Technical bulletin (formerly technical orders) no. 29

              v
AIR SERVICE INFORMATION CIRClJLAR
VOLUME IV
(AVIATION AND AEROST A TION)
BY DIRECTION OF CHIEF OF AIR SERVICE
OCTOBER, 1922
TECHNICAL Bul"'LETIN
No. 29
NOTICE
NUMBER 379
The title of this publication has been changed to "TECHNICAL BuLLETlN," in
compliance with a request from the Chief of Air Service, as it is proposed to is,me
the present series of "Letters of Instruction" in revised form under the name of
"Technical Orders."
PUBLISHED BY
ENGINEERING DIVISION, AIR SERVICE
MCCOOK FIELD, DAYTON, OHIO
, 1922
McCook Field-10-25-22-IM
;:
CONFIDENTIAL
The information contained herein is confidential and therefore must not be repub­lished,
either in whole or in part, wjthout express permission of the
Chief of Air Service.
OCTOBER. 1922
TECHNICAL BULLETIN
No. 29
STATUS OF AVIATION MATERIAL UNDER DEVELOPMENT FUR
UNITED STATES AIR SERVICE.
CONTENTS
NEW DESIGN
AIRPLANES ON ENGINEERING DIVISION PROGRAM. . . . . . . . . . . . . . . . . . . . . . . . . 5
Elias T A-1 Training-views, description and performance. . . . . . . . . . . . . 9
BALI,OONS AND AIRSHIPS. ........ .... ....... .... ...... .... .... ... ... . 13
ENGINES .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Liberty Oil Pumps-Types "A-1" and "A-2"- views and description. . . 15
.'\RMAMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
P yrotechnic Proj ector and Signal Ammunition- views and description.. 18
EQU IPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engineering Division Requirements for Water Tank Illumination, views
and description of McCook F ield \?\Tater Tower. . . . . . . . . . . . . . . . . . . 20
RESEARCH
REse:vrn' OF ENc.rNEERING Dn'ISION SERIAL R EPORTS . . ...... . ..... . 24
FOREIGN DEVELOPMENT
GREAT BRITAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Avro "Aldershot" Long Distance Bomber- description.. ...... .... . .. 30
NEW BOOKS AND DOCUMENTS
LATEST Docu:\1ENTS ON AERONAUTICS... . .. . . . . .. .. . . . . . . . . . . . . . 32
.,r
NEW DESIGN
AIRPLANES
TYPE I-SINGLE-SEATER DAY PURSUIT
Engineering Division PW-1 (Packard "lA-1237" Engine).
T he experimentation on this model has been completed. The de~cription, performance, and
views of the airplane were publi shed in T echnical Orders No. 22.
In event fu ture production is authori zed, it is proposed to redesign this airplane to accom­modate
the Curtiss D-12 engine with a nose radia~or. No work along this line is contemplated at
present.
Loening PW-2 (Wright "H" 300-h. p. Engine).
Ten production models are being constructed by the Loening Aeronauti cal Corporation of
New York, on a contract awarded by the Chief of Air Service, V\Tashington, D. C.
All tests on the experimental models describ ~d in Technical Bulletin No. 28 have been prac­tically
completed. The P \V-2A airplane was wrecked in an accident during aerial combat test in
October, the cause of which has not yet been determined. No future construction is contemplated
on the P \V-2B model with Packard engine as the performance proved unsati sfactory for 1\,pe I
requirements.
Orenco PW-3 (Wright "H" 300-h. p. Engine).
T he Ordnance E ngineering Corporation of New York constructed a nd delivered three experi ­mental
airplanes to the E ngineering Division in 1921. As none of these proved sati sfactory, no
further development was tmdertaken.
Gallaudet PW-4 (Packard "lA-1237" 300-h. p. Engine).
The Gallaudet Aircraft Corporation oi East Greenwich. R. I., was awarded a contract for the
design and constructioa of three experimental a ll -meta l airplanes, one of which was deliw•,:ed to
this Di vision last J anuary. As a r esult of the inspection and tests, the a irplane was considered
unsati sfactory. It has been decided to di scontinue further de1·elopment of t his design.
Fokker PW-5 (Wright "H-3" 300-h. p. Engine).
A. H . G. Fokker, of Holland, has a contract for construction of ten airplanes of this model,
formerly designated the "V-40." The -fi r st shipnient consisting of two airplanes without engines
arrived in October. These airplanes are being assembled for inspection after which \ i\T right engines
wi ll be installed, the "H-2" model in one and the "H-3" in the other.
Fokker PW-6 (Wright "H-2" 300-h. p. Engine).
Only one airplane of this design was purchased from the Fokker Company, of Holland. It
was received last June and performance tested. The results were not suff iciently satisfactory to
warrant further development of this design. Views and per formance will be publi shed in a later
number.
5
New Design-Airplanes
Fokker PW-7 (Curtiss "D-12" 375-h. p. Engine).
Three experimental pursuit airplanes to be designed around the Curtiss "D-12" engine were
recently ordered from A. H. G. Fokker, of Holland. The contract was awarded on a fixed sum
basis with bonus and penalty provisions dependent on performance. The delivery of two airplanes
is expected in February, 1923.
Thomas-Morse MB-3 (Wright "H" 300-h. p. Engine).
The construction of the first experimental airplane of this design was started in November,
1918, by the Thomas-Morse Co., of Ithaca, N. Y. The performance of the experimental model
was published in Technical Orders No. 8.
In June, 1920. an order for fifty production airplanes was placed with the same company.
All of these have been delivered. In May, 1921. another production contract was placed-with this
company for delivery of twelve airplanes to the Navy Department. The contract was later modi­fied
to include eleven standard MB-3 airplanes which were subsequently delivered to the Marine
Flying Field at Reid, Virginia , and one MB-7 model, a monoplane, for delivery to Mineola, N. Y.
Deliveries on the latter contract were completed in February, 1922. Both production contracts
were terminated in September, 1922.
The :first one of the fifty airplanes which had been retained by the contractor as' a model, has
been recently returned to the E ngineering Division for performance tests. Another production
airplane has been shipped to this Division from San Antonio, Texas, to be remodeled so as to in­corporate
the latest changes recommended for Type I pursuit. The remodeled airplane will be re­turned
to San Antonio to serve as sample for the purpose of having these changes incorporated
in the thirty-five airplanes at that post.
The performance results of the production model :MB-3 is being prepared for publication in
connection with that of the Boeing MB~3A airplane.
Boeing MB-3A (Wright "H-3" 300-h. p. Engine).
The contract for two hundred airplanes which was placed with the Boeing Airplane Com­pany
of Seattle, in April, 1921 , is more than one-half completed. The first hundred airplanes with
the exception of the two consigned to the Engineering .Division are to be shipped to Selfridge
Field, :i\1ount Clemens, Michigan, and the second hundred to Mather Field, Mills, California,
New design tail surfaces are to be installed on the last fifty airplanes.
The two airplanes received at McCook Field are o"n performance test. One of these is a
standard MB-3A production model and the other an MB-3A with special shock-absorbing engine
mounting and wings of Boeing design. Ailerons are provided on both upper and lower wings in
the Boeing design. The new tail surfaces will be installed on this airplane prior to performance
tests. Comparative tests are under wav.
TYPE II-SINGLE-SEATER NIGHT PURSUIT.
No development is contemplated on this type at present.
TYPE III-SINGLE-SEATER PURSUIT (AIR-COOLED ~NGINE).
Loening PA-1 (Wright "R-1" 350-h. p. Engine).
The Loening Aeronautical Engineering Corporation of New York has the contract for three
airplanes, the first of which was delivered to McCook Field in September, 1921.
The second airplane, the flight test model, was received last May. Performance tests will be
conducted as ~oori as the Wright engine is in condition for flight test.
TYPE IV-SINGLE-SEATER ARMORED PURSUIT.
Engineering Division PG-1 (Wright "K-2" Engine).
The third and last airplane constructed by the Aeromarine Company on this contract is prac­tically
completed ancl ready · for shipment to the Engineering Division. Owing to the fact that
6.
New Design-Airplanes
the \i\fright Aeronautica! Corporation is still experimenting with the \Vright "Cannon" engine, t his
airplane will probably be shipped without an engine. ·
The second airplane, which was received last April and equipped with a Wright "H-2" engine
for flight test, has been flown several times. A high speed of 121.25 m. p. h. has been attained on
preliminary per fo rmance.
TYPE V-TWO-SEATER PURSUIT.
Engineering Division TP-1 (Liberty "12" Supercharged Engine).
The construction of two experimental models has been completed by the E ngineering
Division. One of these is undergoing static tests and the other is being a ssembled for flight
tests.
TYPE VI-ARMORED GROUND ATTACK.
Boeing GA-2 (Model "W-lA" 700-h. p. Engine).
The first airplane was received from the Boeing Company in December, 1921. It was in­spected
and flown to obtain performance data for use in the construction of the second airplane.
The work on the second airplane was started in August. 1922. Delivery is clue in December.
TYPES VII, VIII, IX.
No experimentation is in progress on these types at present.
TYPE X-CORPS OBSERVATION.
Engineering Division C0-1 (Liberty "12" Engine).
A complete description and performance of the experimental model were published in Tech­nical
Orders No. 27.
Three production models are being constructed by the Gallaudet Aircraft Corporation. De­livery
of the fir st airplane is due in November. Drawings are being furni shed by the E ngineering
Division.
Engineering Division C0-2 (Liberty "12" Engine).
Two experimental airplanes, a biplane design with jointed steel fu selage, were designed and
constructed by the E ngineering Di,·ision. T he fir st airplane was static tested, a report of which
is in preparation. The second was wrecked in a high speed test after several preliminary flights
had been made. The findings of the Investigation Board state the cause of the accident was un­known.
Further development has been di scontinued.
Fokker C0-4 (Liberty "12" Engine).
Contracts for eight new Corps Observation airplanes and one skeleton airplane were placed
with the Fokker Company of Holland. (See T ecllllicdl BuJl etin N o. 28, p. 11 ) . T he skeleton
airplane for static test purposes was received in October. The fuselages of the rema ining seven
airplanes are to be made in accordance with the design typified in the skeleton model.
T he second article has been completed and flown at the Contractor's plant.
Engineering Division C0-5 (Liberty "12" Engine) .
. \Vork has been started on the redesign of the fuselage of the TP-1 airplane for conversion
into a Type X airplane to be designated model "C0-5." ( T echnical Bulle.in N o. 28, p. 10.)
7
New Design-Airplanes
The modifications include a reduced fuel capacity, the moving forward of the engine L>earers, new
cowling, and the installation of Type X equipment. The wings, empennage, chassis, tail s!<id, and
the fuselage aft of the fire wall will not be changed.
TYPE XI-DAY BOMBARDMENT.
Gallaudet DB-1 (Model "W-lA" 700-h. p. Engine).
T he first all-metal monoplane constructed on this contract for three experimental airplanes
of this design was received from the Gallaudet Aircraft in December, 1921 , inspected, and static
tested with the result that the controls proved unsatisfactory and the structure overweight.
As a result, a supplementary contract was issued canceling the third airplane and specifying
a complete redesign of the remaining ai rplane on a cost-plus-fixed-profit basis. A mock-up of the
redesigned model was approYed last May. The construction work on the redesigned airplane is
one-ha! f completed.
TYPE XII-NIGHT BOMBARDMENT-SHORT DISTANCE.
Curtiss NBS-1 (Two Liberty "12" Engines).
Seventeen of the fifty airplanes on this contract have been accepted and shipped from the
plant of the Curtiss Aeroplane and Motor Company, N. Y. One of these was received at Mc­Cook
Fit:'lcl and performance tested. Another airplane was wrecked at Mitchel Field in September.
The entire contract is 40 per cent completed.
L-W-F NBS-1 (Two Liberty "12" Engines).
Twenty-two airplanes of the thirty-five under construction at the plant of the L-\,V-F En­gineering
Company of New York haYe been completed and accepted. The fi rst airplane was sent
to the Aeromarine Company to serve as a production model on a contract awarded the company
by the Chief of Air Service, \,Vashington, D. C. The second was retained by the L-W-F Company
for a production model. The third and fourth airplanes were shipped to Panama and the remainder
are being crated for shipment over-seas.
L-W-F NBS-2 (Two Liberty "12" Engines).
Two experimental airplanes are being designed and constructed by the L-\V-F Company in
accordance to the design accepted by the Engineering Division in the April Competitions: (See p.
13, Technical Orders No. 27). T he contract was awarded on the cost-plus-fixed-profit plan. The
mock-up has been inspected and approved. Construction of the first airplane will begin as soon
as the changes are approved. ·
Elias NBS-3 (Two Liberty "12" Engines ).
A contract for two experimental airplanes was awarded last June to the G. E lias & Bro.,
Inc., of New York, on the cost-plus-fixed-profit plan. The design was approved in the April
Competition. (Seep. 13, Technical Orders No. 27). The mock-up is under construction.
Curtiss NBS-4 (Two Liberty "12" Engines).
The Curtiss Company was awarded a contract on the cost-plus-fixed -profit plan for the de­sign
and construction of two experimental ai rplanes in accordance with a design submitted in the
Competitions. (Seep. 13, Technical Orders No. 27). T he mock-up is under construction.
TYPE XIII-NIGHT BOMBARDMENT-LONG DISTANCE.
NBL-1 (Six Liberty "12" Engines).
Delivery of the large Barling Bomber from the Witteman Aircraft Corporation, New J ersey.
to Wilbur W right Field, Ohio, is being accomplished by the use of special well-type railroad
cars.
8
New Design-Airplanes
Owing to the lack of adequate housing facilities for a ssembling such a large airplane and the
impracticability of erecting it in the open air during the indement winter months, the bomber will
be placed in storage until spring.
Martin NBL-2 (Two Model "W" Engines).
The Glenn L. Martin Co., Cleveland, Ohio, are designing and building two experimental air­planes
according to a design approved in the April Competitions, a description of which is given
on page 14, Technical Orders No. 27.
The mock-up has been completed and inspected. Static tests are being made on various types
of wing spars. Layouts of the landing gear, fuel system, and other assembly units are being
made. The work is being done on a cost-plus-fixed-profit basis.
TYPE XIV-TRAINING (AIR-COOLED ENGINE).
Elias TA-1 (Lawrance "R-1" 140 h. p. Engine).
In June, 1920, a contract for the design and construction of three experimental, T ype XIV
training airplanes was awarded by this Division to the G. E lias and Bro., Inc., of Buffalo, N. Y .
This model, known as the TA-1, was designed for the new 9-cylinder Lawrance radial engine under
development at that time. (T echnical Orders No. 22, p. 18) .
The first airplane was received in January, 1921, and passed the static tests satisfactorily
with a few minor exceptions. The second airplane, received in April, 1921 , was equipped with a
7-cylinder A. B. C. Wasp radial engine and flight tested for the purpose of determining its flying
qualities. The third airplane, the one described in this article, was received in June, 1921 , in­spected,
and held in storage until recently when the Lawrance engine became available. The engine
was then installed and a performance test conducted.
GENERAL DESCRIPTION.
T,Vi11gs.-The cellule is an externally-braced biplane structure with upper and lower wings of
equal span and chord . Interchangeability is attained by the necessary changes in the wing hinge
fittings. The U. S. A.-26 aerofoil section is used. •
The wing structure consists of front and rear solid spruce spars and ,vooclen ribs with 3-ply
webs and spruce cap strips. T he internal bracing is furni shed by the usual diagonal dri ft wires.
The method of attaching the wings to the fuselage and center section permits a very close
coupling, the gap being about ;0-inch. The wing hinge fittings are coupled by a hinge pin, ~!'.i ­inch
in diameter, which is pushed into place by means of a hand lever fu lcrumed on the upper
side of the spar . The free end of the ·1ever protrudes downwards thru the covering far enough
to furni sh a hand hold. The hinge pin is securely held in place by a lock bolt extending thru a
fitting on the lower surface of the wing- and a hole in the leYer.
The interplane struts are built of laminated spruce and a re pin-ended. T he front and rear
members of the strut a re joined by cross-pieces at the top and bottom forming a rectangular or
window frame shape similar to that used in the Le Pere airplane.
T he right upper and lower ailerons are interchangeable as well as the left upper and lower.
The ailerons are placed in the trailing edge and attached to the rear spar with three hinges. The
control mast is centrally locakd on the aileron spar.
£111,pennage.- The stabili zer and elevators have a spruce framework with cotton fab r ic cover­ing.
The right and left stabilizer spars are butt jointed at the center of the fuselage by a piece of
sheet steel telescoping the ends of each spar. Diagonal wires a re strung from the stabili zer to the
lower edges of stern and fin posts.
The fin and rudder are of similar construction. The fin post is attached to the fu selage by
means of a morti se and tenon joint between the fin post and the fu selage stern post with a metal
clip holding the front encl to the fuselage. The balancf'.cl-typed rudder is supported by threP. hinges.
9
New Design- Airplanes
Fuselage.-The fuselage is rectangular in cross-section with a maximum width of 30" and
depth of 51". The four spruce longerons are 1 ;;,i inches square decreasing in size to 1 "xl" in
the first bay hack of the rear cockpit. The cross-sectional bracing is composed of spruce struts
joined to the longeron by wrapped-type fittings and braced with diagonal wires. The engine is
carried on a metal framework which forms the front encl of the fuselage. The floor o{ the front
cockpit is made of 3-ply veneer and the floor of the rear cockpit, of 5-ply.
Landing Gear.-The chassis is formed by right and left strut's, three in assembly on each
side, carrying a straight, one-piece tubular axle of 1 ~ inches outside diameter and Ys-inch gage.
The axle has a wooden fairing, front and rear, covered with fabric. The shock absorber is wrapped
with 17 strands of Yz-inch el~stic cord. Two diagonal bracing wires are used from the lower encl
of the struts to the center strut fuselage fittings . The tread is 4 ft. 8Yz inches.
Power Plant.- The airplane is powered by an air-cooled Lawrance "R-1" engine swinging
a two-bladed propeller, 8' 6" in diameter and 6.04' in pitch. The engine has a 4:y,i-inch bore and
5;/i'-inch stroke, and compression ratio of 5.2 :l. It develops 140 h. p. at 1600 r.p.m. It is fitted
with three Stromberg NAS-4 carburetors provided with air-port altitude mixture controls and two
Dixie magnetos, model "900."
Fuel System.- Two leak-proof fuel tanks have a total capacity of 30 gallons. The main
tank is located under the front seat and the gTavity tank in the upper center section.
- Standard
Altitude
0
•, 6,000
10,000
11,670 S. C.
13,000 A. C.
CHARACTERISTICS AND PERF'ORMANCE.
Weight in Pounds.
Empty (including water) ------------------------------ -- 1596
Equipment ----------- -- --- ------ ------·-------------------- -- --- ---- 74
Crew ------------------------------- ------------------------------------- 360
Fuel ---------------·---------------------------- -------------------- 190
Oil --------- -- --------------------- ----------------------------- -- --------- 15
Full load ------------ ------- -- -------------·------------------------- - 2235
Weight per square foot__ ______ __ _____________ _____________ 6.62
Weight per horsepower____________________________________ 15.97
CLIMB SPEED
Time Rate Engine Level Flight Engine
111 m.111. ft / inin. r.p.m. m. p. h. r. pm.
470 1465 87.4 1562
16.77 292 1461 83:7 1532
31.67 175 1448 79.7 1510
43.59 100 1433 73.5 1485
0 1415 58.2 1415
Endurance ( full throttle at 10,000 ft. incl. climb) 3 hr. 40 min.
l\1inimum speed at sea level ( lowest throttle) 7.5 m. p. h.
PILOT'S OBSERVATIONS.
On the whole, the flying qualities of this airplane are good. In taxying, the response to con­trols
is fair, a blast from propeller being necessary for short turns. The airplane takes off easily
after ·normal run and lands easily in the line of direction. The gliding angle is quite steep.
The stability is good laterally and longitudinally, although tail heaviness is noted on longi­tudinal
balance. Maneuverability is fair. Visibility is good from the rear seat but poor upward
and downward from the front seat. Maintenance is good, clue to simple construction and general
accessibility.
For training purposes, this airplane has some desirable features. From the instructor's
viewpoint, however, it would not be rated as high as the Curtiss JN-6H. The Elias TA-1 has
two flying qualities which are superior to the Curtiss model, in that they afford the student pilot
additional factors of safety, in that-
( 1) Turns with rudder alone can be made with much skidding and :Vith only a very slight
tendency to spin.
(2) The steeper gliding angle affords less opportunity to miscalculate the approach on
forced landing.
10
1--------/0'·0"---..
ELIAS TA-1
General Arrangement.
GENERAL CHARACTERISTICS.
Overall span .......................... 32' 7"
" length ............. ............. 24' 9"
" height ..... .......... ........... 12' l"
Wing area (incl. ailerons) .... 337 sq. ft.
Wing chord .......... .................. .. 5' 8"
Gap ............... .................... ... ...... 5' 8"
Stagger ... ..................... ............ 12"
Dihedral .. ............ ...................... 1112 °
Aerofoil ...... ...... ........... .......... ... U.S. A. 26
Areas
Wing (upper) ....... .. .. ........... 173.5 sq. ft.
Wing. (lower) ................. ..... 163.5 "
Ailerons ............ ......... .......... 42.0 "
Elevator ... ........................ ..... 17.5 "
Fin ........................................ 5.65 "
Rudder ............... .... ............ ... 10.74 "
Stabilizer ............. .. ............... 17.2 "
1---.- -------- z4 '- g· --- ------.;
New Design-Airplanes
Huff-Daland TA-2 Airplanes.
The tw.o remodeled training type airplanes, one equipped with the Curtiss "OX-5" water­cooled
engine and the other with the Lawrance "R-1" air-cooled radial engine, were described and
illustrated in Technical Bulletin No. 28. No further work on the Curti ss-engined model is con­templated
but a redesign of fuselage of the Lawrance-engined model is being made by this Division.
The work on the new design incorporating these changes will be clone by the H uff-Dalancl Com~
pany. The new airplane will be designated Model "TA-6."
Dayton-Wright TA-3 (LeRhone Engine).
The three experimental side-by-side seater a irplanes designed and constructed by the Dayton­\
,\Tright Compa ny have been delivered fo the E ngineering Division. The f irst, received in J an­uary
of this year, was equipped with an 80-h. p. LeRhone engine and flown prior to static test.
The second was delivered in April. It was equi pped with a 110-h. p. LeRhone engine for com­parative
tests with the fir st. These trials have been delayed until the engine has been conditioned
for flight test. The third airplane which has just been received (October ) is being set-up for
inspection.
Engineering Division TA-4 (Lawrance "R-1" Engine).
The design of an advanced t raining type monoplane having a cluralumin fuselage structure
and an internally-braced wing was started by t he E ngineering Division several months ago.
Further work has been suspended pending development of more important projects.
Dayton-Wright TA-5 (Lawrance "J-1" 220-h. p. Engine).
On September 30, a contract for one side-by-side seater training type, airplane similar to the
Dayton-\ ,\Tright TA-3 model but equipped with a Lawrance " J-1" engine, was placed with the
Dayton-\ ,\T right Company for delivery within six months from ela te of contract. This airplane is
to be designated ivfoclel "TA.-5" .
'l'YPE XV-TRAINING (WATER-COOLED ENGINE).
Engineering Division TW-1 (Liberty "6" ·Engine).
Two experimental airplanes were constructed by this Division. The general characteristics,
views, and per formance of the flight test model were published in T echnical Orders No. 23. A
Packard "lA-1237" engine is being installed in. this model and further tests will be conducted.
Cox-Klemin TW-2 (Wright 150-h. p. Engine).
T he second airplane for flight test was received from the Cox-Klemin Aircraft Corporation
in October. Among the changes noted, is the seating arrangement in which the pilot and student
are separated by a short cowling . This forms two individual cockpits in place of the single open
one used in the fir st model. T he visibility of the in struments has been increased also.
Dayton-Wright TW-3 Airplane.
A contract for two side-by-side seater trammg type airplanes each built around the \ \' r ight
Model " I" 150-h. p. engine but otherwise similar to the type XIV, TA-3 training model, has been
placed with the Dayton-W right Company by the Chief of Air Service, Washington, D. C.
Fokker TW-4 (Curtiss "OX-5" Engine).
One a irplane of this design was purchased from A.H. G. F okker of Holland last May. This
model is a side-by-side seater monoplane having a plywood wing and tubular fuselage of the
usual Fokker construction. The results of the per formance tests are being prepared for publica­tion
in a later number.
12
I
New Design-Airplanes
SPECIAL TYPE.
Dayton-Wright PS-1 (Lawrance "J-1" Engine).
Inability to ohtain proper materials and changes in design have been responsibie for the de­lay
in the delivery of the f irst of the three special pursuit airplanes under construction by the
Dayton-\ i\Tright Company. The work on the f irst a irplane is 75 per cent completed.
MISCELLANEOUS PROJECTS.
Engineering Division Messenger (Lawrance 60-h. p. Engine).
In April, 1920, the f irst production contract for Messenger airplanes was awarded to the
Lawrance Sperry Aircraft Company, Farmingdale, I • Y. In addition to t he conversion of three
Standard E-1 airplanes into aerial torpedoes, this contract provided for the construction of f ive
Messenger airplanes, two of which were subsequent ly delivered to McCook F ield and the other
three converted into aerial torpedoes for exhaustive tests at the contractor's plant. Later, in
March, 1922, fi ve additional Messenger airplanes were constructed on the same contract. De­liveries
of the first contract have been completed.
The second contract for six airplanes was placed in June, 1921. Deliveries were as follows:
Two airplanes to McCook Field, one to \,Vilber \ i\T r ight Field, Ohio ; the remaining three were con­verted
:into aerial torpedoes and sent to McCook Field.
The third contract, awarded in June, 1921 also, provided for six airplanes, three of which
were delivered to :McCook Field , two were r etained at contractor's plant fo r tests, and the last
was redesigned under a supplementary contract issued in February, 1922, for suspension from
and launching from an airship. T he development work on the latter contract is still in progress.
Metal Wings for "PW-5" Airplane.
Two internall y-braced, metal structure, fabric-covered wings for the type I, single-seater pur­suit
monoplane (Fokker P\,V-5) are being constructed by A. H. G. Fokker, of Amsterdam,
Holland. These wings are to have the same external characteristics as the revised Fokker
"V-40" wing which was tested by t he Engineering Division several months ago. Several dif­ferent
types of spars are being tested by the contractor and delivery of the wings is due in J an­uary,
1923.
BALLOONS AND AIRSHIPS
GENERAL.
U.S. M. B. Airship.
Delivery of the U. S. M. B. a irship being built by the Airship Mfg. Company, of America.
at Hammondsport, N. Y., has been delayed , owing to additional work to be done on the car,
which is now 75 per cent ~omplete. Completiori elate is expected to be about November 25, at
which time delivery will be made to Wilbur W right F ield, Fairfield, Ohio, for erection and per­formance
tests at the Lighter-than-Air operation station.
Mooring Mast-..'\uspension Type.
All parts for the Suspension Type Mooring Mast have been completed in the shoD~ at :Mc­Cook
F ield, and shipped to Wilbur Wright F ield , Fairfield, Ohio, where the mast ~ ill be a s­sembled
and tests conducted.
Airship Blower.
A propeller type blower for air ships has been built a nd tested. It has met the requirements
sati sfactoril y. An electric motor of }i h. p . weighing about 20 lbs. is being built by the General
Electric Co. under the direction of the Engineering Division, and the blower will be tested with
this motor, when delivered. The entire unit will weigh under 50 lbs. and will be installed for final
test on the U. S. M. B. airship, when that airship is delivered to Wilbur Wright Field.
13
New Design-Balloons and Airplanes.
Navy Towing Airship.
T he Navy Towing Airship has been erected and has made several successful flights from the
Lighter-than-Air operating station at Wilbur Wright Field, Fairfield, Ohio.
Ballonet Fullness Indicator.
The Ballonet Fullness Indicator described in Technical Orders, No. 23, page 22, has been
installed in the Navy Towing Airship and flight tested with satisfactory results. Specifications
are being drawn up for this equipment by the Equipment Branch.
TRANSPORTATION EQUIPMENT.
7M Continuous Gas Plant.
This plant which was mentioned in Technicai Bulletin No. 28 as being conditioned for test, is
now ready. Preliminary tests are to be made in a few days.
Electrolytic Cell.
T he six electrolytic cells developed by this D vision as described in Technical Bulletin No.
28 are now being slightly modified before more extended tests are conducted. The modifica­tion
does not in any way alter the principles embodied in the design but is calculated to reduce
the cost of their manufacture at least 75 per cent.
Non Leak Gas Valve.
A new gas cylinder valve designed by this Division is now ready for extensive tests. It has
a number of new features and is designed especially for storage of helium gas.
ENGINES
AIR-COOLED TYPES.
Wright "R-1" 350-h. p. 9-Cylinder.
The fifty-hour endurance test of this engine was terminated by failure of the master con­necting
rod after 46 hours of running. The indications are that a slight change in the design of
the rod will entirely eliminate the defect. No o her serious defect was revealed and, on the
whole, the condition of the engine which had been run over SO hours, including the dynamometer
runs preliminary to the actual endurance test, was very satisfactory.
Minor modifications will be made in the second engine and another fifty-hour test con­ducted.
WATER-COOLED TYPES. •
Packard "lA-2025" 550-h. p. 12-Cylinder.
A revised Packard engine of this model was given a fifty -hour endurance run. The crank­shaft
failed after 12 hours' running. An investigation of the shaft is being made to determine
if the failure was clue to faulty material.
ENGINE ACCESSORIES.
Superchargers.
The side-type, turbo-supercharger recently designed for the Packard "lA-1237" engine has
been successfully flown in a DH-4B a irplane. The performance of this supercharger is superior
to any supercharger yet tested. It is predicted that a standard DH-4B airplane equipped with a
Packard engine and side-type supercharger will attain a ceiling well above 30,000 feet.
14
N ew Design- Engines
Improved Liberty Oil Pumps- Type A - 1 and A-2.
The improved Liberty oil pump is designed to eliminate certain disadvantageous features ex­tant
in the standard Liberty pump. T he ;)':4 -in. oil connections to the standard pump are not suf­ficiently
large for handling the necessary quantity of oil in cold weather. T he oil pressure relief
valve on the standard pump is difficu lt to adj ust in that it is necessary to remove the pump cover
in order to get at the valve. F urthermore, no screw adjustment is provided, thus making it neces­sary
to vary the spring tension by inserting or removing washers under t he lower encl of the
spring. The low speed adjustment of the standard pump is effected by drilling small holes in the
main rel ief val ve. T his method has two disadvantages-fir stl y, the ad justment cannot be easily
regulated, and secondly, these holes establish a constant communication between the inlet a nd out­let
passages of the pressure pump, thus making it impossible for the pump to li ft oil from a tank
located below the pump, since the tendency of the rotating gears to build up a vacuum is con­tinuously
overcome by leakage th rough the fixed holes in t he relief valve.
The modified pump is so a rranged that the diff iculties mentioned above a re eliminated. T his
pump is made in two forms,-the type A-1 , in which the centri fugal oil cleaner is incorporated,
and the type A-2 in which the standard screen is used for oil cleaning. In other respects the two
types are practically identical. T he t_ype A-1 pump is shown in the illustration below a nd also in
the assembly drawing on t he fo llowing page. Details on the type A-2 pump will be found or,
Engineering Division Drawing No. 065652.
For the purpose of describing the p ressure adjustments, reference is made to the drawing of
the type !\ - l pump on the next page. It ,vill be noted that the inlet and outlet of t his pump has been
modified to provide a standard pipe t hread, thus permitting the use of an elbow or straight nipple,
as is desired. Elbows and nipples suitable for connecting the oil lines to the pump are available
in Air Service stock, the elbow being part No. 038277 or 038147 and the nipple, part No. 038276
or 037882. The oil entering the suction side of t he pressure pump passes clown through the cored
opening in the middle of the pump and enters the interior of the strain er screen, passing outward
through the screen and upward into the- pressure gear pump. After pas ing through the gear
LIBE RTY OIL PUMP-TYPE A-1
15
New Design- Engines .
pump, the oil flows through the cored passages in the pump, as shown by arrows on Section B-B
of the assembly drawjng. The oil enters the engine pressure line by passing upward through the
opening as shown at the right of this section.
The pressure regulating valve is also shown at the right of this Section, and it will be noted
that when the pressure reaches the proper value, the relief valve opens and the excess oil is returned
to the suction side of the pump. The method of adj usting this valve is readily understood by
reference to the drawing, and it should be noted that this adjustment can be made while the en­gine
is running. In some of the first pumps of this type made, the arrangement of this pressure
relief valve differed slightly from that shown on the drawing. However, the essential features
are the same and the adj ustment will be readily understood. The function of the low pressure
adjustment consists, of a by-pass communicating with the inlet to the scavenging pump. The de­tails
of this arrangement are shown in Sections C-C and D-D on the assembly drawing. The idling
pressure is adjusted at an engine speed of three to four hundred revolutions per minute by turn­ing
the screw marked part No. 048808. By arranging the low pressure by-pass to discharge into
the suction side of the scavenging pump instead of into the suction side of the pressure pump, the
pressure pump .. is able to build up a considerable vacuum, and is thus able to lift oil from a tank
located below the pump. This is a great convenience in many installations.
"
AL _____ _
,W ~ITY "' ~ '#/TH
?f'U"· rt1"e(!·{ · '({
Z~V;;~;!--N»n·.oar-
LIBERTY OIL PUMP-TYPE A-1
(Dwg. 048787)
16
New Design-Engines
The type A-1 pump differs from the type A-2 only in that a centrifugal oil cleanser has been
provided. This replaces the lower screen and is shown in the drawing by part No. 048796. The
oil entering the pump flows into the cleaner bowl which rotates at one anrl one-ha!!' crankshaft
speed. Particles of grit, metal and other foreign matter are thrown to the outer face of the bowl
and are retained. The oil passes upward through small holes in the upper face of the bow,! and
thence into the pressure pump. The bowl is removed for cleaning by removing the lower pump
cover exactly as the screen is removed from the standard pump. It should be noted that in case of
damage to the cleaner bowl or driving mechanism, it may be replaced by the standard screen
without other changes by simply removing the bowl assembly with its shaft and substituting the
strainer.
The centrifugal oil cleaner has been subjected to a great many tests and there is no doubt
but that considerable dirt is removed by this device which would pass through the ordinary
strainer screen. On the other hand, it is yet to be demonstrated that dirt of this character is par­ticularly
destructive to the engine or that the use of the centrifugal oil cleaner will materially
increase the life of the engine. This can only be proven by accnmulated experience with a large
number of engines equipped with this deYice.
ARMAMENT
BOMBING.
Bomb Truck.
A preliminary investigation has been made of the problems involved in the design of an am­munition
truck for transporting bombs. Tentative designs are being worked out with the view
of adapting to this service some vehicle now standardized by the Quartermaster Corps.
Sighting Devices.
Design is in progress on a pendulum stabilizer that will be applicable to the Type X-4 B6mb
Sight ( Old Mark X).
* * * *
Preliminary design has been started on two types of range finders for use on bomb sights.
One is an open type and the other an optical type.
* * * *
The construction of two production models of the Estoppey bomb sight, Type D-1, will he
completed shortly.
GUNS.
Cannon.
The development of a non-recoil mount for the Davis 3-inch cannon is in progress.
Machine Guns.
The design, construction, and test of several types of mounting for Thompson sub-machine
guns in the floors of the DH-4B, GA-1 airplanes are in progress.
Synchronizers.
Further work on the production model of a Type D-1 electrical synchronizer is being delayed
awaiting the purchase of necessary material.
17
New Design-Armament.
PYROTECHNICS.
Pyrotechnic Projector.
A new pyrotechnic projector and signal ammunition have been perfected by the U. S. Army
Ordnance Department for projecting signals from aircraft. In view of the fact that the 11 mm.
and 35 mm. Very Signal pistols have become obsolescent, the necessity of such a device is clearly
apparent. Several months ago, the Engineering Division designed and tested a device to S~}per­secle
the Very pi stol. This mechani sm, which is the forerunner of the new design , is described in
Serial No. 1895 mentioned on page 25, Technical Orders No. 25. The new projector can be easily
loaded and operated by means of one hand in which respect it is a distinct advantage over the Very
signal pistol.
PYROTECHNIC PROJECTOR.
The projector 1s of very simple, inexpensive but durable construction as may be seen in .the
illustrations. It is 7 ;1i inches long and 4 .Yz inches wide and consists mainly of two aluminum
castings fitted together on the clove-tail principle. A button-shaped handle is provided for open­ing
the slide and also for firing the charge. Fig. 1 shows the projector in closed position. In Fig.
2, the slide is in the open position, showing the possibi lity of loading, fir ing, and ejecting by use
of one hand. The bottom view (Fig. 3) shows the r etaining plunger s. the cartridge maintaining
block, and the ejecting mechanism. Fig. 4 showws the projector loaded. The function of the
clove-tail principle in loading and ejecting the cartridge is demonstrated in this view.
The signal ammunition is marked in two ways, the outsides of the cartridges are knurled
in such a manner as to permit the various signals to be recognized thru the sense of touch where­as
the ends of the cartridges are plainly initialed to designate, by sight, the signal incased. These
markings are clearly shown on the opposite page.
18
New Design-Armament
Y-YELLOW SMOKE. RP-RED PARACHUTE. GC-GREEN CHAIN. WS-WHITE STAR.
The cartridges are approximately 5 y,i: inches long and 1 % inches in diameter.
The yellow smoke signal is shown disassembled in the illustration. The small parachute \••hicl1
is packed in the outer portion of the aluminum container and held in place by a felt washer,
card-board disk, and pressed steel cov_er, is attached to the smoke signal by a short steel cable.
The opposite encl of the cartridge contains the powder charge which propels the signal until clear oi.
the airplane. This charge is held in position by the rimmed member containing the primer cap.
The red parachute and the green chain signals are similar in construction. The latter signal
consists of a series of green-burning powder charges attached to a parachute.
The white star signal contains the same kind of firing unit as the others. A brilliant white­burning
powder mixture is compressed into a series of metal containers.
For the tests which covered a considerable period of time, projectors were mounted on DH-
4B and XB- lA airplanes especially equipped for night flying. Over two hundred rounds of signal
ammunition were fired with no mal-function of either projector or ammunition .
..
YELLOW SMOKE CARTRIDGE DISASSEMBLED.
19
New Design-Armam,mt.
The yellow smoke signals were fired in daylight. They burned thirty seconds and were
visible from the ground for nearly seven miles.
The red parachute and green chain signals were tested at night. Each lasted thirty second
and were clearly visible at an altitude . of · 5,000 ieet.
The white star signals were tested during night flights. These signals emitted a very bril­liant
penetrating white light for about five seconds.
The pyrotechnic projector and ammunition proved entirely sati sfactory in the series of air
and ground tests conducted by the Engineering Division. Its adoption for standard use m the
Air Service has been recommended.
EQUIPMENT
GENERAL.
Engineering Division Requirements for Water Tank Illumination.
and a 30° reflector which is sli ghtly tilted to
tank surface between the floor and the eaves.
After several months of continuous opera­tion,
the illuminated water tank at l\fcCook F ield,
a brief description of which is given in Technical
Orders No. 23, has proved to be an efficient and
successful means of field ma rking for night flying.
The beacon is visible in all directions for a dist­ance
of 15 to 20 miles at an altitude of 5,000
feet.
The Engineering Division r equirements for
water tank illumination are given in the follow­ing
specifications.
General Dhnensio ns.-The overall dimensions
of the illuminated portion of the water tank and
the general location of the lights a re shown in
the accompanying sketch.
Li:ghti11g Arrangenie nt.-The lighting ar­rangement
consists of 4 projectors for illuminat­ing
the top of the tank and 16 projectors fo r the
side wall. The top lights are mounted 7 feet
above the apex of the roof on 4 arms supported
by a central steel staff. Each projector is pro­vided
with a 250-watt lamp and a r efl ector for
directing light downward over top of tank. The
side lights are mounted on 16-goose-neck sup­ports.
spaced equallv distant around the tank.
Each projector is equipped with a 100-watt lamp
diffuse the light evenly ,wer the greater yart of the
Lighting S ystem.-The system is divided into two separate circuits, one for the roof lights
and the other for the side lights. Both circuits are flashed on and off simultaneously with a Betz
and Betz Company, electric sign fla sher. The time and duration of the fla sh may be varied by
changing the position of the brushes on the revolving flasher wheels. The timing interval of one
second on and three-fourths of a second off, now being used at McCook Field, has been found satis­factory.
Pai11t-i11g R equiremc11ts.-The entire side wall and roof of the water tank has been painted
in the fo llowing manner. T he coatings recommemled have given satisfactory weathering and
light diffusing (!Ualities.
20
New Design-Equipment
a. Three primer coats-paint combination of white lead, oil, and turpentine.
b. One coat-equal proportions of white lead and "Vitrolite" enamel.
c. Final coat-pure "Vitrolite" enamel.
"Vitrolite" is the trade name of a special air-drying enamel made in England. The Pratt and
Lambert Co. New York, are the American sales and manufacturing representati,ves.
Electrical R equ.irements.- The necessary electrical equipment including projectors, supports,
and wiring are given in the following:
4 Kational X-Ray projectors No. 51.
16 Abolite Industrial Steel Reflectors.
(Trade No. 116157- 30 degree-JOO-watt size.)
4 G-30 lVIazda "C" elecric lamps.
( 250-watt, 110-volt)
16 Mazda gas-filled electric lamps
(100-watt, 110-volt)
16 Goose-neck supports ( ;,-~" I. D. black steel conduits) with such necessary IJracing
wires, couplings and bases for fastening securely around side of tank.
1 Betz & Betz Company sign flasher, No. 152 equipped with two 1650-watt switches,
steel cabinet, and single phase motor, 110-volt, 60 cycle, 1750 r.p.m.
Knife switch, double pole, single throw, 110-volt-50 ampere capacity.
Standard B. & S. No. 8 weather-proof wire is used for main lead-in wires to sign flasher
and B. & S. No. 10 wire for each of the two parallel circuits from the flasher switches to the base
of the tank. ·
All wires are carried in conduits ( y4" I. D.) from the flasher mechanism at base of tower to
the floor of the tank above, where the two circuits divide, each circuit being carried in separate
steel conduits (Yi" I. D.) to the top and side lamps respectively.
~+ 'I:::}.
, I
~
------~------..-_j_
21
New Design-Equipment
ELECTRICAL.
Generators.
· Preliminary tests of a sample model "2W-1" engine-driven generator have been satisfactory
except for the minimum speed requirements on ontput. However, the generator will be fairly
satisfactory for use without further modification and the acceptance of generators on par with
this sample is advised in order to avoid delay in delivery.
* * * *
A northeast 300-watt wind-driven generator was installed on an NBS-1 airplane for test. The
generator is driven by a four-bladed wooden impeller, the blades of which were clipped to re­duce
excessive speed. This method proved unsatisfactory and a new impeller will be designed and
made for this generator.
Storage Batteries.
Standardization tests on storage batteries are progressing satisfactorily. Due to an improved
method of manufacture and forming, the efficiency of a new type of Cincinnati battery, recently
tested, has been found to be 15 per cent greater than the earlier type.
INSTRUMENTS.
Universal Gasoline Level Gage-1923 Model.
The drawings and specifications for the standard Universal gasoline level gage have been
changed and a new gage, the 1923 model, incorporating these changes, has been completed. This
model possesses many improv~ments over the one put out in July, 1922.
Tachometers.
Experiments have been made to determine the torque required to drive standard types of
tachometers and the different lengths of tachometer shafts. The T ype "C" was found to require
one-third less driving power than the Type "A''. The torque required to drive tachometer shaft­ing
is approximately proportional to the length of the shaft. It appears that one or two right­angled
bends in the shafting around a six-inch radius causes only a slight increase in torque when
the tachometer and shaft are driven together.
NIGHT FLYING.
Landing Lights.
Four successful night landings have been made thru the use of a newly-designed landing light
having a two-inch focal length reflector. The ground was clearly visible from an altitude of
about 400 feet. It is thought that better results can be obtained if the angle of divergence of the
beam is increased without decreasing the beam candle-power. Work along this line has been
started.
Navigation Lights.
The first set of new design navigation lights have been received from the Corcoran-Yictor
Company. The new light, which consists of the standard bulb enclosed in a translucent streamline
case of reel or green colored glass, is visible from any angle. Several changes will be made in
the design of the lights preparatory to making production drawings and writing specifications for
the same.
22
New Design-Equipment
PHOTOGRAPHY.
Tri-Lens Camera-Type T-1.
From recent tests of this camera, it was found desirable to change the film-marking appa­ratu
s. A graphophone needle has been substituted for the pencil for marking the film. the ol>ject
being to pierce a small hole in the film so that it may be felt in the total darkness of the develop­ing
room, a condition absolntel y necessary for the development of hyper sensitive f ilm.
* * * *
A set of targets have been erected by which the exact focal length of twenty-four lenses for
the T-1 camera have been obtained. This method is considered better than the optical bench test,
as it eliminates a certain possibility of error at the most desirable point on the plate.
Long-Focus Lens.
A 36-inch focal -length lens which was used in a photographic test at high altitude, was tested
to obtain its exact focal length. It was then possible to check the altitude from several pictures
taken at the extreme height reached , with a resulting variation of onlv 30 feet. T his would seem
to indicate that this is an exact method for checking altitude and that it might be used to calibrate
altimeters.
23
RESEARCH
I
RESUME OF ENGINEERING DIVISION
SERIAL REPORTS.
S erial R eports marked with an asterisk ( *) will
be issued by the Chief of A ir S ervice as " Air
S er11ice I nfor111atfon Circulars."
AIRPLANE SECTION.
Wind Tunnel Test of Junker RE-5 Monoplane Model. Serial No. 1997
The wind tunnel tests conducted at M. I. T. on a model of the Junker RE-5 single-seater pur­suit
monoplane gave the following results :
1. Maximum lift is 1.68 lb. , minimum drag., .0825 lb., and maximum L/ D, 7.3.
2. Airplane balances at an angle of attack of --1 °, at which the lift is .364 lb., corre­sponding
to a speed of 2.15 times the minimum speed.
3. Statical stability is satisfactory at all elevator settings from -- 30° to + 30° . The
elevator is more sensitive in downward position that in upward position, premmably
clue to p:i.rtial blanketing of the wing in the latter case.
Theoretical Effectiveness and Efficiency of Ailerons. Serial No. 1998
Owing to the great divergence in the cl1aracteri stics and degree of lateral control of various
types of airplanes, an investigation of the theoretical effectiveness and efficiency of the relative
factors most likely to improve the lateral control would materially aid in design.
A study of the ailerons used on several types of airplanes at McCook Field resulted in the
conclusion that the C-shaped wing tip is most efficient :i.ncl effective. The efficienC)' of the aileron
is gained by decreasing the ratio of the chord to the chord of the wing, at least to a ratio of l to
7 or smaller. \Vith the width ratio, the area of aileron surface is proportionate to the maneuver­ahilitv
desired. For a given chord ratio of aileron to wing, an increase in area and hence the span
of the aileron decreases the efficiency but increases the effectiveness provided the span does not
exceed 2/ 3 the semi-span of the wing. Additional efficiency of the ail eron may be obtained by
the use of the balanced type.
The values for the different design factors are given ;in the charts. The appended curves
show the ratio of rolling moment to the hinge moment and also the coefficient of the rolling
moment per sq. ft. of aileron area to the angular settings in the wing tips.
Distribution of Load on Spars in Multi-Spar Construction
of Airplane Wings. *Serial No. 2005
\Vith the development of large internally-braced wings, the use of multi-spar construction
presents a problem of determining a satisfactory method or formula for the distribution of load
among the spars. In this investigation which is limited to one specif ic case. several methods oi
apportioning the load were applied to a large three-spar metal \\;ing and a comparison of the re­sults
thus obtained, was made with the actual load di stribution as indicated by static test.
24
Research-Serial Reports
The following methods for determining distribution of load were considered for both high
and low incidence conditions:
a. Distribution in proportion to moments of inertia.
b. Distribution in proportion to load on area, as assumed to be carried by i;ach spar.
c. Distribution in proportion to spar areas by use of imaginary spars.
d. Burgess rational method.
e. Distribution in proportion to distance from center of rotation. The methods, e and d
are based upon the assumption that the spar deflects and rotates without appreciable di stortion,
making the intensity of stress in any spar proportional to its distance from the center of rotation.
The available data on stress distribution in multi-spar wings are insufficient to warrant satis­factory
comparisons of the results obtained bv the various methods employed, but the Burgess
rational method appears to give the most satisfacto ry agreement with the load distribution
figured from the actual deflections. As a result the Burgess formulas are recommended for use
in design calculations of distribution of load among the spars of a multi-spar wing.
Comparison of Column Formulas. *Serial No. 2006
In general, the column formulas in current practice may be classified quite sati sfactorily in
one of the following groups:
7 .A combination of a "Straight Line" and the Euler formulas.
2. A combination of a " Conic Section" and the Euler formulas.
3. The Rankin formula or derivative.
4. Schef-A er's Eccentricity formula or a modification.
A comparison of these formulas and a discussion of their application m airplane construc­tion
is taken up in this report.
ARMAMENT SECTION.
Illuminating Device for Unit Gun Sight-Oval Type
( Gun Accessory Ty/>c X-8) Serial No. 1981
A device for illuminating the reticle of the Unit gun sight for use in night combat has been
pe:-fected and recommended for sen·ice test. The illuminating mechanism is light and compact
and is adapted for use with either the standard oval-shaped, dry cell flashlight battery or the
standard 12-volt aviation storage battery. An adjustment is provided by which the amount of il­lumination
on the r<:>ticle may be varied at will. The "oval type" is a marked improvement over
the "round type" mentioned in the following report. A detailed description, views, and method
of operation are given.
Illuminating Device for Unit Gun Sight-Round Type
(Gun Accessory Type X -5.) Serial No. 1982
This device was designed for the same purpose as the one mentioned in the foregoing re­port.
Altho the "round type" mechanism operated satisfactorily, it was too heavy and bulky for
the purpose.
Wind Vane and Ring Sights for Browning Gun
(Wind Vane Sight T ype X-1-Ring Sight T ,ype X-1). Serial No. 1983
In connection with the development of a flexible mounting for the .30 caliber Browning gun ,
a satisfactory means of sighting has been developed. It consists of a standard Lewis wind vane
sight fastened to the gun by means of a special mounting bracket and a redesigned ring sight of
larger diameter and longer stem than the standard Lewis ring sight.
The air tests were satisfactory and as a result recommendations have been made for the con­struction
of several units for service tests. It is further recommended that the mounting bracket
be incorporated as part of the gtm itself in order to facilitate mounting and insure accuracy of
fire. Views of the sights and the mountings are appended.
25
Research-Serial Reports
Spade Grip for .30 Caliber Browning Gun-Finger Control. Serial No. 1984
Along with the development of a flexible mounting for this gun, a spade grip fitted ·with an
anx iliar _v trigger or finger control was constructed and tested with sati sfactory results under con­di
tions similar to those found in actual service.
Tw0 designs a re shown, the second being a refin ement of the first. The production of a
small number of units has heen recomme1,ded.
Adjustable Wind Vane Sight, Type D-1. Serial No. 1989
A wind vane sight for flexibly-mounted guns has been constructed which will allow a
quick adjustment for the various speeds of the airplane to be made without the use of tools or
substitution of parts. T he standard Norman wind vane sight does not possess these features and
it is not quickly ad_iustable in changing a brace ~f guns from one airplane to another.
T he D-1 designs were made and air-tested with varying success; the third model which in­corporates
all the clesirable features of the other two proved very satisfactory. A few units will
be constructed for the service.
A complete description and photographs of each design a re given in the report.
EQUIPMENT SECTION.
Location for Airspeed Head on XB-lA Airplane. Serial No. 1 ~92
In order to determine the best location for an air speed head on this airplane, six P itot static
heads were placed in different locations on the interplane struts and readings taken on a multiple
recording manometer.
T he best location was determined to be on an inner front strut half-way between the upper
and lower wings. In case the P i tot -Venturi head is used, it should be placed on -the outer side
of the inner strut.
Test of Prouty Oxygen Regulator No. S-13.
(S ixth Saniple from, P recision Jnstrimient Co.) S'erial No. 2000
Several types of oxygen regulators from the P recision Instrument Company, of Newar.k,
N. J., have been tested in an effort to develop a satisfactory in strument. Altho the Model S-13 in
th is test conforms more nearly to the Air Service specif ication than any of the regulators previ­ously
tested, further experimentation will be necessary before the desired features a re attained.
Test of Sensitive Diaphragm.
( T he Bristol Comp·.zny) . Serial No. 2002
T he Bristol Company of Waterbury, Conn., submitted a sensitive diaphragm for calibration
tests. It consists of eight corrugated metal capsules each 2 inches in diameter and about nr -inch
thick at atmospheric pressure. Calibration curves · for p ressure and suction are appended.
Test of Sensitive Diaphragm.
(The Monitor Controller Co.) Serial No. 2003
T he characteri stics and calibration of a sensitive diaphragm submitted by the Monitor Con­troller
Company of Baltimo1·e. Md. , have been determined. This diaphragm . consists of seven
metal capsules each 2 inches in diameter and about .Ys-inch thick at atmospheric pressure. The
outside faces of the end capsules are flat and ribbed radially to form a rigid facf The other
faces a re corrugated. T he calibration results for _p ressure and suction, are charted.
Research-Serial Reports
MATERIAL SECTION.
Specification for Airship Dope. . Serial No. 1972
In order to prepare a specification to cover the Air Service requirements for elope for use
on rubberized airship and bailoon fab rics, the properties of the best standard elopes were investi­gated
and a specifi cation evol ved that is based on the Navy Department. Bnreau of Aeronautics,
Specification No. 44-A.
T he dopes used in the investigation were as follows :
Titanine No. 15-A-A elope approved by Bureau of Aeronautics, Navy Department,
and manufactured by Titanine lnc., Gnion, N . . J.
Delta No. 44-A---:-Prepared by Chemical Laboratory from Navy formula-Spec. No.
44-A. .
Airlac "A"-A sample from U. S. Industrial Chemical Co., Baltimore, Md.
The new specification for cellulose nitrate airship dope is given in detail in the report.
Physical Properties of Electron Metal. Serial No. 1973
The specimens were cut from a 2-inch bar of rolled electron r,;,etal manufactured by
Chemische Fabrik Griesheim Electron, Frankfurt-am-1\.'Iain. Germany.
E lectron metal has the following composition :
Per ce11t
Copper .. . .. . ... .. . .... -.. ..... . .... .. . .. . .. .. .... .... . . . 0.41 to 0.40
Silicon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.24 to 0.23
Iron . . . . ... ...... . . . ...... .... ..... ..................... 0.25 to 0.26
Aluminum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . trace
Zinc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.38 to 4.39
l\J agnesium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remainder
Electron metal has a specific gravity of 1.78 compared with 2.80 for cluralumin. The ulti­mate
strengths in tension, sheer, and torsion compare favorably with heat-treated duralumin on a
weight basis and the ultimate strength in cnmpressinn is 50% higher. The tensile strength de­creases
rapidly with increase in temperature. T he metal however should not be used under shock
or transverse loading .
Physical Properties of 6130 Steel. Serial No. 1974
The test specimens were cut from bars manufactured by the Halcomb Steel Company, Syra­cuse,
N. Y. The steel was made by the electric process and the bar annealed at the mill.
The steel was submitted to the usual standard tests. the results of which are given in the re­port.
Several photographs showing the microstructure are appended.
Test of 32x6 Airplane Tire and Wheel. Serial No. 1976
In previous Air Service reports on airplane tires and wheels. a maximum load per wheel for
each size tire in the straight-side tire and wheel program was laid down. The load for this size
was 2.500 lb. which would limit the wheel for use on airplanes ·weighing between 36DO and 5000
lbs. The ser vice tire deflection for this maximum load should be about ;4 of this amount.
T he tire and wheel under investigation fulfilled all requirements. T he rim was rolled by
the Cleveland \Velcling and Manufacturing Company and the wheel assembled by the Dayton \,Vire
\ i\Theel Company. The tires, tubes, and flaps -were manufactured by the Morgan and \ \!right
plant of the United States R ubber Company, Detroit, Michigan.
27
Research-Serial Reports
Sediment Deposit in Carburetors. *Serial No. 1993
The corrosion or formation of a white jelly-like precipitate in carburetors manufactured from
aluminum alloys has in some cases been sufficient to prevent the proper functioning of the car­buretor.
Previous investigators asserted that this deposit was due to either the action of sul­furic
or sulfonic acids present in the fuels. However, in this inve5tigation, the cause has been at­tributed
to the presence of water formed by condensation into small droplets which, clue their
higher specific gravity, accumulate in the bottom of the containers.
A quantitative chemical analysis performed on several samples of sediment which were taken
from service carburetors and gasoline tanks at different aviation fields disclosed that the bulk of
the deposit consisted of the oxide of aluminum in the various stages of hydration, from alumi­num
hydroxide to practically anhydrous oxide of aluminum.
The method of prevention that is recommenclecl consists in the application of gasoline-proof
enamels to the · surfaces that are liable to become affected.
Physical and Metallographic Properties of Copper-Zinc-Aluminum
Alloys containing Magnesium. *Serial No. 1995
It has been found in this investigation that the use of small amounts of magnesium in place
of iron in Aluminum Alloy No. 3, A. S. Specification No. 11,019, is not advisable.
The physical and metallographic properties of the alloys used in the tests are discussed in de­tail.
The properties after six months aging are given in the aclclenclum.
POWER PLANT SECTION.
Test of Curtiss 8-Cylinder "OX-5" Engine
(Rated 90-h. p. @ 1400 r. p. m.) *Serial No. 1947
The performance test of this engine was made to obtain reliable data for the use of airplane
designers. Views and results are given in the report.
The Curtiss "OX-5" is an eight-cylinder, four-5troke cycle, water-cooled Vee type engine
developing 98.5 brake horsepower at 1400 r. p. m. The characteristic features are the staggered
cvlinders, side-by-side connecting rods, the unique push rod arrangement, and the location of
the carburetor at the rear of the engine. A detailed description of the engine is given in the hand-­book,-"
The Curtiss Standard Modei OX Aeronautical Motor Handbook" issued by the manu­facturers.
Description of the Power Plant Laboratory. Serial No. 1987
A complete description of the Engineering Division Power P lant laboratorv and its equip­ment
is given in this report.
The equipment includes the following:
400-Horsepower dynamometer.
400-Horsepower dynamometer for air-cooled engines.
Single cylinder dynamometer.
Single cylinder Liberty test engine.
Universal engine crankcase.
Carburetor test laboratory.
Accessories laboratory.
Photographic laboratory.
Engine overhaul shop.
Torque stands.
The report is illustrated by numerous photographs and diagrams.
28
Research-Serial Reports
Test of Wright "H" and "E-2" Engine Pistons with Special
Oil Grooves. Serial No. 1994
Oil grooves with drain holes cut in the piston skirt below the lower compression ring reduced
the oil consumption 10% in the Model "H" engine at comparatively high speeds and loads. Under
the same conditions, pistons of the same type in the \,V right "E-2" engine reduced the oil con­sumption
27%. Apparently, the oil-groove pistons pumped more oil than the standard pistons at
idling speeds. Further tests will be necessary however before idling characteristics can be fully
determined.
The tests were not conclusive as in engines of this class, freedom from over-oiling at low
speeds is more important than a decrease in consumption at higher speeds.
Bearing Loads and Stresses of Curtiss "CD-12" and "K-12" Engine
Crankshafts at Different Speeds. Serial No. 1996
The report covers an investigation of the bearing loads and stresses in the crankshafts of the
Curtiss Models "CD-12" and "K-12" engines, the former having a seven-bearing crankshaft and
the latter a four -bearing crankshaft, for the purpose of determining their feasibility for further
development.
From the results of the investigation, it is evident that, under the assumption that the center
distance between the cylinders remain the same for both types of crankshaft, the £om-bearing
crankshaft is superior to the seven-bearing crankshaft.
Before this investigation was completed, the Curtiss Company decided to redesign the seven­bearing
crankshaft by changing the center distances of the cylinders and submitted the changes
to the E ngineering Division for criticism. The new design was acceptable and recommendations
as to effective lengths of the crankshaft bearings were made by the Engine Design Branch.
29
FOREIGN DEVELOPMENT
GREAT BRITAIN
AIRPLANES.
A vro "Aldershot" (Rolls-Royce "Condor" Engine).
One of the latest types of long distance bombardment airplanes has· just been completed by
the A. V. Roe & Co., Ltd., London, England, for the British Air Ministry. The new bomber
which is the first airplane for military purposes to be designed and constructed at the Avro
'Norks since the production of the Avro training machines, is known as the Avro "Aldershot."
The new airplane is undergoing tests at the government Aeroplane Experimental Department at
Martlesham Heath.
GENERAL DESCRIPTION.
The "Aldershot" bomber is a large bipb.ne having a wing span of seventy-five feet and a total
weight of 12,000 pounds when loaded. In general appearance and size, it resembles the U . S.
Martin bomber except that it is a single-engined airplane. The principal features of the design
are the folding wings, the arrangement of the fuselage, and the location of the bomb compart­ments.
The airplane is fitted with the new Rolls-Royce "Condor" Series lA 650-h. p. engine
which has been previously described and illustrated in our l\ir Service Technical Orders No. 24.
Wings.-The wing cellule is an externally-braced biplane structure with wings of equal span
and cord. The outboard sections, each of which is supported by four interplane struts, two front
and two rear, are hinged so that they may be folded backwards parallel to the fuselage. The in­ner
interplane struts, two on a side, are lucated directly over each landing chassis and form the sup­port
between the lower wing inboard sections and the upper wing center section.
Ailerons, four in all , are placed in the trailing edge of both upper and lower wings. To
facilitate operation, auxiliary ailerons are provided above the ai lerons on the upper wing.
Enipennage.-The horizontal tail surfaces are supported above the long low vertical fin by
two external diagonal struts extending from each side of the fuselage. The elevators are bal­anced.
The rudder is a C-shaped structure with balanced portions extending both above and be­iow
the fu selage which is held clear of the ground by an unusually high tail skid mounting.
Fusclage.- The general layout of the fuselage provides for the power plant in the nose, t"ro
bomb compartments for carrying the bomb load, and two cockpits underneath which is a lower
deck or compartment for the bombsight, release mechanism, and other equipment. The crew
consists of three persons, the pilot, the bomber or observer, and the gunner. The pilot's cockpit,
in which the pilot and bomber sit side by side, is located directly below and behind the trailing
edge of the upper wing. The gunner's cockpit is placed close behind the pilot's. The bomber's seat
may be dropped, thus permitting the bomber to descend to the floor or lower deck to a compart­ment
containing the bomb sight, bomb control apparatus, and radio equipment. In the floor of
this compartment, a small opening, 24 inches by 18 inches, fitted with a triplex glass window, is
provided for sighting or observing the target. The gunner has access to this lower compartment
also thru a direct opening in the floor of his cockpit.
30
Foreign Development-Great Britain
The bombs are carried in two separate compartments, in each of which six 200-lb. bombs
may be hung vertically. In addition, two 500-lb. bombs may be suspended hori zontally beneath
the fuselage. The large bombs are suspended in such a manner that the bombs in the compart­ments
may be dropped without interference.
The engine mounting is readily accessible~ by a complete removal of the nose cowling. The
bearers are designed to permit quick removal or installation of the engine.
T he parachute containers are attached to the bottom of the fuselage along the side of the
bomber's window.
Power Plant.- The airplane is powered by a new improved model "Rolls-Royce "Condor"
engine. This engine is a water-cooled, twelve-cylinder vee type with a 5 3,;,;-inch bore and a 70 -
inch stroke. It develops 650 h . p. at 1900 r. p. rn. It is equipped with an epicycl ic reduction gear,
magneto ignition, and electric starter.
The radiator is mounted underneath the engine with shutters provided in the nose cowling.
A fu el tank is placed in the center section of the upper wing.
Equipnient.-Besides the bomb racks and sighting devices, radio apparatus and parachutes are
carried. The parachute containers which are five inches deep are a ttached outside on the bottom
of the fuselage. Double flexible parachute cahles, Ys -inch in diameter, are carried from the
container up the outside of the fuselage for each member of the crew, the cables for the pilot
being on the right hand side, and those for the bomber aand the gunner on the left hand side. The
ends of these cables are fixed so that they can be quickly fastened to the parachute harness in
case of emergency. Each cable is recessed betweed two strips of wood extending up the side of
the fuselage and is held in place by small wires which break easily in case of a jnrnp.
· A few features of the design which are apparently undesirable may be discussed at t his
point. The use of a stick control instead of a"Dep" or wheel control is not in accordance
with the usnal practice in large airplanes. The visibility from the pilot's seat is excellent on one
side only, the other side being totally blind left and forward, necessitating a change of course in
order tu view a ta rget on the blind side. This defect is due to the width of the fuselage and the
position of the cockpit. Communication between the bomber in the lower compartment and the
pilot is difficult as no provision has been made for direct conversation or signals. Provisions for
the lubrication ,,f the landing gear axle necessitates the removal of the wheel. The shock ab­sorber
cord must be wrapped in the field during the setting up of the landing gear.
So far as is known, no performance tests have been conducted by the Air Ministry, hence no
figures are available. This airplane won the handicap race in an aerial pageant held in England
last June. However no military significance can be placed on these results owing to the shortness
of the race. the lack of military load, and the nature of the handicap.
31
NEW BOOKS AND D0CUMEN1~S
Great Britain.
REFERENCE DATA ON AERONAUTICAL DEVELOPMENT
AND ENGINEERING IN THE L'NITED STATES AND
OTHER COUNTRIES ADDED TO THE TECHNICAL FILES
OF THE ENGINEERING DIVISION, AIR SERVICE.
AVIATION AND AEROSTATION
Outline of arrangements and synopsis of papers at Air Conference, Great
Britain. 1922. Sp.
Special report on a visit to the Royal Aircraft Establishment; by E. P.
Warner. National Advisory Committee for Aeronantics. July 9, 1922. 17p.
Diags.
Report on experimental aerial survey at Ottawa, 1920. Bulletin No. 2.
Mar., 1921. 16 p. Illus.
France.
Aviation in the French army, French aeronautical policy and tendencies,
organization of the units of aviation, types of airplanes in service in the French
army of the Rhine, organiation of France's Military aeronautics. Jan. 13,
1922. 9p.
Study of the organization of the French army showing its development as
a result of the lessons of the world war and ,:omprising notes on the equiJ_J­ment
and tactical doctrine developed in 'the French army by Col. Le Vert
Coleman. Feb., 1922. 19p.
AnsW:ers to French technical questionnaire. Api:. 25, 1922. 18p.
Rules and regulations of the Federation Aeronautique Internationale,
1920; tr. Technical Data Section. Memo. report No. 62. McCook Field.
Aug. 30, 1922. 7p.
Germany.
Notes on German aviation, 1922; by Col. Le Vert Coleman. Feb., 1922.
lOp.
Germany's war in the air; a survey of the development and of the accom­plishment
of our air forces in the great war. M. I. D. G. 2. 2553-1 63/ 4.
D-3516. July 20, 1922. 176 p.
Al0/ 8
Great Britain
F35/ 40
C34.9/10
C00/ 82
C00/ 81
Cll/8
D61.l/2
Al0/ 4
Germany
A00/ 19
New Books and Documents
General rnles for air combat ; by Lt. Ernst Udet. M. I. D. 2082-:~83.
Germany 3593. Aug. 14, 1922. 6p. Diags.
Italy.
Report on the Jacques Schneider, Tyrrhenian and King's cup races held
at Naples, Italy, Aug. 12, 1922. Program of the r;-ices. l\l. I. n. 2086-
258/ 12. Italy 6585. ON 12204. Aug. 18. 1922. 4p. Photostat.
United States.
Navy entries in national airplane races, Detroit, Michigan; by Capt. \V.
H. Sitz. Navy Dept. Bureau of Aeronauti cs. Technical note No. 229.
Oct. 5, 1922. 13p. Drawings.
Early history of the airplane; by Orville and ·Wilbur Wright. The Day-ton
\ i\!right Airplane Company. n. cl. 24p.
l\fonthly list of publications issued by the Department of Commerce. July
31, 1922.
Monthly list of publications issued by the Department of Commerce.
Aug. 31, 1922.
Course in machine shop practice. Air Service Engineering School. Mc­Cook
Field. 1922. 97p. Photostats, drawings.
Course in mechanics. Air Service Engineering Division. McCook Field.
n. cl. 17p. Diags.
Contents:
1. Applied mathematics
2. Dynamics
3. l\1echanism.
Course of instruction in wood shop practic-e; by A. J. LaBaie. Air
Service Engineering School. McCook Field. 1922. 21p. Photostatcs,
drawings.
Research.
Theorv of initial 1110tions and its application to the airplane. ( Sequei to
K & M. 689) ; by G. H. Bryan. Aeronautical Research Committee. Reports
and Memoranda No. 744. (Ae. 11). July, 1921. 25p.
The aerodynamic plane table; by A. F. Zahm. Navy Yard. Cmstruc­tion
Dept. Report No. 196. Aug. 6, 1922. 6p., photographs.
The aerodynamic oscillator. Navy Yard. Construction Department. Re­port
No. 161. Sept. 16, 1920. Sp
Experiments with model flying boat lmlls and seaplane tloats. 22uci
series. Comparison of the Vigilant straight frame type and curved section
rlying boats; (by E . M. Keary, Aeronautical Research Committee. Reports
and Memoranda No. 785. Ae. 38. (T. 1680). Jan., 1922. 16p. Charts.
Aerofoils.
New calculation method for aerofoils; by Erik Thomas; tr. Technical
Data Section. Memo report No. 66. McCook Field. Sept. 27, 1922. 4p.
Chart.
33
C71.l/ 22
DS2.03/ 45
D52.03/ 46
D52.1 107
Cl3/ 6
1922-July
Cl3/ 6
1922-Aug.
C53.13/ 3
C53.13/4
Dll.1 / 107
D00.12
R. & M./ 744
D13.6/ 52
Di3.3/ 7
D00.12/ 785
R.. & M.
D52.33~/ 148
New Books and Documents
Question of slotted aerofoil s ; bv A. Betz; tr. from Berichte und Ah­handlnnger,
Tan .. 1922. T echnical Data Section. Memo. report No. 65 .
McCook Field. Sept. 8, 1922. 7p. Charts, diags.
Propellers.
Experimental research on air propellers, V; hy \/\/. F . Durand and E. P.
Lesley. National Advisory Committee for Aeronauti cs. Report No. 14 1,
1922. 82p. Charts.
Adaptation of propeller to multi-engine groups ; by M. R. Pouit tr.
from L' Aeronautique, Aug .. 1922. Technical Data Section. Memo. report
No. 64. McCook F ield. Sept. 7, 1922. Sp. Chart.
Electrical.
Calculation of the self-inductance of single-layer coils; by R. R. Rosa.
Bureau of Standards. Scientific papers No. 31. 1906. 17 p. diags.
Self-inductance of a coil of any length and any number of layers of
wire; by E. B. Rosa. Bureau of Standards. Scientific papers No. 83. Oct.
12, 1')07. 13 p.
Mutual inductance of a circle and a coaxial single layer coil. The
Lorenz apparatus and the Ayrton-J ones absolute electrodynamometer; by
E. B. Rosa. Bureau of Standards. Scientific paper No. 56. Mar. l, 1907.
28p. Diags.
M ntual inductance of coaxial solenoids ; by E. B. Rosa and Louis Cohen.
Bureau of Standards. Scienti fic papers No. 59. Mar. 30, 1907. 20 p. Diags.
Exact formula for the mntual inductance of coaxial solenoid s ; by Louis
Cohen. Bureau of Standards. Scientific papers No. 58. 1907. 9p.
Simultaneous measurement of the capacity and power factor of con­densers;
by F. 'vV. Grover. Bureau of Standards. Scientific papers No. 64.
May 23, 1907. 61p. Di;igs.
Capacity and phase difference of paraffined paper condensers as
functions of temperatnre and fr equency; by F. Vil. Grover. Bureau of Sta11-­dards.
Scientific papers No. 166. Feb. 28, 1911. 84 p. Charts.
Instrnctions concerning in stall ation of \Voodrnff key in lower ball hear­ing
container. vVar Department. 0. C. A. S . Letter of Instruction No. SO.
( Supersedes Letter of instrnction No. 39, Ang. 1, 1921). Aug. 12, 1922. 1 p.
Blne print.
Safety rules to be observed in the operation of electrical equipment and
lines. Being part 4 of the proposed national electrical safety code. Ed. 2.
Bureau of Standards. Circular No. 49. May 4, 1915. SOp.
Leakage of currents from electric railways ; by Burton M. Colium &
K. H . Logan. Bureau of Standards. Technical Papers No. 63. Mar. 14,
1916. 31 p. Charts.
Modern practice in the construction and maintenance of rail joi11ts ami
bonds in electric railways; by E. R. Shepard. Bureau of Standards. Tedmo­logic
papers No. 62. Mar. 10, 1916. 122 p. Illus.
Electrical attraction and its use according to J ohnsen-Rahbek: by F~arl
Rottgarat. Reprint from Zeitschri ft fur Technische P hysik. 1921. No. 11.
M. I. D. G2-2553-228. 1921. 12 p.
34
D52.:B8/147
DS2.43_/ 307
1)52.43/ 306
i'\20/ 15
A20/17
A20; 22
A20/ 16
A20/ 19
A20/ 12
A482/ 78
D00.12/ 76
1922-No. 50
A48.2/ 79
A48.2/ 81
A48.2/80
A20/ 10
New Books and Documents
Resistance coils for alternating current work; by H . L. Curtis and F .
\;\/ . Grover. Bureau of Standards. Scienti f ic papers No. 177. Sept. l ,
1911. 23 p. Diags.
Measnrement of the inductances of resistance coils ; bv F . \V. Grover anrl
H . L. Curtis. Bureau of Standard s. Scienti f ic papers· No. 175. Sept. 1,
191 l. 31 p. Diags.
Absolute measurement of inductance; by E. B Rosa and F . \V. GroYer.
Bureau of Standards. Scientific papers No. 9. 1905. 28 p. Diags.
Formulas and tables for the calculation of mutual and self-inductance ;
by E. E. Rosa and F. \ V. Grover. Revised E d. 3. Burean of Standards.
Scienti f ic papers No. 169. Dec. 1S, 1916. 237 p.
On the geometri cal mean di stances of rectangular areas and the calcu­lation
of self-inductance ; by E. B. Rosa. Bureau of Standards. Scientific
papers No. 47. 1907. 41 p. Diags.
Effect on rudder control of slipstream body, and ground interference ;
by H . I. Hoot and D. L. Bacon. National Advisory Committee for Aero­nautics.
Technical Notes No. 110. Sept., 1922. 7 p. P hotograph, charts,
diags.
AERIAL NAVIGATION.
Airways and Airdromes.
Inspection of the London terminal airclrome, Croydon. Department uf
Controller General of Civil Aviation. Feb. 6, 1922. Sp.
Contents :
a. Notes on organization of the London terminal airdromes.
Croydon .
b. Notes on representative Briti sh commercial aircraft.
Aids to Navigation-Night Flying.
Resume of literature concerning night and cloud fl ying. with biblio­graphy.
Prepared at the Bureau of Standards at the request of the Engineer­ing
Division, Sept., 1922. 70 p. diags.
Aerial navigation lights of great range ; tr. from Bulletin Technique,
Dec., 192 1. T echnical Data Section. Technical Memo report No. 63. lV!c­Cook
F ield . Sept. 5, 1922. 10 p. Chart, diags.
E ngineering Division requirements for water tank illumination.
19, 1922. 2p. P hotograph, blueprint.
Meteorology.
Meteorological advice of the Air Service lines ; by H. Seilkopf. T r.
from Der Luftweg. July 14, 1921.
Standard atmosphere. Navy Dept. Bureau of Aeronautics. Aircraft
technical note .No. 223. Aug. 30, 1922. 4p. Chart.
Tests .of stellar radiometers and measurements of the energy distribu­tion
in the spectra of 16 stars ; by W. vV . Coblentz. Bureau of Standards.
Scientific papers No. 438. May 12, 1922. 26 p. Illus.
35
A20/ 18
A20/ 13
A20/ ll
A20/21
A20,'14
C71.6/ 939
Fl0/ 20
C71.6/40
D13.46/ 51
D13.46/ 52
A40.0l/ 7
D00.11/SO
D13.3/ l
Radiometer
New Books and Documents
AIRCRAFT.
General,
Report on the design of commercial aircraft ; by E. P . \Varner. National
Adviso ry Committee for Aeronautics. Technical Notes No. 113. Sept.,
1922. 19 p. Diag.
Specifications for commercial aircraft. M. I. D. 2081-321. France
5491-W. May 5, 1922. 4 p.
New Military types of airplanes being developed for the Italian Anny
Air Service. M. I. D. 2086-188/9. Italy 6555. ON 12147. Aug-. 2, 1922.
Sp. Photostatcd drawing.
Provisional list of German civil types of airplanes authorized to be con­structed
in Germany. M. I. D. 2082-296/ 13. Germany 3499. July 17, 1922.
2 p.
Aero.
Description of the airplane limousine, AelO of the Aero Aeroplane
works; tr. from Illu strierte F lug-\i\Toche. M. 1. D.. 2553-2724. Germany
3592. Aug. 14, 1922. 5 p.
Ansaldo.
Description of the Ansaldo A 300-4 type airplane for corps observation.
M. I. D. 2086-302 . Italy 6526. ON 12090. July 18, 1922. 2 p. .Photo­graphs.
Description of Ansaldo A 300 T airplane, eqttipped with a Fi::tt A 12 bic
engme. n. d. 2 p. Photograph~
Avro.
Visit to airplane experimental establishment, Martlesham Heath, de­scription
of the Avro Alcler shot equipped with a 650 H. P. Roll s- Royce
engine. M. I. D. 2083-527. England 13. R-141 43. July 6, 1922. 3 p.
Boeing MB-3A.
Airplane inspection report of the M. B. 3 A. , huilt by the Boeing Air­plane
Company ; by Lt . . A. C. Foulk. McCook Field. Sept. 5. 1922. 18 p.
Diags.
Breda.
Description of the Breda night · bombardment airplane, type B. C.,
equipped with four engines. M. I. D. 2086-307. Italy 6540. ON Ul 19.
July 31 , 1922. 4 p. Phoostated drawings.
Static test of the Breda bipost triplane eq11ippcd with Breda engine. In
Italian with translation. M. I. D. 2086-312. Italy 6586. ON 12205. Aug.
19, 1922. 32p. Charts, diags. ·
Bristol.
Description 'of Bri stol monoplane fitted with 100 H. P . Bristol Lncifer
air-cooled radial engine. n. d. 2 p. Photostats.
36
B52.16/23
D00.15/ 8
Airplanes
D52.l / 3
Misc.
Italian
D52.l/19
Misc.
German
D52.l/l
Ae
D52.l/15
Ansaldo
D52.l/ 16
Ansaldo
D52 .. l / 7
Avro
D52.l / 1
MB3A
D52.l/3
Breda
D52.l / 4
Breda
D52.l / 50
Bristol
New Books and Documents
Brunelli.
Photographs of Brunelli airplane. 1922.
DeHaviland.
Illustrated parts list on the DeHaviland 4 airplane. ~'IcCook Field.
June, 1920. 86 p. Photographs.
Changes made in the construction of tbe airplane used by Lt. Doolittle
on his recent transcontinental flight; by Lt. J. B. Doolittle. Sept. 13, 1922. 2p.
Record of performances of DeHaviland 9A, 10 and lOA. M. I. D.
2083-475/ 3. England 14316. Ang. 18, 1922. 7 p.
Latham.
Tria ls of quadruple motor Latham 1000 H. P. torpedo plane. M. I. D.
2081-343. France 5913-vV. Aug. 24, 1922. 1 p.
Liore & Olivier.
Description of Liore & Olivier Le07 airplane. n. d. 1 p. Photograph.
Luzzatti-Stiavelli.
Static tests of the Luzzatti-Stiavelli pursuit airplane. M. I. D. 2086-296.
Italy 6481. 0 T 12014. June 17, 1922. 14 p
Mars.
Brief report on the Mars 1, which won the aerial derby in England, Aug.
7, 1922. Naval lntf%gence. Serial 00863. File 906. Aug. 8, 1922. 1 p.
Specifications of Mars 6 high speed fighting scout with 300 H. P. Sicl­.-
Jcley Jaguar engine. The Gloucestershire Aircraft Co .. Ltd. M. I. D. 20K3-
483/2. England 13826. May 4, 1922. S p. Photostated drawings.
Martin.
Instructions concerning exhaust manifold flanges on Martin Bomber
MB2 and NBSl. \Var Department. 0. C. A. S. Letter of instruction No.
51. Aug. 14, 1922. 1 p. Blueprint.
In structions for the erection and maintenance of the Martin torpedo
plane, Navy type, MET. The Glenn L. Martin Company. n d. 32 p.
Photographs, photostated drawings.
Potez.
Characteristics of the night pnrsuit and observation airplane Henry
Poetz, type 15, equipped with a 370 H. P . Lorraine Dietrich engine. 1L
I. D. 2081-342. France 5910-W. Aug. 24, 1922. 3p. Photostats, blue­prints.
Transport T-2.
Preparation and characteristics of the U. S. Air Service T2 airplane for
the proposed non-stop transcontinental flight. 1922. Sp.
37
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Brunelli
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D. H. 4
D52.l/ 58
D. H. 4
D52.l / S
D. H.
D52.1/ 1
Latham
1)52.1 / 2
Liore
D52.l/l.
Luzzatti
Stiavelli
D52.03/42
D52.l/6
Mars
D00.12/76
1922
No. 51
D52.l/8
Martin
G.L.
D52.1/ 7
Potez
D52.l / l
T.2
New Books and Documents.
Tebaldi.
Aerodynamic characteristics of Tebaldi pursuit airplane. 11. cl. 2 p.
Photographs.
Navy TS-l.
Strength tests of Naval Aircraft Factory TS1 seaplane wmg ribs ;
by J. R. McAteer. Forest Products Laboratory. Project L-228-5. Sept.,
i. 922. 11 p., photographs, drawings, charts.
LIGHTER-THAN-AIR.
General.
Experiments on model airships ; by J . R. Pannell and others. Advisory
Committee for Aeronautics. Reports and Memoranda No. 246. (T. 727a
& b. T746 a & b. T. 774, T. 809 & a. T. 874. T. 875) June- Oct ., 1916. 112
p. Charts and diags.
Report on di sagreement between the Zeppelin and Schutte Lanz :iir­ship
companies; by Duerr. Tr. from Der Luftweg. June 30, 192 1. 3 p.
Airship traffice abroad covering fate of former German air ships. Future
outlook and .catastrophe of R-38; by Capt. Friedrich Stahl. Tr. from Illus­trierte
F lug Woche. Sept. 28, 1921. 3 p.
"C-2" and "J-1".
P hotographs of the C-2 and J-1 airship s. 1922.
ARMAMENT.
Gunnery.
F rench requirements for aircraft machine guns. M. I. D. 2706-C-10.
France 5676-W. 6 p.
French vYar department recommedations for anti-aircraft a rtillery. M.
I. D. 2706-C-9/2. France 5826-W. Ang. 9, 1922. 1 p.
EQUIPMENT.
Instruments.
Inspection and certification of in struments. Notice to ground engineers
No. 9 of the year 1922. Air Ministry. Ang. 26, 1922. 3 p.
I he N. A. C. A. three-component acceleron,eter; bv H. J. E. Reid, Na­tional
Advisory Committee for Aeronantics. Technical Notes. No. 112.
Oct., 1922. 6 'p: Photographs, drawings.
Description of the Amyot-LePrieur also pneumatic tachometer for long
distance use. In French with translation. IVI. I. D. 2081-349. France
5970-W. Sept. 8, 1922. Sp.
Power Plant instruments. Aeronautic Instruments Section, V. Na­tional
Advisory Committee for Aeronautics. Report No. 129. 1922. 72 p.
Illus.
P hysical tests of motor-truck wheels; by C. P. Hoffman. Bureau of
Standards. Tecbnologic Papers No. 150. 60 p. Illus. charts, diags.
38
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Tebaldi
D.52.332/ 58
D00.12
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Misc.-German
DS2.7 / 113
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Misc.
2706-C-10
D72.4/ S
D00.12/ 95
1922- No. 9
D13.3/ 7
Accelerometer
D.13.3/ 46
Tachometer
D.13.3/64
Misc.
D.52.56/ 28
New Books and Documents
MATERIALS.
General.
List of British Standard specifications for aircraft materials and com­ponents.
British Engineering Standards Association. July, 15, 1922. 2 p.
Dopes, Paints, Varnishes, Etc.
British standard of reference for aircraft dope and protective covering,
including specifications for each ingredient and method of application. Brit­ish
Engineering Standards Association. 83-1922. Revised Apr., 1922. 27 p.
Notes on airplane dopitig conditions. British Engineering Sta11ciards
Association. M. 14. June, 1922. 2 p.
British standard specification for Air Ministry eloping schemes. British
Engineering Standards Association. D. 104. May, 1922. 3 p.
l ,nitecl States government specification for water-resisting spar varnish.
Bureau of Standards. Circular No. 1031, July 22, 1922. 6 p.
United States government specification for white paint and tinted paints
made on a white base, semi-paste and ready mixed . Bureau of Standards.
Circular No. 89.
British standard specification for undercoating gray paint. British
Engineering Standards. X. 16. June. 1022. 2 p.
United States Government specification for zinc oxide, dry and paste.
Bureau of Standards. Circular No. 87. July 3, 1922. 8 p.
Gas.
Carbon monoxide in the products of combustion from natural gas burn­ers;
by L. V. Brumbaugh and G. W. Jones. Bureau of Standards. Tech­nologic.
Papers No. 21.2. 20 p. diag.
Development of an improved steam-iron process for the production of
hvdrogen; by E. R. Vveaver and others. Bureau of Standards. Aug. 22,
1922. 86 p. Charts, blueprints.
Metals.
British standard specification for aluminum tubes. British Engineering
Standards Association. 2T. 9. ( Cancelling- Admiralty Air Department
specification. T. 9). May. 1922. 4p.
British standard specification for wrought light aluminum tubes. Brit­ish
Engineering Standards Association . 2 T. 4. June, 1922. 5 p.
Notes on the heat-treatment of wrought light aluminum alloy ( dura­lumin
) for aircraft purposes. British Engineering Standards Association.
M. 18. May, 1922. 2 p.
Notes on the heat treatment of wrought alloy for aircraft purposes.
Briti sh Engineering Standards Association. M. 19. May, 1922. 2 p.
British standard specification for straight steel eyebolts for flexihle steel
wire ropes. British 'Engineering Standards Association. 2 A.3. June,
1922. 5 p.
39
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Misc.
D00.15/ 10
Dope
D00.15/ 4
Dope
D00.15/ 11
Dope
Dll.22/ 19
D00.15/27
Paint
D00.15/9
Paint
Dll.33/8
Dll.32/19
Dll.322/ 48
D00.15/15
D00.15/6
Aluminum
D00.15/ 7
Aluminum
D00.15/2
Metals
D00.15/3
Bolts
New Books and Documents
British standard specification for nickel steel strip. British Engineering
Standards Association. S. 46. June, 1922. 4 p.
British standard specification for extra high tensile aJloy steel strip.
British Engineering Standards Association. S. 40. June, 1922. 4 p.
British standards specification for medium tensile alloy steel strip.
British Engineering Standards Association. S. 43. June, 1922. 4- p.
Rubber.
Determination of total sulphur in India rubber; by C. E. vVaters and
J. B. Tuttle. Bureau of Standards. Scientific papers No. 174. July 19,
1911. 9 p.
'fextiies.
British standard specification for Grade 1 linen airplane fabric. British
Engineering Standards Association 4 F 1. June, 1922. 3 p.
Effect of rate of loading on the apparent strength of cotton balloon fab­ric;
by Guy Barr. Aeronautical Research Committee Reports and l\.iemo­randa
No. 757. Dec., 1920. 8 p. charts.
Wood.
Totes on conditions for the storage of seasoned aircraft timber previous
to conver sion. British Engineering Standards Associations. M. 15. May,
1922. 2 p.
Notes on the protection of timber nsed in aircraft. British Engineering
Standards Association. M. 16. June, 1922. 4 p.
PHOTOGRAPHY.
General.
Course in photography at .l\ir Service Field Officers' School, Langley
Field. Lessons 1-10. 192 1-22. 53 p.
Aerial.
Automatic aero photographic survey; by Capt. Krahmer. Tr. from Der
Luftweg. Nov. 3, 1921. 3 p.
Aero photographic sketches; by Capt. Krahmer. Tr. from Der Luftweg.
July 14, 1921. 4 p .
Cameras.
Description of The Guillemet-Rolland camera constructed bv the Societe
Anonvme des Establissements Optis, Paris. M. I. D. 19919-K-l / 7. France
5817-W. Aug. 4, 1922. 2 p.
POWER PLANT.
General.
Report of work being clone at Bureau of Standards, covering testinR of
automobile engines under service conditions, motor vehicle lighting prob­lems,
tests of tires, etc. Sept. 15, 1922. 9 p.
40
D00.15/ 11
Steel
D00.15/12
Steel
D00.15/ 13
Steel
D24.4/11
D00.15/3
Fabric
D00.12
R. & M./ 757
D00.15/ 6
V\Tood
Dll.1/260
C53.235/3
D62.4/18
D62.4/ 17
D13.51/16
D00.12
T. B./65
l
J
l
l
l
f
(
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1'
r New Books and Documents
Rt'port on tests being cnnducted at the .Royal Aircraft E stablishment on
the Bri stol engine star te r . R . A. E. supercharger, fan driven iuel pumps,
rigid connections. exhaust mani folds, direct fuel inj ection into a monosoupape
air-cooled cylinder . 8" x l0" air-cooled cylinder, cooling systems ; description
of method fo r pouring alnminnm to preyent blow-holes. M. I. D. 2083-494.
E ngland 13.R-13767. Apr. 23 . 1922. 4 p.
Cr iticism on patent on breech closure for f irearms to be used as a means
for opera"r ing ex ha11 st vah·es in internal combust ion engines. P ower P lant
Section. '.\fcCook Field . 11. cl. 7 p. Drawings.
Supplementarv report of oil scraper piston r ings ; by H. S. McDewell.
~ ational Advisory Committee for Aeronaut ics. T echnical Notes No. 114.
Sept.. 1922. 8 p.
Bristol.
Digest of Bri stol Lucifer test report. May 3, 1922. 8 p.
Descripti on of 100 H. P. Bri stol Lucifer engine and report of endurance
test. Br istol Aeroplane Co .. Ltd. Apr. , 1922. 10 p.
Latombe.
Report on the La tom be compressed air engine starter; tr. from the
F rench by J. _I. lde. Dec. 28. 1921 . 3 p. Photostated drawings.
W eager's Turbine.
Letter concerning. so-called perpetual tu rbine airplane engine, invented
by J.B. 'li\'eager; hv T homas Sammons. Ang. 14. 1922. 1 p.
Superchargers.
Supercha rgers as the medium of obtaining maximum speed, atmospheric
pressure and specific weight of air bv normal temperature ; by A. Rateau ;
t r. from La T rchnique Aeronautique. June 1.5, 1922. Technical Data Section.
l\1emo. report No. 67. 1\TcCook Field. Sept. 18, 1922. 13 p.
RADIO.
Report on work being covered by the Bureau of Standards on stand,1.rcl
zoning Jaw. electrolipis work, revision of national electrical code, electro­plating,
radio refer ence lists. telephony range t ests, standardization of radio
equipment. etc. Oct. 7, 1922. 10 p.
Report on transmitting and receiving apparatus, radio, compass, coastal
radio station s. Bureau of E ngineering. NaYy Dept. Monthly radio report
for July 1. 1922.
41
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D52.419/ 247
D52.419/ 2
D52.41/ ll
Bri stol
D52.41/ 10
Bri stol
D52.415/ ll
D52.41/ 6
Turbines
D52.42/ SO
D00.12/66
T. B.
D00.1 2/ 94
1922, July