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    The Aircraft Engineer: W B.H.P. B.H.P

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    Mark Evan Salutin
    The document discusses requirements and considerations for designing mail planes for air routes in the British Empire. It analyzes factors like payload, range, speed, engine type and number that would be suitable. Existing aircraft designs like the Vickers Viastra and Short Valetta are presented as examples that could provide performance data for developing new mail plane designs.

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    The Aircraft Engineer: W B.H.P. B.H.P

    Uploaded by

    Mark Evan Salutin
    22 views1 page
    The document discusses requirements and considerations for designing mail planes for air routes in the British Empire. It analyzes factors like payload, range, speed, engine type and number that would be suitable. Existing aircraft designs like the Vickers Viastra and Short Valetta are presented as examples that could provide performance data for developing new mail plane designs.

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    The document discusses requirements and considerations for designing mail planes for air routes in the British Empire. It analyzes factors like payload, range, speed, engine type and number that would be suitable. Existing aircraft designs like the Vickers Viastra and Short Valetta are presented as examples that could provide performance data for developing new mail plane designs.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    22 views1 page

    The Aircraft Engineer: W B.H.P. B.H.P

    Uploaded by

    Mark Evan Salutin
    The document discusses requirements and considerations for designing mail planes for air routes in the British Empire. It analyzes factors like payload, range, speed, engine type and number that would be suitable. Existing aircraft designs like the Vickers Viastra and Short Valetta are presented as examples that could provide performance data for developing new mail plane designs.

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    SEPTEMBER 26, 1930

    SUPPLBMSNT TO

    THE AIRCRAFT
    TABLE 1
    W All-up Weight (Lb.) WE Weight Empty (Lb.)' U Disposable Load. Number of Engines and total

    ENGINEER

    FLIGHT

    Aircraft.

    (Lb.)
    Fairey Long Range .... 16,000 Hawker Hart 4,320 Farren Biplane 28,000 Farren Monoplane .... 28,000 A-W Argosy 19,200 I)e H. Hercules 15,100 B. & P. Sidestrand I I B. & P. Sidestrand I I I Vickers Vellore I 8,852 10,200 9,500 6,800 2,496 16,800 19,000 12,090 8,855 5,274 6,010 4,771 6,537 13,985 3,123 2,780 4,346 14,200 34,000 30,800 9,200 1,824 11,200 9,000 7,110 6,246 3,578 4,190 4,729 5,463 7,865 2,245 2,420 2,854 8,300 45,000 23,200

    B.H.P.

    W U Loading. B.H.P. B.H.P. W/S.


    26-6 7-6 10-4 11-9 16-2 11-2 9-84 10-2 19-4 110 14-0 10-2 12-2 13-71 9-78 13-2 22-5

    Wing

    Range. Miles.

    Vmax. M.p.h.

    w.
    0-575 0-42 0-42 0-32 0-37 0-413 0-405 0-41 0-5 0-455 0-36 0-42 0-465 0-397 0-37 0-57 0-43

    Monoplane or Biplane.

    (1) (1)

    600 570 2,700

    15-3 319 415 3-8 6-0 6-55 5-86

    18-9 12-4 12-2 14-0 10-25 9-8 9-37 10-6 6-7 8-72 15-8 10-95 19-62 13-0 16-67 14-6 17-3

    4,800 600

    92 184 188 188 110 130 130 140 110

    M. B. B. M. B. B. B. B. B.
    B. M. B. M. M. M. B. M.

    2,360 (3) 1,188 (3) 1,350 (2) 900 (2) 1,000 (1) 490 (2) 1,090 (3) 1,560 (1) 525 (1) 425 (1) 525 (4) 2,300 (6) 6,000 (4) 2,400

    600

    601 9-75 60 8-95 5-95 5-7 5-2 3-95


    12-8

    Vickers Vellore I I .... 12,000 Short Valetta 21,850 Boeing 95 Mailplane 5,368 Lockheed Sirius Fokker X I V Fokker F.32 Caproni 90 P. B Junkers G.38 5,200 7,200 22,500 79,000 54,000

    520 720 480 1,240

    154 138 140 175 140 140 130-136 125

    7-5

    the density of its useful load is greater than that for passenger work it can have a relatively small body and streamlining can be carried out to the fullest extent in order to get more speed. It is of interest, in passing, to record the fact that allowances for mail can be made at 16 1b. per cub. ft., whereas for passengers 5 lb. per cub. ft. have to be allowed. For some sections of the Empire air routes land 'planes will be necessary, whilst for other sections seaplanes (or flying boats) will be called for. The questions will arise of monoplane versus biplane, flying boat versus float seaplane, and one may rest assured that British conservatism will produce ardent supporters of all classes. The Vickers " Viastra " (1), two of which are for use by West Australian Airways, has been designed to have a cruising speed in the neighbourhood of 140 m.p.h. and should provide excellent data for development work. The Short " Valeita" (2), which can be used as landplane or twin-float seaplane, should also provide data on a big twin-float seaplane, the all-up weight of which is 22,400 lb. (its cruising speed is 105-110 m.p.h.). The all-wing type, where the load is carried in the wings, will also make an appeal to designers in search of minimum parasitic drag and tne writer feels safe in prophesying that in the next few years some very interesting and novel types of mail 'planes will be produced. With recent reports published relating to the interference drag of various wing positions relative to the body, the highwing monoplane should provide a strong attraction to designers for obtaining optimum body and wing combination. In the previous section, a few notes were given on reliability as a factor to be considered in the design of mail 'planes, and this will raise for discussion the relative merits of singleand multi-engines for the power plant. In order to carry reasonably large mail loads it would appear that two engines, at least, will be necessary on account of the maximum available horsepower in present-day aero engines being approximately 500 h.p. Reference to Table I will prove useful as a guide, indicating what has been accomplished to date and what will be required both as regards the size of aircraft and the horsepower necessary. The experience gained from the operation of the Cairo(1) Vide FLIGHT, June 27, 1930. (2) Vide FLIGHT, July 25, 1930.

    Baghdad Air Mail indicates that the mechanical troubles with water-cooled engine installations were such as to make the air-cooled engine an absolute necessity (3). On the other hand, in order to achieve aerodynamic efficiency of a high order with an air-cooled engine, a cowling either of the Townend or N.A.C.A. type will be necessary. For either of these cowlings the ease of engine maintenance becomes seriously impaired unless great care is taken to make the cowling easily detachable in sections to give good accessibility. The difference in the efficiency of the water-cooled and of the air-cooled engines is certainly narrowed down from an aerodynamic point of view, by means of the aircooled engine cowling. The air-cooled engine will give advantages over the water-cooled engine when the air-cooled Diesel engine becomes perfected and can be obtained in a form, say, similar to the new Halford-Napier H engine. Then we should have : (i) A reduced fuel consumption, (ii) Absence of an electrical system, (iii) Reduced fire risk. (c) Performance Requirements.The ideal mail 'plane will be one which combines the aerodynamic efficiency of the latest Schneider racers with the capacity for carrying a reasonable pay load per b.h.p. over a maximum range limited in time by the physical endurance of its crew. The Schneider racers illustrate one extreme where load and range have been reduced to the minimum possible in order to obtain maximum speed. The Pairey long-range monoplane represents the other extreme, where speed is not the criterion but range. In this case pay load and speed are both relegated to a secondary place, whilst attention is f ocussed on getting the maximum load carried in the form of fuel. It can, of course, be pointed out for any aircraft that as the fuel load plus pay load is a constant, that if the fuel were reduced then additional pay load would be available for a shorter range, assuming that the volumetric capacity of the cabins was adequate. A very useful paper having a bearing on the study of mail 'planes is afforded by the pajrer on " Monoplane v. Biplane,"
    (3) " Cairo-Baghdad Air Mail "Wing Cmdr. R. M. Hill, M.C., R.Ae.S. Journal, May, 1928. (4) " Monoplane v. Biplane "W. 8. Farren,R.Ae.S. Journal, July, 1929.

    1068*

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