wings of orthodox design in such a manner as to attain a considerable percentage of the advantages of the " all-wing " type. An article on wind tunnel experiments on the Burnelli principle, by Professor Alexander Klemin, was pub- lished in THE AIRCRAFT ENGINEER on August 29, 1930. In the following article Dr. Wertenson deals with the application of the Burnelli principle to a high- speed aircraft. The original Burnelli machine was quite successful, but it was not a fast machine. The coeffi- cients in Dr. Wertenson's article are somewhat remark- ahle, but we have by us a photostat copy of a letter, signed by Professor Klemin, in which it is stated that the performance computations were made on conven- tional lines and with conservative methods, and that Hi ere does not appear to be a flaw in them. THOROUGH investigation of the high-speed possibilities oi the Burnelli monoplane verifies the contention that this plane is a practical application of the all-wing design to the need of the air transport industry for a >'!gh-speed airplane with heavy load capacity, and that its construction permits improvements in aerodynamic efficiency with an increase in size to meet the require- ments of the future. The ideal all-wing type of air- plane would incorporate only wing formation, utilising all power output for lifting purposes, there being no parasite drag. Fig. 1 illustrates the degree of power efficiency increase that would accrue if an ideal flying wing were practical. The power breakdown as applied to the Burnelli monoplane indicates that the wing horse-power required is 42 per cent, of the entire power required, which is indicative of the degree of flying efficiency that could be achieved by a wing only. The size of airplanes will have to increase substan- tially before the wings reach such dimensions as to provide sufficient space for passenger accommodation without extensive wing distortion. This does not take into account other essential structural considerations at issue. For example, the thickness at the wing root of one of the largest cantilever thick wing designs with 96-feet wing spread is less than four feet. Assuming the same tail length and areas, the structural and accommodation difficulties without a fuselage are readily %hp. HIGH SPEED POWER REQUIRED AT|60 MpH CRUIS,NG HIGH SPEEDWITH 1200 /IJ>. WING % kp. 38-7 300 kp 278 M.RH. + LANDING GEAR % h.jx 19-9 • + 135 *7I5 h.p. 194 M.RH. Fig. 1. 970 a C2
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