Technical bulletin no. 37

              AIR SERVICE INFORMA
VOLUME V
(AVIATION AND AEROSTATION)
BY DIRECTION OF CHIEF OF AIR SERVICE
NOVEMBER, DECEMBER, 1923
TECHNICAL BUl.JLETIN
No. 37
NUMBER 430
DEVELOPMENT OF MILITARY AIRCRAFT MATERIAL FOR UNITED STATES
AIR SERVICE UNDER SUPERVISION OF ENGINEERING DIVISION.
PUBLISHED BY
ENGINEERING DIVISION, AIR SERVICE
MCCOOK FIELD, DAYTON, OHIO
1923
McCook Field - 1-7-24-1 M
Ralph Brown Draugh n
LIBRARY
MAY 1 0 2013
Non•Depoitory
Auburn University
CONFIDENTIAL
The information contained herein is confidential and therefore
must not be republished, either in whole or in part, without
express permission of the Chief of Air Service, U. S. Army.
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CONTENTS
AIRCRAFT DEVELOPMENT
AIRPLANES
,., ,,_
-'
....
Recor?s. Established by Barling Bomber-New Observation 'plane to Replace DH.. 5
Amph1b1an COA-1- DH-4B P erformance with Supercha1;ged and Radial Engines
(Ill.) ... .......... ... .......... .... ... ... ... ......... ... ......... ....... ......... ... .... .... .. .... ... .... ...... 6
Fokker C0-4 Observation with description,, views and performance............... .. .... 7
MB-3A Spares with view of 'plane with skis and landing lights.......... ......... .. ... ......... 10
Dayton-Wright TA-5 Training-description, views and performance ... ' ..................... 10 .
Huff-Daland TA-6 Training-descr"iption, views and periformance ... '. .. i,... ....... ... .. .. ..... 14
:\iew Huff-Daland TW-5 arrives .. ......... .. .............. .. ... ..... ........ .. .......... .... ... ..... ........... ........ ... 16
Preparations for the "Around~the-World" Cruise ............. ...... ......... ....... .. .. .. ...... .. .. ... ... ... 17
Supercharger Failure on Altitude Flight-First T-3 Transport Receiived-Sprayed
Metal Propeller Tipping and Met:al Propellers .. ............... 18
AIRSHIPS AND BALLOONS.
Water Ballast Recovery for Airships ........ ................ .
Construction Progress on TA and TC Airships ... .. .. .... ... ... ........ .
Hew Gun Mount Telescopic Mooring Mast ...... ...... .... .......... .... ....... .... .. ........ .
ARMAMENT.
18
19
2J
A-3 Bomb Rack- Vulnerab'ility of Skin Radiators-New Blast Tube, for Fixed Gun
- -Synchronizers for Curtiss and Lawrance Eng;nes-C-9 Synchronizer...... ... ... 20
Ammunition Boxes for Browning-Airway Flares ... ... 21
EQUIPMENT.
Quadruple Traverse Baragraph (Photograph) ..... ... .. ............... .... .. ............ .................... 21
Straight-scale Engine Gage and Rate of Climb IndicatJr (Ills.) __ __ ____ ___ ________ ___ ___ 22
Bureau of Standards Rate of Climb Recorder-Gene;va and Gaertner Chronographs
(views)-Balloon and Airship Computer ........ .. .. ... ........ .. .... ...... .... ..... 23
Flight Test of Earth Inductor Compass and. Aerial Sextant 24
POWER PLANTS.
New Radial Engines-Diesel Engine for Aircraft-SE1'vice Test of Curtiss "D-12"
Ene-inc ........ ..... ..... ... .. ......... .. .. ..... ........... . ............. ... .
NPw Type, C Fuel Pump (sectional view) ... .. .. .... ....... .... .... ..... .
RESEARCH AND EXPERIMENT.
RESUME' OF ENGINEERING DIVISION SERIAL REPORTS.
Test of J. V. Martin Chassis-Mount for, Wright Radial in, DH-4B-Revisions and
Additions for Book "Structural Analysis and Design of Airplanes" .... ...... ......... .
Propeller Coefficients-M-2 Flare Rack and Release Handle (2 reports) - Gun
Sight X-9-(2 Reports)-Charging Handle for Lewis Gun.... . ................... .
Charging Handle for Browning Gun-Service Test Requirements on C-6 Synchro-nizer,
B-2 and C-2 Bomb Racks .. ............ ................... ....... .
Properties of Chrome-Vanadium Steel-Corrosion of Aluminum Alloys ... ......... ....... .
Fatigue Resistance of Manganese Bronze and Elektron Metal- Properties of
Nickel-Chromium and Carbon Steeil (4 r epor,ts)-Envelope Failure on A-6
Airship ........... .. ...... ........................ ..... ...... ......... ........................ .
Cooling Test of Sperry-Verv'ille Racer R-3 (1922 Model) .. .. .
INVESTIGATION OF MATERIALS.
24
25
26
27
28
28
29
30
"Fibreen," a new Wing Covering- Direct Babbitting on Duralumin........... 30
Dural Disc Wheel (111.)-Magnesium Alloy Engine Castings-Wrist Pin Bush-ings
of Phosphor-Bronze fr.om British Eng ines .. ..... ... .... ...... .......... : ... :::'.;' .... '.;;.~... ...... 31
:;:; .1.
NEW BOOKS AND DOCUMENTS.
Accession of Books to Eng'ine,'.:!r :ng Division Technical Library during 1923 ..
Documents added to Technical Fibs during November and December, 1923
32
') ')
t.)•.)
4 T E C B N I C A L B U L L E T I N N o . 37
FOKKER C0-4-A. S. TYPE X CORPS OBSERVATION.
(Liberty "12" Engine and Side Radiators).
See Pal!e 7
AIRCRAFT DEVELOPMENT
ON ENGINEERING DIVISION PROGRAM
AIRPLANES
BOMBARDMENT
NBL-1 (Barling) Bomber.
New national load-carrying records for altitude and duration were definitely establi shed last
October in the preliminary weight-altitude trials of the Barling Bomber at vVilbur \ i\Tright Field,
Ohio, according to the altitude determinations rtce ived from the Bureau of Standards.
The Bureau's report co,·ers the two flights made by Lt. H. l{. Harris, McCook Field pilot, on
October 25 and 27, 1923, details of which were published in the last number of "Technical Bul­letin."
The barographs used in the fir st flight on October 25 were manufactured by the Julien P.
Friez and Sons, one instrument being of the sin gle traverse type with range of 35,000 feet and
the other being of the dual traverse type with a range of 40,000 feet. On the second flight ( Oc­tober
27), one Richard barograph with a range of 17,000 feet and one Friez instrument of the
35,000-foot single traverse type were employed.
Each pair of barographs were given flight-history tests in the laboratory to determine the lowest
pressure reached on each flight, one in strument of each pair being tested at ground temperature of
flight and the other at free air temperature at ceiling. T he effects of temperature on the in stru­ments
proved small for the range of pressures obtained in the flights. The a ltitudes were then
compared for the lowest pressures by use of the F. A. I. conversion tables with the following re­sults.
l\Ieteorological data were furnished by the U . S. \Veather Bureau .
.ALTITU DE DETE Rl\1INATI0N
( Extract from Bureau of, Standards Report )
Pressure at ground at time of flight .. . ..... . .. .
(Wilbur \Vright F ield- elevation 810 ft. )
T rue pressure at ceiling ... . . . .. ... . ... .... . . .
P ressure difference between ground and ceiling ..
Pressure equivalent (F. A. I. Tables ) - 589 111111.
of H g. equals . .. ... ... .. . . . .. ....... .. .
Altitude in feet (F . A. I.) . ... . ... ... . ... . .. .
Useful load carried . . .. .. ...... ... ..... ... . .
Duration ( elapsed time from take-off to landing) .
.1st Flight
743.2 111111
588.9 111111.
154.3 111111.
2049 111 .
6722
2000 kg.
1 hr. 46 min.
2nd Fti:ght
744.2 111111.
620.6 111111.
123.6 mm.
1629 111.
5344
3000 kg.
1 hr. 20 min.
Both flights were offici ally observed by repre sentatiYes of the National Aeronautic Association
who have forwarded the report of the Bureau of Standards and other essential data to the F. A. I.
for homologation as \ i\To rld 's records.
OBSERVATION
New Observation Airplane to Replace Present DH Type.
The E ngineering Division has started the de sign and construction of a new type of airplane
to replace the present standard DH for corps obs ervation purposes. It is expected that the new
airplane which is to be powered by an inverted Liberty "12" engine and fitted with the latest types
of corps observation equipment will be ready for flight about June 1, 1924.
6 T E C J--1 ~\T J C A L B U L L E T I N ?\ o . 37
New Amphibian COA-1 (Loening) .
T he Air Sen ·ice has recentl _v placed a contract v,·ith the Loening Aeronautical E ngineering
Corporation for the design and construction of one two-seater amphibian observation airplane
mounting an i1werted Liberty " 12'" engine . ·~he n ew model to be designated the "COi\ -- 1.. ''
In general design, the new airplane will be a fl ying boat or seaplane convertible into a mili ­tary
amphibian with retractible wheels for land ·,1 se. The specifications ca l! for an estimated per­formance
of ll 8 m. p. h. , with useful load of 15 77 lb .. the gross weight not to exceed 4350 lb.
_.\ Dep control is to be provided for the pilot and an ordinary stick control in rear cockpit. By
~pecial provision in the design. the normal fu el ca pacity of J 10 gallons may be increased to 200 gal­lo11
s. T he land chassis will be fitted with two 32 by 6--inch wheels that can be withdrawn during
flight into recesses in the top of the hull.
vVork on the new airplane is progr essing sati sfactorily with the inspection of the "l\f ock-up"
completed . and tests of wind tunnel model and s tress anal y~ is of design under way.
Performance of DH-4B with Supercharged and Radial Engines.
A standard DH --4 B a irplane equipped with a new! y de\·eloped side-type exhaust dri ven super­charger
in stall ecl on right side ( looking forward ) of the Liberty engine has attained an altitude of
27.000 feet in preliminary flight tests. This is an increase in ceiling of approx imately J 1,000 feet
over the ser vice ceiling of the standard DH--4 ·without supercharged engine. 1\ t sea level. a high
speed of J 23 m . p. h. wa s attained with thi s supercharger .
. ,\ nother DH-4B airplane at l\ r cCook Field has been eq uipped with a \ i\l right R--1 engine, a
DH-4B WITH WRIGHT "R-1 " RADIAL ENGINE.
The New Cowling and Air-cooled Engine Present a Radial Change in the
Appearance of This Airplane.
new 9--cylinder air-cooled fixed
radial of 350 h. p. built by the
Wright Aeronautical Corpora ­tion.
The in stallation was made
by the Di\-i sion fo r two purposes.
primarily to obtain fli ght per­formance
-data on the vV right
radial engine and. secondly. to
compa re its per forma nce with
that of the Siddeley "Jaguar .'' a
l 4--cylinder air-cooled fixed ra ­dial
engine of 325 h. p .. which
was obtained from the Briti sh
Government for experimental
purposes. T he airplane was pro­\
·ided with a special mounti ng of
welded steel tubing. metal cowl­ing
, and propeller spinner to ac­commodate
the in stallation of
the radial engines. T he follow­ing
performance over speed
course was obtained with the
\ ,V right radial engine :
High speed ( cow"lii1g off)
114.25 m. p. h. @ 1680 r.p.m.
H igh speed ( cowling on )
115.56 m. p. h. @ 1683 r. p. rn.
Experimentation on the DH -4B has assumed a \ ari ety of fo rms and purposes. One airplane
of this type equipped with a Liberty " 12'' engine mounted to operate in an inverted position gave a
creditable flight performance. Another airplane of this type has been fitted with a Curtiss "D-l 2''
engine fo r the purpose of obtaining fl ight data on thi s engin e. An averaged timed speed of 120.76
111. p. h. at 1680 to 1690 r . p. m. has been attained on a standard DH-4B which had been equipped
with skin radiators on the upper wing similar to those em1) loyecl on the Curtiss pursuit. T his per­formance,
howe\'er, is lower than anticipated owing to faulty engine operation.
A IR CRA FT D EVELO P MENT 7
Fokker C0-4.
The E ngineering Division recently completed performance tests on two Fokker C0-4 obser­vation
airplanes that were constructed on an experimental contract for three 'planes. awarded ',he
:N'etherlancls Aircraft Company (Fokker ). Amsterdam. Holland. in May, 1922.
The first airplane on this contract, which was described and illustrated in Technical Bulletin
?\o. 31, was purchased by the Air Service for experimental purposes prior to the construction
of the other t,vo. The later m!odels, which are d iscussecl in this article, incorporate many refin e­ments
and irn.prm·ements both in appearance and in ·construction over the original design.
These later models differ considerably from each other in the construction and appearance of
the forward section of the fuselage clue to the usr of a circular nose radiator on one model and the
use of two retractable side radiators on the other. Another difference lies in the wing curve em­ployed
for the upper wing, the model with the nose radiator ha,·ing a double camber upper wing
whereas the other airplane uses a high Ii ft surface.
In general construction the F okker C0-4 observation airplane is a two-seater biplane with
tubular steel fuselage (wire-braced) and cantilever thick section wings of wood construction. both
wings and fu selage being covered with eloped fabri c. Steel construction with fabric covering is
also employed for the empennage and elliptical steel tubing for the chassis.
The wing structure embodies a Fokker thick section built about two cantilever wooden spars
having laminated flanges of Dantzic pine and webs of plywood. Three-ply birch veneer with
spruce capstrips make up the ribs which are :mchorecl to the spars by angle blocks. ).Jo lightening
holes are prm·ided in the rib webs. Steel cables replace the customary steel wires in the drag
bracing .
The ailerons which are attached to the upper wing only with characteristic Fokker pin type
hinges are fabric-covered steel structures of the overhang balance type. built entirely of low car­bon
seamless steel tubing welded at the joints.
Steel interplane struts of elliptical section form an "N" -shaped h1-ace in the outer bay to r e­sist
torsional flexure and a tripod supporting stru cture at the fuselage.
The same tubular steel construction is empl oyed thruout the tail surfaces which are of the
balanced type also. The elevator and rudder structures with pin type hinges are built about one
main tubular spar with smaller tubing for the ri hs and edges. The stabili zer has two spars, a
main spars for attaching the elevator and an auxiliary spar that is welded to the outer ends of the
main spar from which it branches forward to support leading edge of stabili zer ( over fuselage) and
carry the adjustment mechanism.
The rectangular fu selage is formed of welded steel tubing braced with steel wires in rear
portion aft of lower trailing edge and with steel cross tubes in forward section. The tripod wing
bracing forms part of the engine mounting which is covered with easily detachable metal cowling.
The landing chassis consists of six tubular s tee! struts of elliptical section, three on a side.
terminating in a tubular ring thru \\fuich the con inuous axle passes and to which the shock ab­sorber
spools are attached. The shock absorber elastic is wound oyer these spools in a hori zontal
plane. 89 feet . 10 inches of 5/ 8-inch cord being required for each side. The chassis weighs 96.5
lb. without wheels and tires and has a tread of 6' 7".
For ease in assembling. all struts on the C0-4 haYe ball ends that are held securely in their
sockets by means of small bolts inserted thru the ball and socket. ·
The power plant. a Nloclel 1921 Liberty engine equipped with Delco ignition and Zenith US
52 carburetors, is the same for both models. Lubrication is furni shed from an 8-gallon oil tank by
a dry sump fo rce feed system. Fuel supplied hy a yertical shaft gear pump is carried in two
tanks. one 82-gallon main tank in the fu selage and a 10-gallon graYity tank in the upper wing. A
two-bladed E . D. A. S. efficiency propeller having diameter of 9' 10" and pitch of 6.91 is used 01i
the C0-4 with the nose radiator and a two-bladed duralumin propel)er ( adjustable on the ground )
having a diameter of 10' and pitch of 19.3° at a 48-inch radius from center is used on the model
with side radiator s.
The airplane with the shuttered nose radiator has a total cooling surface of 345 sq. ft. with a
frontal area of 6.56 sq. ft .. and core depth of 4-11 / 16 inches. On the other airplane, cooling is ef­fected
by two side radiator s. each having a frontal area of 2.03 sq. ft., 7-inch core and cooling
surface of 140 sq. it. The side radiators are r etractable and therefore require no shutters.
v
8 T E C H N I C A L B U L L E T I N N o . 37
FOKKER C0-4 WITH NOSE RADIATOR.
The characteristics and performances obtained on these experimental airplanes are presented
in the following tables to permit a comparison of their relative merits.
0 -IARACTERISTICS AND PERFORMANCES.
,:,DIMENSIONS
Overall span ( incl. ai lerons balance 2' 4" . ...... . . ..... . ........ .
Overall length ... . ...... ........... . . . ..... .. . ... ..... ..... .
Overall height .. .... ......... .. ..... .. ... . . . ..... ..... ... .. .
Span of upper wing ..... ... ..................... ... . .. . .. . .
Span of lower wing ......... .. .......... . ........... . ...... .
Chord of upper ~i~1g ... . ........ . ... . . ... . . . .. . . ... .. .. .... .
Chord of lower .. wmg ....... .. . . ........ . ......... . .. . .. . ... .
Dihedral ... . ........ .. .. .. .. ... .. . ...... ... . ........ .. .. . .
Gap .......... : . ... .. ....... . .... . . . ..... .. ........ . ..... .
Stagger ...... J .. ......... . .... .... ......... ... ......... . . .
Sweepback ... : ......... ..... . .. ............. . ............ .
Aerofoil .... .. ............. . ....... . . .. ... . ............... .
41' 10"
29' 811
10' 10"
39' 611
35' 7
61 711
4' 11-1 / 4"
None
61 411
3' 10"
None
Fokker
*NOTE: Dimensions of the Fokker C0-4 with side radiators are the same as
those of the airplane with nose rad iator with exception of the gap and
stagger which are 5' 11" and 3' 5" respectively.
AREAS*
Total supporting sur face incl. ailerons . ... ... . ......... . . . . . .. · ..
Upper wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264.6 •
Lower wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Ailerons ( two on upper wing only) ..... . ......... . ........... .
E lentor (balanced area. 1.39) .... . . . .... .. .... ... .. . ........ .
Fin .......... . .. . .................... . ................... .
Rudder (balanced area 0.875) . ....... . . .. . .. . ........... . ... .
Stabilizer ......... ... . ........ . ........................... .
*Same for both models.
410.6 sq . ft.
17.6 sq. ft.
23 sq. ft
4 sq. ft.
8.85 sq. ft.
17.35 q. ft.
AIRCRAFT DEVELOPMENT 9
WEIGHT IN POUNDS
Gross load .. ..... . . . . .. .. ... ... ... .
N ose Radiator
4493
Side Radiator
4505
Em1)ty ( incl. water) .. . .. . . . . .. . . . . .
Useful load .. ..... . .. . .. . . .. .. ... .
Armament .... . . . . ... ... . ... ... . .. .
Equipment . .. . . .. .. . .. .. ......... .
Fuel (90 gal. @ 6 lb. ) ....... . .. . . . . .
Oil (9.6 @ 7.5 lb.) .. . . . ....... . . . . . .
Crew ... . . .. . .. .. .. . . .. .... ...... .
\Veight per sq. ft. of supporting surface .
\Veight per horsepower . . . . . . . ...... .
* 417 h. p. @ 1670 r. p. 111.
3018
1475
214
289
540
72
360
10.94
*10.77
3030
1475
Same
10.97
** 11.32
** 389 h. p. @ 1600 r. p . m.
COMPARATIVE PERFORMANCES.
Ferfonnance *Model A ltitude Ceiling
Synibol 0 6,500 10,000 15000 S ervice Absolute
Time of climb .. . . . .. . .. . NR 9.0 16.1 33.3 44
( minutes ) SR 9.25 16.7 36.7 43
Rate of climb .... ....... NR 875 570 405 170 100 0
(feet per minute) SR 845 563 390 140 100 0
True speed of climb .... . . NR 77.7 82.0 83.8 85.6 85.9 86
(m. p. h.) SR 80.5 84.1 85.5 86.5 86.4 86.2
;,*Engine r. p. m: in climb. NR 1510 1480 1465 1445 1440 1430
SR 1500 1510 1505 1485 1480 1465
Ceiling in feet .... ..... . NR ' 16,550 18,700
SR 15,800 17,800
Speed in level flight ...... NR 131.8 124.5 119.6 108.9 103.5 86
(m. p. h. ) SR 127.4 124.3 120.7 109.7 106.5 86.2
**Engine r. p. m .. .. .. ... NR 1670 1605 1570 1510 1485 1430
SR 1600 1585 1570 1525 1515 1465
Endurance ( each model same) . . .. . .. .. ... 3 hrs. 20 min.
l\Iinimum speed at sea level. ....... .. ( NR) 62.5 m. p. h. @ 1065 r. p. m.
(SR) 79 rn. p. h. @ 1185 r. p. m.
*NOTE: Symbol "NR" indicates airplane with nose radiator and double camber wing.
Symbol "SR" indicates airplane with side radiators and high lift wing.
**Due to slipping of tachometer clutch, these figures are only approximately correct.
The flying qualities of these airplanes as deduced from the pilot's observations are generally
good. The take-off is made in about same distance as the DH-4B but requires care in cross-wind
or bumpy weather because of insufficient aileron and rudder control. Landing is moderately
slow ( about 52 m. p. h.) .with very flat glide and long roll, necessitating 50 per cent more space
than the DH-4B. Lateral and directional stability is satisfactory. The airplane is statically stable
longitudinally but dynamically unstable, being tail heavy at all flying speeds. It is not particularly
maneuverable owing to inadequate and ineffective control surfaces.
Altho accessibility and ease of maintenance are excellent, visibility is not as good for obser­vation
purposes as in the standard DH-4B on account of the position of lower wing and breadth of
fuselage. Inasmuch as the performance of the Fokker C0-4 is only slightly better than that of the
DH-4B and its visibility not so good, the design is not considered to be especially adaptable to corps
observation. ·
10 T E C 11 N T C A L B u L L E T J N X o . 37
PURSUIT
Boeing MB-3A.
Spares for l\TB-3A airplanes furni shed to the Ser vice by the Boeing Airci-a ft Company. Seattle,
\ ,Va shington. under competiti\'e contract have been completed and packed for shipment in accord­ance
with in structions from Chi ef of Air Sen ·ice. Part of the ord er is destined for 01·erseas ship­ment.
On another order for seventy- fi ve sets of side radiataors to be furni shed by the Gallaudet
Aircraft Corporation. East Greenwich. R. I.. one set has been received at l\1cCook F ield fo r in­spection
and tests. l rocurement data for new l\1 l3-3A spares formerly co1·ered by :-\ ir Sen·ice
Circular No. ~4-41 a re being re-checked and revised. preparatory to issuing a re1·ised circul ar for
· this work.
MB-3A PURSUIT WITH MET AL SKIS AND LANDING LIGHTS.
One of the Boeing ;\[l3 -3r\ a irplanes at l\fcCook Field . shown in the illu stration. has been
equipped fo r night Aying and fitted with a set of metal skis which can he easily attached to the land ­ing
gear ax le after rem01·al of the wheels.
TRAINING.
Dayton-Wright TA-5.
Air Service l\'l odel T A-5 designates a new "Chummy" tra1n111g 'plane that was built for 'd1e
Air Sen ·ice by the Dayton-\\' right Company. Dayton. Ohio. prior to the di scontinuance of a ircra ft
manufacture by this firm last Jul y. Construction of the T A-5 was begun in September. 1922 , and
completed in -:\larch of the fol lowing year when the airplane. the only one of th is design con­structed.
was fl own to rd cCook Field for test. S ince that time, it has been performance tested by
the Division and subsequent! y placed on sen ·ice test.
In general design . the T A-5 is an adaptation of the original side-by-side seater training model
TA-3 to ca rry the Lawrance 200- h. p . radial engine. the T A-3 being the fir st "Chummy'' model
brought out by the Dayton-\\' r ight Company. In se1·eral respects. the T \ -5 is identical to the
T\ V-3 . another contemporaneous product of the same manufacturer mounting a \V right 150-h. p.
water-cooled engine. in that the wings. chassis. ta il sur face s. and rear section of fuselage a re in ­terchangeabl
e.
Symmetri cal squa re-tipped wings with padd le-balanced a ilerons. "N'' struts and skid s. a rather
long fu selage containing a wide comfo rtable cockpit with seats ·ide by side. a V-strut, split-axle
chassis, and an unusually high fin and rudder cha,racteri ze ;the TA-5 ai rplane and gi1·e to it a
rather clean apparance which would no doubt be further impr01·ed by add ition of nose cowlin g·.
A IRCR AF T DEVELOPMENT 11
The wings a re built in sections o f wood and fabric constrnct ion employing internal bracing snp­plemented
by double flying and landing wires an d steel "N '' type struts to resist tor sion. T he up­per
wing consists of two outboard panels and a center panel, the latter carrying two fuel tanks
placed outboard to clear fu selage. The lower wing panels are hinged to fu selage structure by bolt
attachments. A long narrow cutout is made in trailing edge of upper center panel to increase visi­bility
and accessibility fr om cockpit.
All ailerons are of the same size and area, therefore symmetrical for both wings except that
the lower ones are provided with paddle balances.
The hori zontal tail surfaces employ a thin sec tion of high aspect ratio and rectangular shape
and are less than average size in percentage of to tal area to wing area. their effectiveness evidently
being clue to the use of an extra long fuselage. The stabili zer is adjustable but the adjustment
must be made upon the ground . The yertical urfaces consist of a high externall y-braced fin and
an unusually high and narrow rudder of the balanced type.
Construction of the fu selage consists of a welded tubular steel structure. 3' 7" wide by 3' 6"
deep at maximum section. braced by steel tie rods and cowred with fab ric with exception of fo r-
PORTION OF COCKPIT OF T A-5
Showing Bumper Pads and Instruments.
ward cowling. The engine mount
and fir ewall are of steel but there
is no engine cowling . An ea sih·
entered and well- shielded cock­pit,
a portion of which is shown
in the photograph extends full
width of fu selage so that pilot
and student can sit together. It
is fitted with dual control s. Kapok
Ii fe preserver cushions and two
black imitation leather bumper
pads with instrument board plac­ed
in center between them. A
clock. tachometer. ignition switch.
oil pressure gage and oil ther­inometer
a re mounted upon the
in strument board whereas the
compass and altimeter are
mounted on cowl behind the
wind shi eld. Two fuel shut-off
levers portrude from center of
the wing above the cockpit within
easy reach of pilot.
The chassis is a simple struc-ture
of the tripod type made up
of streamline metal struts with axles crossing in cen ter. It is fitted wjth standard straight- side
28 by 4-in. wheels and tires with laced co\·ering. The tread is 6' 1-1 / 4". T he braking cleYice is a
steerable tail skid with swiveling shoe.
Propul sion is furni shed by a 9-cylinder ai r-cooled fixed radial Lawrance J -1 engine of 200
h. p. swinging a two-bladed wooden propell er . 8' 8" in diameter. The engine is equipped with
Dixie magneto ignition and three Stromberg :N A-S4 carburetors. controlled by rods and bell cranks.
The four lower cylinders are fitted with individual exhau st stacks whereas the fiye upper ones ex­haust
directly thru the ports. Oil is carried in a ft ve-gallon tank at rear of engine and is cooled b\·
sli pstream striking lower surface of ta nk. There is no fu el pump as the fuel is suppli ed by .
graYity from two 21-1 / 2-gallon tanks in the upper wing.
In fl ying, the TA-5 takes off Yery quickly af ter a short run and lands easily when flown from
either seat, with a Yery slow glide and short roll. It does not tend to "pancake" or "gr0(1i1.d-loop"
and taxies well either in clown wind or cross wind. the steerable tail skid and rudder being quite
effecti ve.
Lateral and directional stability are excellent; longitudinal stability good. In level fli ght, the
'plane is tail heavy under f ull power and nose heayy with power off. The normal free glide· is
rather high being about 105 111. p. h.
12 T E C H N I C A L B U L L E T I N N o . 37
~faneuverability is good, loops and rolls being easily executed. Rapid spins can be made with
power on but none with power off. The 'plane is yery light on controls but the elevator is ineffec­tive
at low speeds. In flight or in approaching a field there is no material hindrance to vision caused
by sitting on one side of the 'plane. However, Yisibility is difficult in taxying.
The cockpit is well arranged, accessible. and very comfortable. It is an excellent example of
the side-by-side arrangement, the disadvantages o i which are offset by the ease with which fl ying in­structions
can be demonstrated to the student.
A consensus of the flying qualities together with the accessibility and ease of maintenance of
the design as a w;hole is that this airplane will be satisfactory for training purposes.
CHARACTERISTICS AND PERFORMANCE.
DIMENSIONS
Overall span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34' '9"
Overall length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 ' 8"
Overall height ..... ,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9' 0"
Airf oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USA-27
Dihedral .. . .. .. ..... ...... . ... .. .. ......... .. .... Upper 2° 45', lower 3° 15'
Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4' 10"
Stagger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0' 10"
Sweep back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
·wing span ( both same) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34' 9"
vVing span ( center section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8' 7"
\i\Ting chord ( both same) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4' 6"
·wing incidence (both same) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2°
AREAS IN SQ. FT.
Total supporting surface ( incl. ailerons) . . . .. .. .. . ...... . . . ...... .. . . 285.29
Center section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.25
Upper wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Lower wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120:4
Ailerons ( 4@7.41 each. incl. bal.) ... . .. . ........ ... .... .. ...... ... . .
Ele\·ator (Bal. area 1.18) ... ..... . ..... .. .... . ... . . . . . .. . . . .. . .... .
Fin ...... . ..... .. . .... ......... ....... ... .. ... ....... . . ........ .
Rudder (Bal. area 0.973) ... . ........ ... ... .. . . ....... . ......... ... .
Stabilizer . . .. .. . ..... ...... ... ........ . ........ . .. . .. .. ..... . ... .
WEIGHTS IN POUNDS.
29.64
13.32
5.35
9.19
17.12
Empty ( allowing 10 lb. for cowling) . ........ .. .. .... . ..... .. ....... 1503.6
Useful load . .. .......... . .. . ........ . ....... . ................... 710.4
Crew ............. .. .. ... ... .... . .. . ....... ..... .. .. 360
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.9
Fuel ( 43 gal.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
Oil (5gal. ) .. ..... ..... ... ....... . ... .. . ...... .. . . .. 37.5
Gross weight ...... ........... ...... . . ...... .. . . ... ... ........... 2214
\V eight per sq. ft. of supporting surface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.77 lb.
\i\Teight per horsepower (210 h. p. @ 1790 r.p.m. ) . . . . . . . . . . . . . . . . . 10.5 lb.
PERFORMANCE
CLIMB
----
Standard Time Rate Engine
Altitude 111 111111. ft/ min. r. p. m.
0 900 1590
6,500 8.7 595 1590
10,000 15.8 425 1575
15,000 33.7 190 1545
16.900 S. C. 47. 100 1525
19,000 A, C. 0 1495
E ndurance, full throttle at 10,000 f t ... . .. . .
· Minimum speed at sea level ....... . .. ... .
SPEED
Level F light E ngine
m. p. h. r. p. rn.
103.8 1790
97.7 1720
94.2 1685
89.2 1630
86.5 1600
73.7 1495
. . . . . . . . . . . . 3 hr. 15 min .
. . . . . . . . . . . . 54.3 m. p. h.
AIRCRAFT DEVELOPMENT
DAYTON-WRIGHT TA-5-A. S. TYPE XIV TRAINING
(Lawrance "J-1" 200-h. p. Engine).
13
14 T E C H N I C A L B U L L E T I N N o . 37
Huff-Daland TA-6.
The present T A-6 tandem training 'plane is a development of the original model TA-2 that
was designed and built for the Air Service around the 140-h. p. Law,rance radial engine by the
H uff, Daland & Co .. Inc., Ogdensburg. N. Y., in 1922. The principal im:provements which dif­ferentiate
the TA-6 from the earlier design are larger wings of different section, metal fu selage
construction and a la rger engine, a Lawrance radial of 200 h. p.
T he T A-6 was completed and delivered to McCook Field in February, 1923, for performance
tests after which it was returned to the contractor for further modification and correction of de­fects
noted in the tests. This later work was clone under a new· contract awarded in June, 1923,
for the purpose of improving the flying qualities and structural features of this airplane in event
the design was placed in production. 1'11ese modi ficatiom which were completed 111 September,
1923, consisted prin cipally in the insta llation of larger tail surfaces to correct longitudinal balance
which was unstable at a ll speeds. ·Other changes included new instrument installation, new engine
cowling and exhaust manifolds, lower front cowl to increase visibility. use of heavier aileron n ~r­tical
''push and pull" rods and flexible control wires for elevators. The airplane is still under test.
In general design , the H uff-Daland TA-6 is a two-place tandem training 'plane propelled by a
9-cylinder ai1·-cooled Lawrance radial engine having a rating of 200 horsepower. The main struc­tural
features embody a metal fuselage of welded steel tubing covered with fabric with exception
of nose cowling; a biplane wing cellule of wood and fabric construction. braced internally and
supported at the t ips by N type steel struts of elliptical section to carry torsional stresses and at
the center by a tripod and V-strut arrangement extending above fu selage to front and rear upper
spars respectively; and internally-braced tail sur faces of combination Wood and metal construction.
Both wings are tapered and conform to the USA-35 modified curve. The continuous upper
wing with its large overhang resembling a sesquiplane ( 1-1/ 2 planer) carries balanced ailerons
at its out-board trailing edges and two fuel tanks in the center section. \Vood ribs supported by
two continuous box spars tapering both in width and depth comprise the wing structure. The lead­ing
edge is covered with 3-ply veneer, 1/ 16-inch thick, consisting of mahogany plies with poplar
in center; internal drag bracing is employed .
The tail surfaces are internally-braced structures employing both wood and metal in their con­struction.
The fin which is integral with fu selage is made entirely of mild steel tubing. acetylene
welded, whereas wood construction is employed fo r elevator and stabilizer, the latter being supported
externally on each side by tubular steel braces from lower fuselage longerons. The rudder frame­work
is of wood with the excetpion of the tubular steel trailing edge. Pin type hinges are used
for attaching the movable sur faces.
Mild steel tubing, acetylene welded, forms the fu selage structure which includes the fin :rnd
wing tripod support. The fu selage proper is of circular shape having a radius of 1' 9" at maxi­mum
cross section from which it tapers to a vertical knife edge at the tail. The cockpits a re com­fortable
and well shielded and a re provided with stick control.
The chassis is of the axleless type and is equipped with 28x4-inch wheels and a special pneu­matic"
shock absorber gear with an optional rubber cord substitute. T he tread is 6' 7".
The power plant consists of a Lawrance J -1 fixed radial engine supported on a circular steel
bearer in nose of fu selage and equipped with two Dixie magnetos, three Stromberg NA-S4 car­buretors
with vertical air scoops, and a two-blad ed wooden p ropeller . 8' 8" in diameter. Two
21 -1 / 2-gallon fuel tanks operating on gravity system are located in the upper wing and a 5-gallon
oil tank in the fuselage. T he engine is air-cooled.
The detailed dimensions and performance data given on page 16 apply to the TA-6 prior ·:o
final modification under contract of June, 1923.
In fl ying qualities, the TA-6 compares favor ably with the Vought. It gets away smoothly and
quickly in take-off. responds readily to controls and rolls perf ectly without loss of altitude. Bal­ance
is fai r at 1540 r. p. 111. hut requires improvement longitudinally either by in stallation of sta­bilizer
adj ustable in flight or by structural changes.
Visibility from either cockpit is good as ::iverage and can be considerably improved by using
lower cowling and installing separate sets of in struments in each cockpit. T he airplane as a whole
is quite accessible for inspection and repair and would make a very good adrnnced training type.
AIRCRAFT DEVELOPMENT
HUFF-DALAND TA-6-A. S. TYPE XIV TRAINING
(La·wrance " J-1" 200-h. p . Engine.)
15
16 T E C H N I C A L B U L L E T' I N N o . 37
CHARACTERISTICS AND PERFORMANCES.
DIMENSIONS
Overall span ..... . . .... ........ . . .. . . .... . .. .. .
Overall length ... .. .. . . ... . .. . . . . .. . .. . . . .. ... . .
Overall height ..... . ... . . . . . ... ..... . . . . .. . .. ... .
29' 4"
23' 6'
8' 9"
Aer.ofoil .. . .. . ...... .. .. . . . .. . .. ..... ... .. . . .. .
Gap .. . ... .. ............ . ..... . .... ..... ...... .
modified USA-35
5' 2"
Stagger . . .. . . . .. . . .. .... . . .. ... . ..... ........ . 1' 0"
Sweepback . . . . . . .. .. . . . .. ... . ... . .. .. . ... .... . .
Span of upper wing . ..... .. . . . .. . . .. . ...... . . . . . .
Tapered w111g
29' 4"
Span of lower wing .... . ..... . ... . . . . . : . . . .. . .. . 23' 5-1/ 2"
Chord of upper wing ..... . . .. . . . .. .. . . , . . .... . . . .
Chord of lower wing . ..... .. . .... . ... . . . . ... .... .
5' 6" root, 3' 9" tip
4' 8" root, 2' 11" tip
AREAS
T otal supporting surface ( incl. ailerons) ........ .. . .
Upper ,Ying .. . ..... .. .. ... ... . . ..... . 129.5
Lower wing . . . . . . . . . . . . . . . . . . . . . . . . . . 72.5
Ailerons . .... ...... . .. .. . .. . . ..... .. .......... .
Elevator .. .. . . . . .................... .... .. . . .. .
Fin ........ . .. .... . . . .. ..... ... ... . . . . . .. .. . . .
Rudder .... . . ... . ... ... .... ... ... . . . .. . ....... .
Stabili zer .. .... ... ... . ..... . . ... .. . ..... . . .. . . .
WEIGHTS
Empty ..... . ... ...... . .. .. ........ .. .... ..... .
Useful load . .... . . .. .. . . .. . .. .... .. . .......... .
Crew .... . ... . ........... . ..... . .. . 360
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 65
Fuel ( 43 gal.) . . . . . . . . . . . . . . . . . . . . . . 256
Oil (5 gal.) . . . . . . . . . . . . . . . . . . . . . . . 37
Gross weight . . ... . ... . . ... . ..... . . .... . ....... .
\Veight per sq. ft. of supporting area ... . .. .. ....... .
Weight per horsepower (205 h. p. at 1710 r.p. m.) ..
PERFORMANCE
CLIMB
214 sq. f t.
12 sq. ft.
16sq.ft.
2 sq. ft.
8 sq. f t.
15 sq. ft.
1246 lb.
71S lb.
1964 lb.
9.18 lb.
9.58 lb.
SPEED
Standard Time Rate Engine Level F light Engine
Altitude 111 mm. ft/ min. r.p.m. m.p.h. r.p.m.
0 1040 1520 115 .2 1710
6.500 7.6 712 1510 11 3.5 1700
10.000 13.2 536 1500 111 .2 1680
15.000 26.0 282 1475 102.5 1625
18.600 S. C. 48.0 100 1445 89.5 153S
20,600 A. C. 0 1420 72.3 1420
Endurance. full-throttle at 10.000 ft.. . . . . . . . . . . . 3 hr. 12 min.
Minimum speed at sea level . .. . .. .. .. ... . ..... 51.8 111. p. h.
First Huff-Daland TW-5 Arrives.
The fir st of five advanced training 'planes, fodel T \V-5, built for the Air Service by H uff
Daland and Company on a recently awarded contract, has been received at McCook F ield for per­formance
test.
The T\V-5 airplane is a modification of the ~avy HN-1 tandem training seaplane for land
use with the exception that the T\V-5 is built with a 180-h. p. ·w right Model E engine, a metal
fu selage and wheel landing chassis. Acceptance tests were conducted at contractor's plant prior
to delivery.
AIRCRAFT DEVELOPMENT 17
MISCELLANEOUS PROJECTS.
Around-the-World Flight.
Preparations for the \ i\iorlcl Cruise to be made by the Air Service about June l. 1924, are re­cei1
·ing considerable attention by the Engineering Division which is charged with the construe
tion and test of flying equipment, the procurement and overhaul of spare engines and other ac­cessories
for distribution at supply bases along the route, and the instruction of the flight personnel
in navigation. meteorology, and other phases of the project.
The fir st Douglas \ i\i orlcl Cruiser, the experimental model, which had been undergoing ex­tensive
performance tests at McCook Field as a land 'plane was subsequently flown to Langley
Field for water tests with pontoon equipment. In the trials at McCook Field which were com­pleted
with the exception of the cooling tests, a high speed of 105.4 m. p. h. at 1650 r. p. m. was
obtained. In the first climbing test, an actual ceiling of 8,600 feet was reached with a gross weight
of 7,2fiJ lb. at a climbing rate of 370 feet per minute at zero altitude. The . service ceiling in this
fl ight was reached at an altitude at 7,300 feet absolqte ceiling being computed at 10,000 feet. On the
second climb, actual ceiling was reached at 9 . .200 feet at a climbing rate of 445 feet per minute at
zero altitude. The ser vice ceiling was attained a 7,750 feet, making the absolute ceiling at 10,500
feet. The gross weight of the airplane on this flight was 7,216 lb. including a useful load of 300
gallons of fuel , 30 gallons of oil, 200 lb. of baggage. and a crew of two men equivalent to 360 lb.
As a result of the water tests at Langley Field. a number of changes were found desirable
for incorporation in the four vVorlcl Cruise airplanes now under construction in the Douglas
factory at Santa Monica, California. These include a change in the fuselage covering at side and
bottom aft of firewall to fabric with large overlaps at the lacing points so as to exclude water.
The covering on top of fuselage is to remain metal as heretofore. The fea sibility of using over­lapped
monel metal tipping instead of serrated tipping is under consideration. The engine mount­ing
will be ~trengthened by increasing gage of metal and extending bearers back to firewall and
anchoring.
It is planned to use some kind of kerosene or acetylene lamps conforming to the International
\'ayigation Code for auxiliary riding lights. Th: s change would not only conserve the starter
batteries that supply current for the electric riding lights hut would also provide lamps that could
he burned all night if necessary. The electric equipment will be used until the new lamps be­come
aYailable.
To further increase reliability of electric equipment to be used on the vVorlcl Cruise airplanes,
the controls for the 300-watt, wind-driven generators are to be housed in special boxes to protect
the regulators and afford greater ease of adjustment and inspection. Hanel starters furni shed by
the Curtiss and Aeromarine aircraft companies have been tested also.
Thirty-five Liberty engines that will he used on the globe-circling flight were selected from
storage at the Fairfield Air Intermediate Depot out of the seventy engines that had been previously
rebuilt with stub-tooth gears by the Rock Island Arsenal. The reconditioning of these engines
which is in progress at McCook Field consists of a complete overhaul. remodeling. and test to de­termine
their fitness for this flight , each engine being required to deYelop at least 410 h. p. on the
torque stand in order to be acceptable.
All engines are to be fitted with modified cyiinclers having a reenforcecl head , a practice which
has successfully obviated water jacket leaks so prevalent in the Liberty engine. A successful
method has been worked out by the Division for giving the cylinders an initial di stortion so that
they will be round after welding in the reenforcing plate. Each engine is to be a ssembled with long
studs 1·or mounting the electric starting equipment. Ignition will be furnished by a Delco system
usi ng standard distributor without booster attachment. Fuel will be supplied by a single engine­dri
1·en gear pump operating as the main system supported by one wind driven pump as auxiliary
and a hand wabble pump for emergency. The engine-driven gear pump is favored chiefly be­cause
of its ability to pass dirt, grit and other foreign matter without impairing its operation.
Personnel for the flight has been chosen by the Chief of Air Service but the route has not
Yet been definitely decided upon.
1S T E C H ;{ T C !-\ L B U L L E T I N N o . 37
Failure of Supercharger on Altitude Flight.
An a ltitude reco rd flight was recently attempted at McCook F ield by Lt. J. A. ~lacready. fo r ­mer
holder of this record . in a LePere ~irplane eq uipped with a new 35.000-foot supercharger.
Upnn reaching an al titude of 36 .000 feet ( indica ted ), the supercharger fa iled, making it neces­sary
for the pilot to descend. 1\n examination disclosed that the failure of the supercharger ,vas
caused by melting of the Kingsbury bearings around the turbine sha ft . which fit closeh · to t he
revolving plate in the small oil chamber at fr ont of turbine, thus " freezing' ' the acti 011· of t his
sha ft. Fortnnately the expensive turbine wheel was uninjured.
In this flight, the strut temperature dropped to 46° below zero Centig rade and the cockpit tem­perature
to 24° below. T he indicated a ltitude of 36,000 feet calibrated to approximately 32.000
feet- considerably below the present record. H owever, a gain of SO r. p. m. in propeller speed was
made with the new· supercharger O\ier the altitude record flight of September 28 . 192 1, which
record stood for more than two vears. F urther attempts will be made as soon as a rrangements
are completed.
L-W-F Transport T-3.
P reliminary flight tests of t he fir st Air Serv ice transport T-3 recently conducted by an E n­gineering
DiYi sion pilot at the ,plant of the L -\,V-F E ngineering Company, College P oint. Long
Island . indicate that this a irplane exc<'e<.ls the weight limit which will p robably necessitate several
dt::sign changes in the remaining nine a irplanes to be built under t his contract. This ,r ansport
whi ch is designed tn ca :·n· twn pi lr;ts and six passengers wi th their baggage has been flown ·;-( , Mc­Cook
:Field for furth er in~pecti t111 and test s.
r\ brief descri pti on of the design w;is published in Technical Bull etin :t\o. 34.
Propeller Development.
Results of a 3-hour destructi,·e whirling- test on an aluminum a lloy propeller in a wa1'er spray
clemonstratecl that a propeller made of t his material may be safe ly run in a hard rain for a con­siderable
peri od without becoming dangerous. :No appreciable wear of the alloy was noticeable at
the encl of the test. T his same propeller has been subj ected to test stand run s, one at 1200 h. p.
and another at 1400 h . p. fo r 5 hours, with excellent results.
_L\n S. \V. Carter "Hawk \,\Ting" propeller which was designed for compari son with the
standard propeller used on the DH-4B passecl the strength 1·equirements satisfactorily after a JO­hour
run at 600 h. p. It was then placed on a DH-4B a irplane ancl flown oyer the speed course at
a high speecl of 11 6.58 m. p. h. at 1485 r.p. m. (corrected) .
A new method of tipping propellers by what is known as the Schoop p rocess in whi ch the
metal is sprayed on to the tips is being tested. Two propellers haYe been tipped with iron. On
one the metal was sprayed clirectly on t he wood whereas on the other it was sprayed over the top
of the Air Sen ·ice standard fabric tipping . In the fir st case. the metal clid not aclhere to the wood
and showed tendency to peel off before the test was star ted hi1t in the second case it showecl no
signs of di stress at the encl of a 10-hour run ( 600 h. p. at l 700 r . p. m. ) \ Vater sp ray tests will he
made on the metal-over-fabric tipping for diffe rent thicknesses of coating to determine the fe;i~i­bility
of using this process on propell ers having st andard fab ric tipping.
AIRSHIPS AND BALLOONS
Water Ballast Recovery Apparatus for Airships.
Design of a water recovery apparatus developed by the Enginee ring Division has been com­pleted
for nse on TC air shi ps. \1\Tater recO\·erY equipment clneloped by Bureau of Standards and
shipped to this station from Langley Field wa,; iouncl to h;ne deteriorated to such an extent that it
could not he used; therefore a circular proposal will be issued for construction of a complete new
set for ·in stallation and sen ·ice test on ai rship T C-6.
Bri efly stated . water recovery from exhaust gases was started by the Bri t ish in l 915 when the
fi rst apparatus was designed for t his purpose; t hi s de,·ice was un sati sfactory. Later in 1920. the
A IR C R A FT DEVEL O PME N T 19
l. S. ~a1·y <le1·eioped a similar cle1·ice which pro 1·ecl unsati sfactory also hut from which much Yal­uab!
e data were obtain ed and placed at the di sposal o f the Bureau o f Standards which had then
undertaken the de1·elopment of "''a ter recovery apparatus at the request of the U . S . Army Air
Service. based on preliminary data prepared bv Lt. Olm stead. This appara tus was later perf ected
and in stalled in the A rmy D-3 air ship. successful flight tests being made at Aberd een and Langley
Fields in 1922.
The Bureau of Standards apparatus operates upon the principle of condensing the moisture
by cooling the exhaust gases directly by air thereby eliminating the extra equipment employed in
earlier types that cooled these gases by means of water. Two successful models of air-cooled con­densers
ha ve been constructed which weigh about 1-1 / 2 lb. per engine h. p. as against 6 to 7 lb. for
the water-cooled types.
The apparatus consists of a series of long slender aluminum tubes thru which the exhaust
irom the engine is conducted on its way to the .atmosphere. \Vhen the airship is in motion, the
air sweeps o,·er these pipes cooling the gases and condensing the water vapor which is then drawn
off thru drains. The amount of water recovered very nearly compensates for the amount of fu el
consumed. The weight of a condenser that is ca pable of accommodating exhaust gases for two
150-h. p. engin es is about 500 lb.
TA and TC Airships.
Tim of the ne,v Army Class !-\ airships. the T A-1 and the T A-2. recently completed hy the
Goodyear Tire and }lubber Company, have been cleliYercd to Scott F ield , Belle vill e, Illinois.
1rhere they haYe been erected. In the " weigh-off '' tests conducted at that station, the foll owing
compa ri sons were obsen ·ed:
Dimensions :
\ , .iclth .. . . . . ... . .. .. .. . . .. . . . . .. .. . . . .
Length . . . . .. .... . . . . . . . ... . . . . . . .. . . . .
Circum ference .. . . . ....... . .... . ....... .
Car load :
Fuel . . . . . . . . .. .. . . . .. . . . . . .. .. . . . . . .. .
Oil . .... ... . . ...... . . ... . ....... . .... .
Ballast .... . . . ...... .. . . . . ... . . . . . .. . . .
\\'ater in ballast .. . .. . .............. . . . .
Crew and Parachutes .. . .. . . . ." . . . . ...... .
Car ( fi xed load ) . . . .... . .. . . . . . . ...... . .
T /l -l
38' 6"
165' 6"
126' 6"
12-1-8 lb.
150 lb.
653 lb.
JOO lb.
632 lh.
2165 lb.
T otal . . . .. .... .... . ... . . 4948
l0:111·elope :
\\' eight of em·elope . . . . . . . . . . . . . . . . . . . . . 3000 lb.
Volume of e1welope .... . ... . . .. . .. . .. . .. l-1-0.000cu.ft.
7A-2
38 ' 5"
165' 3"
125' l "
]248 lb.
132.5 lb.
332 lh.
l 12 lb.
600 lh.
2323 lb.
4747.5
3000 lb.
135,000 cu. f t.
A. S. S/,cc.
39' 2.-.J."
162' 0"
123' 1.8"
770 lb.
l 12.5 lb.
-1-76 lb.
100 lb.
600 lb.
2 106 lb.
-1-1 64.5
2740 lb.
130.000 cu. ft.
The difference in volume of these air ships is accounted for by the fact that the T A-2 was
"topped up" ,vi thin two clays whereas the T A-1 was " topped up., at the end of seven clays. The
specifi ed Yolume does not include allowance for s tretch. which, in the case of the T A- 1, is about
7.7 per cent. The usual figure taken in design is 5 per cent. which is consid ered to be consen ·a­tiYe.
Desig·n characteri~ti cs of the new series o ( T :\ air ships were pnlJli shed in T echnical Bulletin
"\ o. 36. L
Helati 1e to progress 0 11 air ships T C-4. 5 and 6. being built by the Air ships Incorpora ted, Ham­mondsport.
); . Y .. under supervision of ',his Div ision. it may be stated that the necessary design
changes haYe been con: pleted to accommodate one double ballonet in place of two single ballonets.
This change was made as a result of the water model tests described in T echnical Bull etin No.
36. Tl,e TC envelope is also being redesigned for fabri cation on the basis of 16 gores in stead of
12 as originally planned .
20 T E C H :\I I C A L B U L L E T I N N o . 37
Design draw1ngs for the engine outriggers that will he used on the TC-6 airship to accom­modate
the two Lawrance J-1 air-cooled engines a re being worked out. Detail drawings will be
made by contractor. T hese ei1gines will provide an increase of 100 h. p. and a decrease in power
plant weight that will be sufficient to permit the in stallation of water recovery apparatus without
any loss in present useful lift.
Gun Mount Mooring Mast.
T he E llicott l\lachinery Corporation of Baltimore, :Maryland , has completed the construction
of one experimental portable mooring mast , mounted upon a standard 3-inch Ordnance gun mount
chassis ( trailer ). The mast proper is of telescopic construction built in three lengths of sections
of steel tubing and equipped with truss rods in extended position. It can be raised from a hori ­zontal
position to the vertical by me.ans of special gearing built into the apparatus. E quilibrium in
raised position is maintained by several guy cables anchored to the ground. \Vhen lowered. the
mast can he transported without difficulty. T ests will be made at McCook Field.
ARMAMENT
Bomb Rack, Type A-3.
Sati s factory results have been obtained in recent tests of the new Type A-3 bomb racks and
L- 10 release handles. using 5. 50. and 100-lh. bombs. The A-3 bomb rack, an external type. is
similiar to the A-2 or modified l\fark XVIII bomb rack and is constructed entirely of metal. heat
treated to g ive additional strength. The design incorporates a new locking device which prevents
premature release of the bombs and a built-111 a rming mechanism. The L-10 release handle
wfoch replaces the L-1 r elease handle developed by the Ordnance Department for the old Mark
XVIII bomb rack may be used with either of the new bomb racks. T ypes A-2 or A-3.
Vulnerability of Wing (Skin) Radiators.
The efficacy of wing radiators of the skin or surface type naturally requires that the cooling
surface be spread over a consid erable area. which area is unavoidably exposed to machine gun
fire . especially from abO\·e and below. Several forms of these radiators have been huilt up for
the purpose of determining their n1lnerahility by actual firing tests.
"Blast Tube for Fixed Gun Installation.
A newly designed blast tube has been tested for use ·.vith fi xecl gun in stallations. which is con­structed
of standard 2" diameter tubing. having a plurality o f annular grooves rolled into its dia­meter
to insure a proper fit on the gun barrel jacket. T his development was necessary, as the
diameter of the gun barrel jacket is 1-7 / 8" . Heretofore tubing having an outside diameter of
1-7; 8" has been used for blast tubes by expanding it to fit over the jacket of the gun. This oper­at
ion destroys certain properties of the metal making it brittle. thereby impairing the life of the
blast tube.
Synchronizers for Curtiss D-12 and Lawrance J-1 Engines.
A Type C-1 machine gun synchronizer installation has been made for the Curtiss D-12 en­gin
e. Owing to the compactness of design of this engine. it became necessary to design a special
combination YCrti cal spacer and torque arm for mounting thi s synchroni zer.
J\ nother in stall a tion of this same type o f sy nchroni zer has been made fo r the Lawrance J -1
air-cooled radial engine. T his project inrnl ved a straig-ht in stallation probl em with the exception
of some minor detail s.
Machine Gun Synchronizer Type C-9.
The machine gun synchroni zer Type C-9 has been tested and found sat1st actory. This deYice
is a gun control in which the impulse cable actuates within a semi-flexible tube. It is an improve­ment
over pre,·ious designs. in that it is lighter , simpler and more uniYer sal in in stallation.
RESEARC H AN D EX PERIMENT
The present report. howe\·er. deals with the classifi cati011 of alloys in present use according to
their corrosive properties and tendencies when sn b_i ected to Yarions cor roding media. such as water.
salt water. and the atmosphere.
Interesting photographs of specimens in Yar ions stages of co rrosion are appended.
Fatigue Resistance of Manganese Bronze. Serial No. 2188
Fatigue or endurance limit of sand cast manganese bron ze under alternating stresses from
tension to compression may be taken temporarily at approximately 15.000 pounds per square inch
as determined in this test for the reason that the re is a possibility of this figure being rai sed or
lowered by subsequent tests over longer periods. The a lternating stress curves which are plotted
to semi-logarithmic coordinates indicate that the ''break point" for manganese bronze occurs at about
20.000.000 re\·er sals of stress.
\Vith regard to physical properties. this material has a \"er_v low elastic limit in proportion to
its tensile stl'ength . Contrary to expectation, the compressiYe strength was found to he low al so
and necessitated verification thru seyeral check tests from which an average value was adj udged
as indicative of this property. True compressive -strength of any material is always difficult to de­tennine
on account of the test results being large ly influenced by form of the specimen.
Fatigue Resistance of Wrought Elektron Metal. Serial No. 2189
Fatigue resistance of wrought elektron metal ( obtained from Germany) to alternating stresses
of equal magnitude from tension to compression appears to he about 17.000 pounds per square inch.
The reversals of stress in this test were produced by a machine having a two-point symmetrical­ly-
loaded rotating beam similar to a machine used at the Univer sity of Illinois Experimental Sta­tion
for testing ferrous metals. The r esults of the stress tests were plotted by the same method
employed in the previous investigation on fatigue in manganese bronze.
In general physical properties. elektron metal was found to have a Yery low ·elastic limit.
modulus of elasticity and tensile strength. On a weight basis. however. it compares fayorably
with duralumin both in tensile strength and mod ulus of elasticity but not in ela stic limit.
Physical Properties of Nickel-Chromium and Carbon Steels.
The fo llowing reports contain a discussion of the physical properties of several Air Service
nickel-chromium and carbon steels ::is determined by actual tests in the Metallurgical Laboratory at
1\fcCook F ield. Each report gives a detailed account of the tests for tension. shear. tor sion. im~
pact and hardness under various conditions. tabulated results and graphic presentation of proper­ties.
and photographs of the specimens and their microstructure showing various effects of heat
treatment.
The fo llowing i1westigations a re di scussed ·:
Nickel-Chromium Steel (A. S. No. 3140) . .. .... .... .. . .... . . .... . . ... Serial No. 2198
Nickel-Chromium Steel ( A. S. Ko. 3250) . .. . .. .. .. . ................ .. Serial No. 2200
Nickel-Chromium Steel (A. S. No. 3435) ... . ...... ..... ... . . . .. .. .... Serial No. 2201
Carbon Steel (A . S. No. 1045 ) .. . .... .... ....................... .... Serial No. 2202
Failure of Envelope of A-6 Airship. (Gyspy Moth Experiment.)
(U.S. M. B. or OA-1 A irship) .
Serial No. 2199
. .\n exten sive investigation was made by the E nginering DiYi sion to determ.ine the cause of
fa ilure of the em·elope fab ric and seams of the A -6 air ship ( new marking OA-1 ) built for the
. \ir Sen·ice by Airships Incorporntecl. Hammondsport. N. Y .. in early part of 1923. It may be
remembered that this air ship equipped with an in secti cide hopper was employee\ by the Bureau of
Entomology, Department of Agriculture, in the Gypsy Moth experiment in New E ngland last sum­mer.
(Techni cal Bull etins Nos. 34 and 35).
30 T E C I ! K I C A L B U L L E T I N N o . 37
During the warm· weather previous to starting on this experiment, the original ern·elope
showed high leakage or permeability which reduced the purity of the hyd rogen to a dangerous
mixture thereby necessitating complete deflation and removal of the envelope. r\ replacement
enw lope was then laid out, inflated and in stalled on the airship. Test flights were made. after
which suspension patches and other parts that sh owed signs of loosening were removed and re­cemented.
F inally on July 4, last, the airship was flown to Henniker, 1\ew Hampshire. Ex­ce~
sive leakage was noted shortly after arrival and after a few flights. the air ship was deflated
and returned to E ngineering Division for examination.
The conclusion to be drawn from this i1westigation is that failure was primarily clue to two
causes; fir st, high temperatures which loosened the cement allowing slippage of seams and patches
and second, rupture of the gas film by stresses de \·eloped in flight which increased permeability of
the fabri c. .A more detailed account of this in vestigation will be found in the report.
POWER PLANT SECTION
Cooling Test on Sperry-Verville Racer R-3 (1922). Serial No. 2225
T his is a report of a cooling system flight test conducted at '.\kCook Field in l\farch, 1923, on
the 1922 .P ulitzer Sperry-Ven·ille Racer. J\Joclel R-3, equipped ,Yith Lamblin radiators.
T he cool ing system on this airplane consists of two Type B Lamblin radiators mounted side
by side below iuselage at rear of engine, an expansion tank and necessary piping. The radiator
which is manufactured by Les Establi ssments Petit \Vicart & Cousin. Pari s, France, consists of
150 cooling clements of thin sheet copi)er arrang ed radially and attached at the ends to cylindrical
header tan ks which form the hub. The inner group of elements consi sts of 40 plates whereas the
outer group has 110 of larger size, giving a total cooling surface of 84- 1/ 2 sq. ft. for each radi ­ator.
The exterior elements are soldered to the h eaders and held in place by three circular tubes
over outer circum fere nce, the center tube being vented at top and prm·ided with drain at bottom. T he
interior elements are simply soldered in place at the header s. A flat plate or shutter is provided for
closing the opening in center of hub. T his device proYed Yery ineffective as a means of controlling
temperature.
The cooling sys tem was found to be more th an adequate for service that is required of ·,his
type of airplane. A diagram of the fuel system and close-up photographs of the installation are
furni shed also.
INVESTIGATION OF MATERIALS
"Fibreen."
"Fibreen'' is the name of -fi 1 ,rous material manufactured hy Carter , Rice & Company, of Bos­ton,
l\1'ass., for use as wing and fuselage coverin gs. T his materi al which weighs two ounces more
per square yard than the standard doped cotton fabric covering consists of two plies of 30-lb.
kraft paper cemented together with asphaltum and reenfo rced with non-elastic fiber running cross­wise
and lengthwise. l .J pon being eloped and varnished. the new material compares favorably with
doped cotton fabric in that it has practically the same strength in the direction of the filling and
about 25 per cent less strength in the direction of tbe warp and also satisfactorily withstands de­terioration
from the weather. T he cost is much cheaper than that of cotton fabric. being only
5-1 / 2 cents per square yard. "Fibreen" is suita ble for use on aerofoils of ta rget gliders and on
fuselages of training ai1·planes.
Direct Babbitting on Duralumin.
f\n examination of a duralumin connecting rod, to which babbitt was applied directly to the
duralumin. ( a method that has been successfully used £or bea ring in automobile practice) dis­closed
that the babbitt formed a good bond with the tin which had been pre\·iously applied to
it but no rnetallographic bond with the duralumin. The physical bond. howeYer . was sufficiently
strong to giye a very satisfactory bearing. Experiments with babbitting cluralumin have demon­strated
that this can be done satisfactorily by rub bing or brushing the original tinning thoroly into
the base rnetaJ. No flux has Leen found that can be substituted for this brushing.
A IR CRAFT DEVELOP ME NT
Ammunition Boxes for .30 Caliber Browning Guns.
Several types of ammunition boxes for use with the .30 cal. Browning guns when mounted
fl exibly. haw been tested. These articles were submitted for test by the Ordnance Department.
The gun was fired from the various possible firin g positions. that is. horizontal. straight down. up­side-
clown. etc. This manipulation of the gun was found to be entirely sati sfactory.
Airways Flares .
. \ irways flares submitted by the Ordnance Department ha \·e been tested and found to be sati s­factory
as far as cycle of operation. time of burning. rate of fall and candle power are concerned.
Various changes in the mechanical construction o f the flares were recommended. The test models
submitted by the Ordannce Department were made up as fo llows :
S- haYing fo lded balloon cloth parachutes.
5- haYing roled Japanese silk ( Mark I ) parachutes.
Ultra speed moving pictures were taken of the opening of the two types of parachutes. A
study of these pictures p rO\·es beyond a doubt that the rolled parachutes are unsati s factory for use.
EQUIPMENT
Barograph (Quadruple Traverse).
A quadruple tra\·erse barograph which is con ceded to be valuable in making accurate altitude
records has been received by the Divi sion from the Julien P. Friez & Sons. In this in strument,
the pen mo\·es four times across the 5-inch drum during a change in pressure from 31 to 4 inches
of mercury. This is equi\·a lent to a range of 50,000 feet. The fir st reversal of direction occurs
at a pressure of 24.2 inches corresponding to an altitude of approximately 6.000 feet; the second
at 17.7 inches or 15.000 feet , and the third at 10.6 inches or 27,000 feet. The resultant movement
produce~ the same effect as an in strument using a 20-inch drum. A sylphon is employed fo r the
pressure element whereas the F ergussen link motion actuates the multipl ying mechani sm.
QUADRUPLE TRAVERSE BAROGRAPH
The barograph is considered to be the most reliable and accurate in strument for high altitude
work now in the Service and for this rea son has been used in the recent high altitude fli ght at­tempts
mentioned on page 18 under article on "Failure of Supercharger on Altitude Fl ight."
22 T E C H N I C .'\ L B U L L E T I N N o . 37
Vertical Scale Instruments.
A few clectro-chronon,ctric tachometers fo r use in remote in stallations where cl 1rect-d ri ,·en
tachometers are impracticable owing to tbe excessive length of the driYe have been receiYed for
experimental purposes. These in struments are en­closd
in the new vertical straight- scale cases.
Three of these instruments will be in stalled in
"Airways" airplanes to determine their fitn ess for
actual service use.
The fir st shipment of the new production
model engine gage units combining a fuel pres­sure
gage, an oil pressure gage, and a water
thermometer has been received a lso. The pro­duction
model which is shown herewith differs
considerably from the experimental unit described
in Technical Bulletin No. 35 in that it uses a flat
or straight scale and straight line indication in ­stead
of the c01wex face and circular indication.
Another improvement consists in the use of a
luminuous dial in place of t he electrically-illumi-nated
scale formerly used. ·
Rate of Climb Indicator (Pioneer).
A few "rate of climb" indicators manufac­tured
by the Pioneer Instrument Company haye
been ,·ery favorably reported upon by three flying
field s, Aberdeen, Langley, and Scott, at which
they were tested. This in strument is of the ca-
STRAIGHT SCALE ENGINE GAGE UNIT. pillary lec1.k type. the pres ure element indicating
the difference in pressure between a cylindrical
container in whi ch it is placed and the outside a ir by means o[ a small tube to the in~ide of the
pressure capsule. The sealed cylindrical contain er communicates with the outside atmosphere only
thru the capillary leak tube. The indication~ a re affected ,·ery little by changes in density.
RATE OF CLIMB RECORDER.
A summary of these reports indicate that this indicator has much to commend its use,­first,
because it is a Yaluable in strument on large airplanes and can be used in place of a stato­scope
on lighter-than-air craft; second , it is of durable construction easy to in stall and maintain;
third its range of indication is adaptable to most aircraft and is not subj ect to large temperature
errors.
A IR CRAFT DEVELOPME NT
Rate of Climb Recorder (Bureau of Standards).
23
Flight tests ba,·e heen cond ucted on a " rate of clin.1b'' recorder de,·elopecl by the Bureau of
St;111darcl s. This instrument works upon the sa me principle as the present type of ra te of climh
indirator. The record is made by a beam of light on bromide p;:iper.
Geneva Society Chronograph.
A printing chronograph received fr om the Geneva Society, S witzerl;rnd , has been a ssembled
GENEY A CHRONOGRAPH.
and thoroly tested . This in strument which is more
easily tran sportable than the Gaertn er chrono­g
raph. is dri,·en by a 12-,·o lt go,·ernor-controlled
motor having a Yery fine speed regulation which
is adjusted to run about .00j of a second fast.
T he motion is retarded this same amount thru a
release operated by a contact chronometer, which
action retards the speed of the type wheels std ­fic
intly to print the time in minutes, seconds, and
hundredths of a second on a paper st rip that is
ratcheted along :it 3/ 8-in ch interYals between
r eco-rcls.
Altho the in strument is primarily intended for
the laboratory, it can be used with a few modifi­cations
for timing airplanes over speed courses.
The contact chronometers used with thi s chrono­graph
were imported from Carl Bamberg. Ger many.
Balloon and Airship Lift Computor.
Ten "Ball oon :incl /\ir ship" li ft computors h J1·e been received from the Keu ffel & Esser Com­pany.
This computer is a special slide rul e, 12 in :hes long by 3-3/ 4 inches wide by 1/ 2-inch t hi ck.
designed by the E ngineering DiYision for gas Ji h computations. It is used for computing t he unit
lift in pound s per thousand cubic feet of helium. hydrogen. or coal gas under Yarious conditions
of air pressure ( or altitude ) , a ir temperature and humidity, and the superheat and purity of the
gas up to an altitude of 15,000 feet and to determine the percentage of fullness necessa ry at an\'
altitude to attain a different altitude with out use
of bal last or Yalving under va rious conditions of
ground temperature ancl superh eat. T he fir st of
these quantiti es . "Unit L ift.'' is obtained from the
scale on the front side of the rule and the second.
·'Percent of F ullness." from the reYe rse sicle of
rule. th eir product gi ·es the tota l li ft.
These computors will be di stributed to 1-\ir
Sen ·ice stations ha,·ing lig hter-than-air craft fo r
sen-ice test.
Gaertner Printing- Chronograph,
The Gaertner p rinting chronograph. an in ­strument
for tirnjng and recording high speeds,
has been remodeled and rewired by the Division
so that it can be set and operated without opening
the case. T his instrument was thoroly tested in
the ai rplane races at St. Loui s. :Missouri, last Oc- GAERTNER CHRONOGRAPH.
tober. T he speeds as timed by the Gaertner chro-nograph
were identical with those obtained with the official chronograph . . A ltho the in strument is
quite bulky. it is well suited for ti ming speed t rials and also for laboratory use.
24 T E C H N T C A L l3 U L L E T I N N o . 37
Flight Test of Earth Inductor Compass and Other Navigation Instruments.
Several cross-country fli ghts haye been made recently by E ngineering Division pilots and
navigato rs in a DH-4B airplane specially equipped for navigation, for the purpose of testing the
accuracy of the new earth inductor compass and other new instrument s. In 0ne of these -~est s.
a non-stop flight from Dayton, Ohio. to Boston. Mass .. as p1-eviously mentioned in Technical Bul ­letin
No. 35, p. 22, a Pioneer earth inductor compass and a F rench S. T . Ae. Cinimo-Derivemetre
drift meter ~ ( see p. 19, Technical Bulletin No. 35) were used. This flight consumed 7 hours,
35 minutes as a strong wind was blowing across the course reducing the ground speed about 95 111.
p. h. On account of dense clouds extending up 'v\"ard to about 10.000 feet. all sight of the
ground was lost for a period of 3-1 / 2 hours. at the encl of which time it was found that the air­plane
had deviated only 2 degrees off course. During the flight several observations were also
made with the new aircraft sextant de,·eloped by the E ngineering Division.
Later, another flight was made with the same airplane from Dayton. Ohio, to Fort Riley,
Kanses, a di stance of 675 miles in 6 hours 40 minutes. A direct course was held thruout the
flight by the aid of the earth inductor compass, the same in strument as used in the previous jour­ney.
The maximum deviation from the course on this flight which included 3-1 / 2 hours of cloud
flying was only 5 miles.
An experimental modei of an improved type of earth inductor compass built by the P ioneer
Instrument Conmanv has heen received fo r test. T his compass operates on the Bureau of Stan­dards
\ \"heatsto1~e bridge principle. . It consisted of a twelve-segment drum-wound armature ro­tated
by a small 12-volt di rect current motor mounted on same shaf t, the armature and m,otor be­ing
supported by a special gimbal mounting so that they are held vertically during rapid movements
of the airplane.
POWER PLANTS
New Radial Engines.
In response to circular proposals sent out hy the Air Service, only three manu facturers. the
:-\eromarine. Allison and Curtiss companies, submitted bids for the design , construction, test, and
delivery ot three air-cooled radial engines, to be known as model R-2. The Curti ss Compan!, r e­ceived
the contract. In this connection the Allison Engineering Company submitted a design for
an air-cooled engine which may be purchased also.
The Engineering Division is initiating experiments with a novel type of radial engine in which
a cam and roller are substituted for the conventional crank shaft and connecting rod. A sample
4-cylincler engine of this type is being constructed at a very low cost by utili zing parts of the old
\ Vright R-1 and the Lawrance J-1. P ractically the entire engine can be constructed from these
parts with the exception of crank shaft. pistons, and crankcase.
Diesel Engine for Aircraft.
A single-cylinder L iberty testing engine from the power plant laboratory at l\kCook Field has
been loaned to the Sperry Gyroscope Company of New York for use in conducting tests on a
Diesel type engine that this firm is attempting to deYelop for use in aircraft. A complete report of
the experiment and tests including a demonstration of the de\'elopecl product is to be rendered to
the Engineering Division.
Service Test of Curtiss D-12 Engine.
A Curtiss D-12 engine has been installed in a DH-4B ai rplane for the purpose of conducting
a large number of minor tests at a minimum expenditure of money. A special propeller · has been
designed to meet the requirements of this in stallation.
Another engine of this type fitted with high compression pistons has been operated satisfac­torily
on a mixed fuel containing 10 per cent alco ho!. \ i\' ith a lower percentage of alcohol a re­tarded
spark is required.
A IR C R A FT DEV ELOPMENT
New Type C Fuel Pump.
25
r\ new gear fuel pump, known as Type C, has been designed and developed by the E ngin eer­ing
Division to replace the present service standa rd bellows or sylphon fuel pump. T he new
pump is a small compact unit of simple construc­tion
weighing from two to four pounds less than
the average bellows installation. It is built on ·,he
gear-d riYen principle which in sures more posi­tive
and reliable operation than the delicate and
complicated bellows and valves of the sylphon
type. Another important advantage of the Type
C pump. which makes its use particularly desir­able,
is its very small size and weight in relation to
its capacity.
The Type C pump is designed so that it can
be driven directly off the engine or thru a fl ex­ible
shaft as the installation demands. It con­sists
of two steel gears in mesh enclosed in a
close-fitting aluminum housing provided with a
hea,·y cast aluminum cm·er ca rrying bronze bu sh'­ings
in whi ch the ends of the gear shafts revoh·e.
In operation the fu el enters inlet side of pump
NEW TYPE c FUEL PUMP. and is carried around housing in the pockets be-tween
the gear teeth which finally fo rce it thru
the outlet. Only very small leakage is possible between the housing and the gears as the clear­ance
is not over .002 of an inch. Escape of fuel back thru pump is prevented by the mesh of the
gears in the center. A separate relief valve or bi-pass is provided to prevent flood ing of carburetors
at high pump pressures.
An interesting test which demonstrates the reliability of this pump to operate under adverse
cond itions was carried out in connection with the development of the flex ible drive. In this test .
small pieces of rubber and solder which were feel into the intake passed thru easily without injurini,;
the pump or causing any ma l-functioning. A small piece of steel was passed thru also without
stopping the pump altho the aluminum housing was gouged by the harder metal.
The Type C pump which has gone into production is being made in several capacities to ac­commodate
engines of various horsepower s. The largest size . Type C-3, is standard for the Model
\V- lA engine and other engines from 500 to 1000 h. p. A smaller unit. Type C-5 . is standard
equipment for the Liberty " 12." Packard " 1237" and "2025," Curtiss "D-12." and Lawrance " J-1"
engines. Pump drives a re being developed for the Wright engines, models "R-l " ( radial ) and
"E" and "I" also.
RESEARCH AND EXPERIMENT
I •
RESUME OF ENGINEERING DIVISION
SERIAL REPORTS.
S erial R eports. marked ·with an asten)f( (*) wiil
be ·issued by the Chief of Air S erv1t'e as "Air
S gn,ire Jnfon nat·inn Cirrulars."
AIRPLANE SECTION.
Static Test of .J. V. Martin Chassis. Serial No. 2112
Report covers results of a static test conducted at l\IcCook Field on a special landing chassis
' designec1 and submitted by J. V. l\1atrin to repla ce the regular landing gear used on the DH-4
airplane.
The l\fartin chassis is a steel structure of the tripod type employing tubular struts of alloy
steel which terminate at the bottom in a steel fitting carrying a rectangular steel plate to which is
mounted a shock-absorbing wheel. The wheels are of cast aluminum. designed so as to accom­modate
the shock absorber. This type of chassis eliminates the straight or conventional axle as
well as the brace wi res and axle fairing.
Test of Eng·ine Mount for Wright Radial in DH-4B. Serial No. 2206
In order to obtain flight performance data on the \ ,\/right "R-1" radial engine, it became neces­sary
to construct a special mount to accommodate the installation of this power plant in a DH-4H
airplane. ( See illu stration on page 6).
The mount is constructed of low carbon steel tubes and sheet stock riveted and brazed to­gether,
the entire structure weighing only 15 pound s. In the tests, it supported a load factor of
14 before failu re, which was sati sfactory for t he purpose.
"Structural Analysis and Design of Airplanes."
( Clwj>t rr II- A irplane Design)
Serial No. 2212
A treati se on "Advanced l\'f et hods in Strength of l\1 aterials" for incorporation in the second
chapter of a proposed new edition of E ngineering DiYi sion's book on "Structural Anal ysis and
Design of Airplanes" is contained in thi s serial.
T he di scussion co \·ers four different subj ects of great importance in the design o f airplane
structures. to-wit: the solution of indeterminate structures by the method of least work; the com­putation
of deflection for beams and trusses, the development of the equation for three moments,
and the computation of stresses in members subj ected to combined tran se rse and axial loading .
These subj ects are di scussed in sufficient detail to enable the average engineer to apply the
methods in practical design and in the solution of more complex problems.
"Structural Analysis and Design of Airplanes"
(Appendices to Chap ters I and II- A·irplane Design) .
Serial No. 2213
The serial contains subject matter comprising appendices to the fir st and second chapters of
. the proposed new edition of the book entitled "Structural Analysis and Design of Airplanes," for
which se \·cral ten ta ti Ye re\·isions ha \'e been p re,·iousl y ad vacated.
RES EAR CH A N D EX PER I M E_N T 27
It is the intention of the authors to place as much re [erencc matter as possible in the appendix
of the new edition for two reasons; fir st, becau se experience has shown that it is difficult to
find reference data that are scattered thruout the text and second. because it is believed that the
busy engineer who desires only to refresh his memory of a particular formula or obtain a few
,·alues from a curw will find this material more easily in the appendix .
Study on "Power and Thrust Coefficients of Propellers." Serial No. 2226
The obj ect of this study is to determine the degree of conformity of various propeller theories
o,·er a very wide range of propeller designs and to establish a series of empirical constants be­tween
computed values and those evolved from actual tests.
The calculations given in the report are ba sed on the designed value of the ratio of forward
to rotational velocities and are computed by means of the simple airfoil theory without correc­tions
for inflow or blade interference.
Several charts are appended which give the British plan-form and camber ratios upon which
the study is based and the value curves for various power and thrust coefficients.
ARMAMENT SECTION.
Flare Rack and Release Handle, Type M-2. Serial No. 2110
The Type l\i -2 flare rack and release handle described in this respect were developed by the
Engineering Division to provide a mechanically-operated mechanism that can be universally ap­plied
to any airplane now in the service for carr ying and releasing the Mark I parachute flare.
The report (an extract of which was published in Technical Bulletin No. 36) gives a detailed de­scription
and history of the development.
Gun Sight, Type X-9~ Serial No. 2118
Ring gun sight. Type X-9. which is fully described in this serial was designed by the E n­gineering
Division to replace the fixed ring sight used at · present on the Lewis .30 caliber ma­chine
gun in obtaining compensation for enemy speeds. The new sight permits manual adjust­ment
for compensation without the use of tools and can be substituted for the present Lewis flexible
gun ring sight ( 110-range ) to obtain compensation for speeds ranging fr om 115 to 140 m. p. h.
Description and views of this device were· publi shed in Technical Bulletin No. 36.
Service Test Requirements on M-2 Flare Rack and Release Handle. Serial No. 2166
This report supplements Serial No. 2110 above mentioned and contains, in addition, the neces­sary
in structions and requirements for the installation and service test of thi s equipment on DH-4B
airplanes.
Service Test Requirements on Gun Sight, Type X-9. Serial No. 2167
This report supplements the afore-mentioned Serial No. 2118 and giyes the requirements for
;i sen·icc test of the ring gun sight, T ype X-9, to be conducted under actual service conditions.
Charging Handle for Lewis Gun.
( L e,cis Affcssory . Type A-1).
Serial No. 2176
Lewis Gun Accessory, T ype A-1 , is a charging handle for charging the Lewis .30 caliber
machine gun when mounted flexibly with remote control. The device consists of a clamp as­sembly
incorporating a trigger mechanism attached to underside of gun and actuated by a remotely
mounted charging handle thru the use of a flexible cable, and is designed to permit the Lewis gun
to be charged from any desired location in the airplane. The report contains installation instruc­tions
and requirements for sen ·ice test.
2S T E C H N I C A L B U L L E T I N N o . 37
Charging Handle for Browning Gun.
(Brmc•11i11g Accessory, T ype X -1).
Serial No. 2177
Browning accessory, Type X-1. is a charging handle designed for use with any of the mounts
or feeding devices that are employed in mounting the Browning .30 caliber machine gun flexibl y.
Description and views of the handle together with in structions for its in stallation and require­ments
for service test are appended.
Service Test Requirements for Synchronizer C-6. Serial No. 2178
Machine gun synchroni zer, T ype C-6, is a modifi cation ·of machine gun synchronizer, T ype
C-1 , (Nelson gun control ) to provide a greater adjustment of the impulse cable. T his modifi ca­tion
makes its possible to produce impulse cable units in quantities of the desired length to fit a
certain type of airplane. Its use does not affect timing of the gun in a ny way. Upon com­pl
etion of the sen ·ice test, a report covering its operation and general adaptability is required.
Metallic Beams for B-2 Bomb Rack.
(Service Test R eq uii·enients ).
Serial No. 2179
This is a service test requirement report on the use of metallic beams in the external bomb
rack, T ype B-2, a modified Ordnance Mark XVI bomb rack. T he substitution of metallic beams
for wood results in an increase in safety with decrease in weight. It also facilitates in spection
and eliminates deterioration. Views and installation drawings a re appended for use in making
the modifi cation.
Metallic Beams for C-2 Bomb Rack.
(S erv ice Test R equ.irenie nts ) .
Serial No. 2180
For same rea sons given in the previous repo rt, metallic beams were substituted in the Type
C-2 bomb rack (Mark XIX). This imprm·ement no way interferred with the in stallation or
application of the Mark XIX bomb rack as pro\·iclecl in the Air Ser vice "Handbook of In struc­tions."
Sen ·ice questionnaire and in stall ation y1 ews of the bomb rack are included in the report.
MATERIAL SECTION
Chrome Vanadium Steel (No. 6140). Serial No. 2186
In this i1westigation is set forth the physical properties of chrome vanadium steel. No. 6140.
T he results of the tests follow three general lin es of comparison: namely. effect of heat treat­ment-
on each physical property, effect of heat treatment upon relation of one physical property to
another, and the effect of mass on tension in heat-treated specimens. In the metallographic ex­amination,
the pearlitic condition of the steel " as received" was so fine that magnification to 1000
diameters was necessary to reyeal the lamellar structure.
Numerous charts and photographs on the rni c rostructure of the specimens under analysis mag­nifi
ed from 100 to 1000 di ameters show the eff ect of Yarious heat treatments on the physical
properties of this steel.
Corrosion of Cast Aluminum Alloys. Serial No. 2187
Susceptibility of ca st aluminum alloys to corrosion is of p rime consideration in the selection
of this material for use in aircraft construction p a rticular! y in such Yitai parts as carburetors, fuel
tanks, pumps. and strainers or water pumps. The nature of this corrosion and the products re­sulting
therefrom have been investigated b_v the Di vi sion to a considerable extent with the r esult
that the cause has been attributed to the action o f water on the alloy which creates a sediment or
deposit containing hydroxide or oxide of aluminum.
H owever, a process has been found which is extremely effecti ve in inhibiting corrosion of light
all oys. This is known as the "Z-D P rocess" di scussed in Engineering Division Serial No. 2149,
an extract of which was publi shed on page 25 of Technical Bull etin No. 36.
..
RESEAR CH AND EXPERIME11 T 31
Duralumin Disc Wheel.
Inasmuch as the possible
11t1tte 01x(o,o)
Ofll'lll f//Jti
J·
76 Alfi/'/. l'!YtTJ
DURALUMIN DISC WHEEL.
t-.:. ind of /V!tccl
maximum in stren gth limitations and strength-weight ratios of the
i;resent straight-side airplane wheel had not been reached. it was
believed that these factors could be improYed b,· the use of :i dura­lmnin
di sc wheel. For this purpose an experirnental wheel of spur:
duralumin was constructed by the Di vision for compari son with the
,\ir Service straight-side standard wire wheel.
A 28 by 4-inch disc wheel was accordingly built up of an­nealed
duralumin sheets, 0.090 inches thick for the inner or rim
discs and 0.060 inches thick for the outer di scs. spun into conical
shapes and riYeted with ordinary aluminum ri ,·ets at the inter sec­tions.
The hub was made of duralumin also and was fitted with
bronze bushings. The assembled wheel was then heat-treated and
subjected to static loads up to the limit allowed for a standard wire
wh~el of ~orresponding size . the loads being applied thru the !rnh
a ~; 111 sen ·1ce.
Test results indicate that the duralumin disc wheel altho of
g reater rigidity has a much lower strength-weight ratio than -the
:otanc!arcl steel wire wheel. Since the ratio of strength to weight
is of prime importance in a ircraft construction, it is thought that
this type of wheel cannot successfully compete in thi s respect with
the standard airplane wheel in present use.
In the fo llowing tal Jle is offered a comparison of these wheeb
as structures :
S i:::c Brcaki11g Load
Duralumin Disc ... . 28 x 4 9,600 lb.
7,500 lb.
13,500 lb.
Weight
15.5
10.0
16.0
Strengt h-weight Ratio
620
Steel \i\Tire ........ 28 x 4 750
Steel \Vire ........ 32 x 6 845
Magnesium Alloys for Engine Castings.
J\ new \.ir Service specifi cation fo r magnesium alloy castings has been prepared by the En­gineer
ing Di ,·ision and submitted to two firms.- the American l\1 agnesium Corporation and the
Elektron Ietal Corporation of America. It ha s been accepted hy these companies on the basis
of a tensile strength of 20.000 pounds per square inch and an elongation of 4 per cent in 2 inches.
This tensile strength is :?.000 pounds in excess of the present standard 8 per cent copper allov
used fo r engine castings. such as crank-cases, cra nkshaft covers. etc .. and the ductility is about 300
per cent greater.
T he E lektron Metal Corporation of America has made a complete demonstration of the
foundry methods employed by them in casting m agnesium alloys. For this purpose seYeral pat­terns
of intricate engine parts and other airplane accessories were sent to the E leh'tron ?l'f eta! Cor­poration's
foundry at the plant of the Sperry Gyroscope Company in Brooklyn . N. Y. A represen­tative
from the Division observed these tests and reported that this company is prepared to make
commercial castings.
Phosphor Bronze Wrist Pin Bushings.
J\n analysis of wrist pin bushings taken from the British Bristol "Jupiter," Rolls-Royce and
Xapier "Lion'' engines has reYealed a bronze containing 1.5 per cent of phosphorus, an alloy on
which there a re no avai lable data in this country. A comparison of the British bronze metal of
high phosphorus content with the Air Sen·ice standard gun metal which contains zinc in place of
phosphorus showed that both alloys, either sand cast or chill cast. ha,·e the same Brinell hardness
but that the phosphorus alloy has lower tensile strength and elongation and higher compressive
strength than the zinc alloy. A metallographic examination indicated that from a theoretical
standpoint the phosphorus bronze would have better bearing properties than the gun metal anc!
since it is well adapted for casting thin section s, it may prove slightly superior to the Air Service
standard alloy for wrist pin bushings.
NEW BOOKS AND DOCUMENTS
REFERENCE DATA ON AERONAUTICAL DEVELOPMENT
AND ENGINEERING IN THE UNITED STATES AND
OTHER COUNTRIES ADDED TO THE TECHNICAL FILES
OF THE AIR SERVICE ENGINEERING DIVISION.
BOOKS ON AERONAUTICS, ENGINEERING AND
ALLIED SUBJECTS.
The following books on aeronautics, engineering and al­lied
subjects were placed in the Air Service Engineering
Division Technical Libra·ry during the calendar year, 1923.
Title Author Title Author
A. S. T. M. T entative Standards. 1922
American Society for Tes ting Materials
Ae rial Haze ···--------- -------- ----------- --- ---·····--- -----Eastman Kodak Co.
A!rcrait and Automobile Materials, v. 1... ____ ,Judge
Aircraft Steels .. ..... ............ .. ...................... . .. Bagnall-Wild
Aircraft Yearbooks, 1922 and 1923
• .... Aeronautical Chamber of Commerce
Airplane Des ign Graphs ______ ______________________ Gerhardt and Herma.n
Algebra ............ ..... .......... ........... . ..... W e lls
Alt-azimuth Tab les ~-- ----------· ····· ··· .. Davis
1:ter1_1ating Current Windings ... _________ Kinzbrunner
uminum ---- ········-- -------- ------- -------- --- _____ Grard
Ame rican Petroleum Refining ________ Be ll
Applied Analytic Chemistry ___ -·-··-·-···Villavecchia
Automobile Power Plants ····-- ------- ------------------ ____ Elliott
(The) Aviator .... .... ............... . ....... ....... ......... McComas
A·zimuth of Ce lestial Bodies__ _ ___ u_ S. Hydrographic Office
ll. 'f. and B. Manual ___ __ Machinery Co. of America
Barlo,v's Tables ----- -- ------ ·······--- ------·-· ········· ··-··----···· ·-- ____ Barlow
Bibliography of Corros ion ___ ··· --- ----·-····----- --- -------····Van Patten
Book of the Sky ...... ............... .................................... Luckies h
Car Builders Cyclopedia ............. .. ... ..... ......... .. .... Wlright, editor
Che m!cal E n g ineering ---·-···-- _______ .Wa lker ad Ot hers
Chemical Annual, 1922 ····-·-·----· --·------------· ____ __ Olsen
Chemica! Resistance of Engineering
Matenals -- -- ···· ··-·-·····--·-·----------- ---------· ____ ___ Hamlin & Turner
Circu la r-arc Bow-Girder ·------- ··-- __ Gibson and Ritchif'
CCiirvciulilzaattiioonn aa.nndd RCaldimiaatito~ n ···.-.-.-.-. ---------·····- ·-- ---- --- --·········------ -B" I lg ow
Commercial P hotographer _-_-_-_-_-_-_-_·_-_-_-_-_-_-_-_-_·_·_·_-__ -_-_-_-_-_-_-_·_·_·_-_-_-_-1:_~-~-~~~{~~~
gomplete Woodworker ·· ---··· ---- -- ----·······------···· ···· · ----····-- _____ Jones
C~ ~; (;~ ~ ~i:qu ~~!n t '1~~8a t·~;~~~-· -------· · · · ----· · ... ___ ~ --------~~ -_~-Ki-~-~~~~~=~
Des ig n of Diagrams for Engineering Formulas
Hewes and Sew3.rd
Dict ionary of Applied Phys ics -· ·····--------G lazebrook. Editor
Die3el Eng ines ----- ------ ------······ __ _________________ Chalkley
Diesel Engines _______ _ __ Morrison
Dioptric Instruments . ------········-- .... Ferrari .;
Elastic 1Stresses _Andrews
Electric We lding ....... . ... ...... ............. Carpmael
Elec trical Engineering ___ __ Ricker and Tucker
Electrical Theory ______ -----····-·······Tunzlemann
E lectrically conducting Systems ------ -----·· ·------- ____ Kraus
Electricity ····--------- ------------ __ Millikan and Bishop
Electricity and Magnetism ··-······· Poynting a nd Thomson
Electricity and Matter _____ ·---- -- --------····-Thomson
Eng ine Des ig n ------------·-·-·--·--- --- -----····-····-···-·----Barker
E ng ineers ' Manuual ···-------- _____ __ Hudson
Ex-meridian Tables ---········· --------- ·--·-········--- ---· ------- ----- -----~-Davis
Flug le hre ·····-··------ --····--··· ·--------·· ---------·· -- ----------von Mi'5es
Flugzeuginstrumente _____ -----------·····-·· ---·-·-------·-····-Bennewitz
Fluidity, and Plasticity ....... ---- -------------· ---- --------····----Bingham
Foundry Work ...... ........ . .... ........ ........... ... W endt
Fuel, Gas and Water ·······--------- --- ----------------------- ----Parr
Further Problems in Theory and Des ign of Struc-t
ures --·- ······---- ------------ ------- ---- --- --------·--------- --- -·----~-------Andrevvs
Ga ntt Chart ........ ................. ..... ...... ........... .Clark
z : r::ina:~aG~\~;g -- -------Bramley-Moore
General Astronom;--:::::::::::::_:-··-······· · ------- _______________ :::::::·:::::~~~~:
Glossary of Navig ation ---····· _ ------- ---- --············--Harbord
Grid System for Progress ive Maps _______________ Bowie and Adam~
Hankbook of Chemical Engineering __________ -- ---··· ·····---- __ .Liddell
:::~ ;-;.-d-"ii"~-~-t-·Ji;;g--j~~~--·:::::~::::::::::::.-:.·.·.p. o ynting a nd Thomson
H ow to W1rite an Engineering Report ··--- ---- ---------- ____ __ _____ Case
Alexander Hamilton Institute
India Rubber ...... --------·--····----. ___ ____ Terry
Insp ection of Petroleum ····-- - ------- ---- --------····-Tagliabue
In st itute of Automobile Engineers , Proceedings for 1921-2 2
Inte rnal Combustion Engines __ --------- ---- ----·· ······ ____ Ric:1rdo
Interpretation of Raditnn ------- ------- ____ Soddy
Ions. Electrons and Ionii.ing Radiations........ ____ Crowther
Iron and Steel ...... .......... ...... . ................ Allen
Iron Corros ion ---·---- - ............. Andes
L 'evolution de l'aeronautique ....... . ....... Jauneaud
Magneti~m and Electricity _______ ........... Brooks and Poyser
Maps , Their· U se and Construction ······ ··------- ---- ........... Morrison
Material Handling Cyclopedia .... .... .............. .. ... Wrig ht, Editor
Materials of Engineering, 1922 .......... Moore and Gonnermann
Mathematical Instruments......... . ....... H eather and W a lmis ley
Mathematical Tables -------·------ ---·----- ----- ·-·----Law
Matter and Energy ............. ...... ........ ..... ......... .. ................. Soddy
Mechanical Engineers' Pocket-book -----·-··-·- .Clark and Pow1es
Mechanical Testing ----- --------------- __ __ Batson and Hyde
Metals and Their Alloys ........... . ............. Vickers
Metallic Alloys ........ .. ............... . ... ........ ..... Gulliver
Mica ·--·------------------- -- ---- ----------------- .......... Schmid
Model D-12 Engine ____ Cut'tL~s Aeroplane Corp'n.
Modern Alphabets ....... . ........ ....... Delamotte
Modern Motor-car Practice ····· - ___ Berry
Modern Navigation ----- ----------·---- --- -- -·······----- ____ Hall
Motor Car Eng ineering _______ --- --------------- -------- --· · ----··· ____ Clar.l..
Motor Fuels ····· ····----------------------- -------------------- -- -------------- .... Les lie
N. A. C. A. Anual Report, 1921 and
1922 ....... .................................. National Advisory Committee
Na utical Charts -------------- ··----····---- ------ ----····· -------- ______________ Putnam
Q-,-ganizatio,n of Aeronautic Contens ___ _____ Aero Club of Americ..i.
Outline of Science ---------···---·····----····--·-····---- ---- ---····· ··----Thomson
Photog raphic Printing ---------- _Snodgrass
Phvsics, 1922 Edition -----·---- ________________ Spinney
Pilotag e ---------------- ----------------------·· ____ -------···· ___ Anderson
Pneumatic Tires ········ -·-·····--·-···· -- ----- -----------------Pearson
Pneumatics ····· ···--·····---······ ·····- ·- -------·····------- --·-········Tomlinson
Po t-war Ordnance ___ ... Hodges
Power Alcohol ··· · ------- _____ Monier-Williams
Practical Navigation __ __ ····· --- --- ____________ __ Saul
Principles of Bus iness ____________ .... Gers tenberg
Principles of Purchasing .. _____ Murphy
Properties of Matter ----··-----------------·----Poynting and Thomson
Pyrometry _____ ___ Am. Inst. of Mining and Metallurgical Eng'rs .
Quantitative Analysis ________ _ Hamilton and Simpson
Reagent Chemicals _ _ __ ------ ----·····-····· ---- -····----···- Murray
Real Mathematics ................ . .. Bek
Realm of Nature ....... ............... .................. . ........... ..... Mill
Reduction Factors for Gase::; -·······------ ·- ____ ... MacFarland
Riders of the Air . ....... ............ . ... ....... ......... ... ... Corbett-Smith
Riddle of the Rhine ............... . .. .................... .. .............. Lefebure
Rubber, Res ins a nd Paints____________________ _ ________ Morrell
Simultaneous Altitudes _____ _ ______ ____ u_ S. Hydrographic Office
Sound ---- --- ------ -------- --- -- ____ ____ .... Poynting and Thomson
Special Steels ---- -- ---------------····----Brunha.m
Spectrum Analysis ______ __ _______________ ___ __ Watt
Star Identification T~bles .. ... .. U. S. Hydrographic Office
Stars. ' True Bearing --------------- ---··· ··-·····-· --- ----·········· ···- ·--- -Davis
Statik der Vierendeeltrager.. ····----······· ·------ --Krisco
Steam Road Vehicles __________ Meyrick-Jones
Steel ---- ----------------------- .... Camp and Francis
Steel ........... ,............. ... ............. . ....... ............ .. Sisco
Streamline Kite Balloons ----·- --------- -··-···· -----------------Sumner
Strength of Materials --------·· ·------··· _____ Andrews
Sumner Line ___ ----------- -- ·-········ --- ----···-··- ··-Comstock
Sun's True Bearing __ ---- ------····----- ___ .Davis
Table of Squares ---- ---------···--------- ------- -------···· ·-··Buchanan
Technical Methods of Metallurgical Analysis ____________________ Scott
(The ) Telescope .......... .. ......... ...... ............. ................... ...... . Bell
Tes ting of Muchine Tools ___ ___ ···------ ------ -- ----- ---- ·---·-······-----Burley
Theorie und Berechnung von Motor-Lufts chiffen ___ ... Everhardt
Theory of Structures ------ ------· ······ --------·· ·----Andrews
Thermodynamics ------- ---· --------Enswi)er
Trig nometry ---- -·-···-···----Crockett
U seful Tables .... . ....... .. ............. Bowditch
Veg etable Oils .... .......... ... Chalmers
W ood Pattern-Making ·····-····------McCa·· lin
Work Shop Companion -----· ______________ Templeton
Wrig ht Aircraft Engines ______ ________ Wrig- ht Aeronautical Corp'n.
W rink les in Practical Navigation -----·--··---·---------- Lecky
X-Ray Studies ........ General Electric Co.
NEW B OO KS AND D O C1)M EN TS
RECENT ADDITIONS TO TECHNICAL FILES.
The following reference d ocuments on aviation and ae:-o­station
have been a dded to t h e Techn ical Files o f the Ah
Service Engineering D ivision d . ring the m onths o f Novem~
ber and December, 1923.
INTERNATIONAL DEVELOPMENT.
Review of a eronautics throughout the
wo rld. In Ita lian . Notiziario di Aeronautica
No. 3 . Sept., 1 ~23 . 324 p . Illu s ., drawings,
charts .
Review of a e ronautics throu g hout the
world. In Ita lian. Notiziario di aeronau­tics
No. 4. Oct., 1923. 222 p. Illus .,
drawings , charts .
International aero exhibition included in
jubilee exhibition at Gottenburg , Sweden,
19 23 . July 3 0, 1923. 4 p.
Internationa l Ae ro Exhibition at Gothen­burg,
Sweden, held July 20-Aug. 12, 1923. M.
I. D. Germany. Sept. 24, 1923. 14 p.
Report on Go the nburg internationa l aero­nautical
exhibition. 0. N . I. S e rial 109 8 .
File 906. Aug. 21, 1923. 3 p.
Summary r eport of confere nce o.f F edera­tion
Aeronautique Internatio n a l, held a t
Got h e nburg, Swe den, Aug. 8- 1 2, 192 3 . tr.
Technical Data Section. McCook Field. 6 p .
Amendme nts adopted by the Federation
Ae ronautique Inte rnationale a~ Gothenburg,
Aug. 8-12, 1923. 2 p .
BELGIUM
Description of Societe Anon yme Be]ge de,
Cons tructions de l' Aeronautique at Harem
on out .. kirts of Brussels . M. I. D. France.
Sept. 27, 1923 . 3 p. Blue print s .
ENGLAND
Increase of Royal Air Force; by Maj. H .
C. Davids on. M. I. D. Eng la nd. June 29,
1023. 2 p.
FRANCE
R eport i0n Fren ch av iation: by Vice Con­s
ul T . B. Dawson. Mar. 29 , l;J 2 3 . 3 p.
Lecture on a e ros t a t ion mate rial ; by Capt .
Grappe; tr. by Ma j. C. H. Nas h. M. I. D.
!>race. Oct. 17, 1923. 18 p.
French airplane s ymbols ; compiled by J.
Vanier. Technical Data Section . McCook
Field. Sept. 21 , 1923. 2 p .
ITALY
New Royal Academ y of Ae ronautics in
Italy. 0. N . I. Se rial 411. File 905. Oct.
15, 1923 . 2 p.
Italian Aerona utical Experimenta l Insti­tute
Serie.:; 2a-No. 2 . In Italian wit h tran s ­lation.
M. L D. Ita ly. Oct. 22, 1923 . 1"
p. Illu s . charts .
Conten ts :
1. Eng ine in s tallat ion on aircr a ft .
2. Test of a variable pitch propeller
des igned for the Spad 13, equipped
wi:th a Hispano-Suiza 44.
Att i dell' Associa:zione ltaliana di Aero­t
ec nica. In Ita lian. Vol. 3- No . • 3. 1923.
63 p. Illu s .
Conte n ts :
1. Nava l a e r ot echnic"'.
2 . Rece n t prog re3s in h e licoidal p r o­pellers
.
3. Aerodynamic a s p ec t of big wing
cons t ruction.
4 . Review.
Ita lian s ymbol~ and formulas . T echnical
Data Section. Memo. report N o. 85 . Nov.
1 2, 1923. 6 p .
JAPAN
Japan purchases fir s t all m etal a irplane
from Germa n y. 0. N. I. Serial 21 5. File
906 - 600 . Oct. 5, 192 3 . 1 p.
Success of a1·my night flyin·g in Japan. M.
T. D. Japan. Au g . 2!), 19 2:l . 1 p .
UNITED STATES
Funds for t he Air Service; by T . C. Mc­Ma
hon. Cat. Dec . 10, 192 3 . 12 p.
D00.12 / 78
1923-No. 3
D00.12 / 78
1923-No.
A00.7 / 11
A00.7 / 13
A00.7 / 12
D61.l / 5
D61.l / 6
F 3 5 / 68
C2 0.3/14
AlO / 6
F ra nce
Al0.1 /2
D61.2/41
C5 1.1 /23
D00.12 / 117
1923
2a- N o. 2
D00.12 / 131
D61.2/42
D00.1 3 /3
C71.6 / 44
Aoo ; 21
4
Monthly lis t of publications issu ed by the
Department of Commerce. Oct. 31, 1923.
Progress r eport on Air Service work in co-operation
wit h Army and Navy. Forest
Products Labora tory. Aug., 1923.
Progress r eport on Air Service work in
cooperation with Army and Navy. Forest
Products Laboratory. Oct., 1923.
Overhaul of ail-planes aboard ships. Navy
Dept. Bureau of a eronautics . T echnical or­der
No. 38. Nov. 6, 1923. 1 p.
Pres sure u sed in lauching Mark I cat~­pults
. Navy Dept. Bureau of aeronautics.
Technical order No. 42. Nov. 14, 1923. 1 p .
Form in which catapult launching reports
are to be written. Navy Dept. Bureau of
Ae ronautics. Technical order No. 3 7. Nov.
6, 1923. 1 p.
RECORDS, CONTESTS, ETC.
R eport on Schneider international seaplane
race a t Cowes , England. M. I. D. Eng­la
nd. Oct. 3, 1923. 5 p .
Prize winners for glider contest h eld at
Vauville,. Frace . M. I. D. France. Sept.
7, 1923. 3 p .
Report on motor-g lider demons tration held
a t Hendon, Eng land, Oct. 27, 19 23 , by the
Roya l Aero Club. M . I. D. Engla nd. Nov.
2. 193. 4 p.
Light airplane competition held at Lym­p
ne , England, Oct. 8-13. M. I. D. England.
7 p.
Conditions for entry in the Grand Prix of
the areo club of France, 1923, for aerial
t ra nsport airplanes. M. I. D. France. Sept.
2 7. 19 23 . 5 p .
Rules and r eg ulations for endurance con­t
P.s t of aviation e n g ines , under a us pices of
Ae ro c lub of Fra n c e. In French with trans ­la
tion . Nationa l advisory committee for aero­n
a ut ics. T echnica l m emorandum No. 2140.
Nov .. 1923. 26 p.
Sadi Lecoint.e's altitude record. Winners
of La mblin cup. M . I. D. France. Nov.
u, 1923. 1 p.
Report on Sa di Lecointe's a lti t ude r ecord
of Sept. 6, 1923 . Brief des ript ion of Nieu­port
airplane u sed by Lecointe. M . I. D.
France. Sept. 11, 1923. 1 p.
Report on homolg ation of Sadi L ecointe's
barog raph readings. M. I. D. France . Aug.
21 , 1923. 1 p .
Information on a ttempted altitude fligh t
of Lt. Bury of Fre n ch Air Service; by I. A.
Ra d e r . Oct. 8, 192 3 . 1 p.
AERIAL NAVIGATION
AIRWAYS AND AIRD ROMES.
Note on new a nd s imple m ethod of dead
reckoning in a e ria l navigation ; by Louis
Con s tantin. F1·om L'Aerophile, June 1-15,
1923 . National advisory committee for
a eronautics. T ec hnical mem_orandum No.
23 9. Nov., 1923 . 8 P. Diag.
Possibility of porfitable air "tra ffic between
Lis bon and Rio de J.aneiro ; by Walter
She rz . Tr. from Luftfahrt, July 5 , 1023.
National ·Advisory Committ ee for Aeronau­t
iC's . Technical m emorandum No 236 Nov
1!)23 . 13 p. . . .•
Description of airdrome a t Villacoub lay,
Fra n ce. M . I. D. France. Oct. 12, 1923.
5 p . Map.
REGULATION
American a e r on a utical safety code. So­c
iety of Automotive Eng inee r ~. Ca t. Nov.
16. 1923 . 18 Jl. Diags .
Co nte n ts :
P t . 5. Airdromes and airwa ys.
Pt. 8. Free a nd capti ve b a lloo ns .
P t . 9. Airs hips .
33
Cl 3 / 6
1923-0ct.
D00.12 / 99
1923- Aug.
D00.12 i 99
192~-0ct.
D00.16 /1 2
D52 .39 / 137
D 52 ., U / 136
D52.03 / 72
D 52.03 / 71
lJ 52 .03 /75
D52 .0 3 / 73
D 52.03 / 7;1
452.45 / 28
C7 1. 6 l / 6
C,1.6 1 / 32
D 71.61 /31
C7 1. 61 /3 0
A4 0.3n3
Al 0.01 /tO
FlO / 4 4
Cll.2/ 21
34 T E C H N I C A L B U L L E T I N N o . 37
INSTRUCTION.
AIR SERVICE ENGINEERING SCHOOL.
Course in Business Administration. . Air
Service Engineering School. McCook Field.
1923-24.
Course in Business Administration and
Cost Accounting. Air Service Engineering
School. McCook Field. 1923-24.
Course in gener.al mathematics. Air
Service Engineering School. McCook Field.
1923-24. 26 p. Diags.
Course in Physical Testing of meta11ic air­craft
materials and parts. Air Service En­gineering
School. McCook Field. 1923.
64 p. Drawings.
Chemistry of aircraft materials. Air
Service Engineering School. McCook Field ,
1923-24.
RESEARCH.
GENERAL AERODYNAMICS.
Investigations at Bureau of Standards.
Nov. 10, 1923. · 15 p.
Discussion regarding making an airplane
project; by G. LePere. Tr. from La Tech­nique
Aeronautique, Sept. 15, 1923. Tech­nical
Data Section. Memo. report No. 87.
Nov. 22, 1923. 12 P. Charts.
Static soaring flight over flat sea coasts:
by W. Georg ii, from Zeitschrift fur Flug­technik
und Motorlufts~hiffahrt, July 26,
1923. National Advisory Committee for Aero­nautics.
Technical memorandum No. 235.
Nov. 1923. 6 p. Chart s.
Air resistance measu'rements on actual air­plane
parts;, by C. Wieselsberger. From
Technische Berichte, Vol. 3-No. 7. Na­tional
advisory committee for aeronautics .
Technical note No. 169 . Nov. 23 , 1923. 11
p. Diags.
Investigation of influence of downwash on
rotary derivative "Mq ;" by L. F. G. Sim­mons
and E. Ower. Aeronautical Research
Committee. Reports and memoranda No.
826 . (Ae. 77 T .1599. June, 1921. 8 p.
Charts, Diags.
Prediction of performance of full scale
airplanes froTn data obtained on light we ig ht
airplanes of ~imilar wing characteristics. M.
I. D. England. Nov. 12 1923. 2 p.
Measurement of aircraft ~peed ; tr. from
l'Areonatiqu.e by Maj. C. H. Wash. M. I. D.
France. Oct. 11 , 1923 . 22 p.
:Measurement of aeroplane speed wi~b
special reference to use of suspended static
head; by H. L. Stevens. Aeronautieal Re­search
Committee. Reports and memoranda
No. 854 . (Ae. 94) . T.17 5 4. Oct .• 1922.
16 p. Illus.
Preliminary report on measurements of
accelerations on airplanes in flight; by G.
F. C. Searle and F. A. Lindemann. Advisor~
Committee for Aeronautics. Reports and
memoranda No. 376. Sept., 1917. 7 p .
Charts .
Graphic method for calculating speed and
climbing ability of airplanes; by Adolph
Rohrbach. and Edwin Lupberger tr . from
Technische Berichte. Vol. 3- No. 6. Na­tional
Advisory Committee for Aeronautics .
Technical notes No. 163. Oct., 1923. 9 P.
Determination of climbing ability; by H.
Blasius. Tr. from Technische Berichte, Vol.
3-No. 6. National Advisory Committee for
aeronautics. Technical note No. 166. Nov.
1923. 16 p. Charts.
Reliable formulae for estimating airplane
performance and the effects of change~ in
weight, wing area, or power; by W. S. D1ehl.
National lAdvisory Committee for Aeronau­tics
. Report No. 173. 1923 . 22 p . Charts.
Effect upon control of airplane of carry­ing
load distributed along planes. Aero­nautical
Research Committee. Reports and
memoranda No. 849. (Ae. 92). T .1764. 8 p.
Determination of lift and drag coefficients
during ia stall by means of accelerometers ;
by F. W . Meredith. Aeronautical Research
Committee. Reports and memoranda No.
861. (Ae. 100). T.1 7 93 . Mar., 1923 . 10
p . Charts, diag,
C50.09 / 6
C50.02 / 15
C53.1 3 / 7
D00.11 / 129
A60./17
D00.12 /79
T. M . B .
D52.l / 137
Al0.2 / 100
Al0.2 / 111
D00.12
R & M / 826
D00.11 / 119
D00.114 / 4
D00.12 /854
R. & M .
D00.12 / 376
R. & M.
Al0.2 /87
D00.11 / 28
D00.11 / 74
D00.12 /849
R. & M
D00.12 /861
R. & M.
Rseis tance of fluids; by M. D. Riabou­chinski;
tr. Technical Data Section. Memo.
report No. 88 . McCook Field. Dec. 3.
1923. 12 p. Diags.
Limiting potential · difference for electric
clischarges in air at atmospheric pressure ;
by Max Toepler; tr. by V. Cockburn. Ad­visory
Committee for Aeronautics. Mar.,
1918. 15 p.
Rolling and yawing moments di.;.e to roll
of model A vro mings, with s =:andard and
int.crpJane ailerons, and rudder m om 2-nts for
~tandard and special large rudder; by F. B .
Bradfield and 0. E . Simmonds. Aeronautical
Research Committee. Reports and memo­randa
No. 848. (Ae . 91) . T .1 755. Nov.,
1922. 12 p. Charts, diags .
Stability of oscillations of an airplane
wing ; by A. G. von Baumhauer and C. Ko­nig.
Report of Raks-Studiedienst voor de
Luchtvaart. n. d. Photographs charts
diags. • '
Lateral stability of S. E. 5a in gliding
flight; by E. F. Relf. Aeronautical Research
Committee. Reports and memoranda No.
846. (Ae. 89). T. 1738. Aug., 1922. 12
P. Charts.
Stability of airships. General case. Mathe­matical
theory and its application ; by J. L .
Naylor and R . Jones. Advisory Committee
for ae·ronautics. Reports and memoranda
No. 602. (T. 1267). Nov., 1918. 34 p.
Inherent stability of helicopters ; by G. A.
Crocco. From Rendiconti della R. Acca­demia
Nazionale dei Lincei, Aug., 1923. Na
tional Advisory Coillmittee for Aeronautic!'- .
Technical memorandum No. 2 34. Oc t., 1923.
10 J).
Note on temperature measurements; by
F. Iv.I. Green and W. S. Renwicn. Aero­nauiical
Research Committee. Reports and
memoranda No. 853. (F. 4) . I. C. E. 37 , .
Nov., 1922. 4 P . Diags .
Measurement of turbulence in atmosphe re
by spreading of smoke trail; by G. N. B .
D obson. Advisory Com.mittee f <H" Aeronau ­tics.
Reports and Mcmor2nda N o. 671. Nov .,
1919. 2 p. Illus.
Detector for water vapor in closed pipes ;
by E. R. W eaver and P. G. Ledig. Bureau
of Standards. Technologic papers No. 24.
Oct. 1, 1923. 8· P. Illus. diags.
General theory of windmills ; by M. M.
Munk. National ;Advi ~ory Committee for
Aeronautics. Technical note No. 164. Oct.,
1923. 5 p. Charts.
Visibility of radiant energy; by K. S.
Gibson and E. P. T. Tyndall. l'urcat1 of
Sta ndards. Scientific papers No . .475 Aug .
11. 1923. 60 P. Drawings, c ha!·ts .
Description of No. 2 seven-foot wind chan ­nel
at the .Royal Aircraft Establis hment.
Aeronautical Res earch Committee. Report<,.
and memoranda No. 8 4 7. (Ae. 90). T.
1768. No., 1922. 4 p. Charts, drawings.
DESIGN, FORCE AND MOMENT, STRUC-TURES,
ETC.
Design of tapered wing s; by W. S. Far­ren.
Aeronautical Re3earch Committee. Re­ports
and m,emoranda No. 83 3. (Ae83). T.
1731. July, 1922. 32 p. Chart s .
Or. theory of tapered aerofoils ; by A.
Fage. Aeronautical Research Committee.
Reports and memoranda No. 806. (Ae. 5~ .
T. 1891, a, b , c . Jan., 1923 . 17 p. Charts,
diags .
Empirical method of predicting aerody­namic
properties of an aerofoil; by Alexan­der
Thom. Aeronautical Research Commit­tee.
Reports and memoranda No. 8 3 7 . (Ae.
8 7 ). T . 1681. Revised. Dec .. 1921. 10
p. charts, diag s .
Experiments on model of rigid airship of
new design; by R. Jones and others . Aero­nautical
Research Committee . · Reports and
memoranda No. 8 02. (Ae. 56). T. 1693.
June, 1922. 32 p. Diags.
Ordinates and c ur ves for Curt iss C62
aerofoil. N. D. 1 p. Chart.
Report on cho ice of aerofoil for Curtiss
R-6. Technical Dept. Curtiss Ae roplane &
Motor Co. Oct. 2 7, 1923 . 2 p .
Al0 .2 / 112
A20 / 39
D00.12 /8 48
R. & M .
D52 .33 / 68
D00.12
R. & M./846
D00.12 / 6
R. & M.
Al0.22 /2 5
D00.12 /8 53
R. & M.
D00.12
R. & M./ 671
A4 8.2 / 115
Dl2.1 / 26
DlO / 1 47
D0012 /8 47
R. & M .
D00.12 /833
R. & M.
D00.12
R . & M./806
D00.12
R. & M. /8 37
D00.1 2/8 02
R. & M.
D52.338 / 165
D 5 2.3 38/l 78
NE\V BOOKS AND DOCUMENTS 35
Comparison of C-27, R. A. F . 15 and
Sloane aerofoils for speed range. Curtiss
Aeroplane & Motor Corp. Engineering Dept.
Report No. 2204 . Nov. 23, 1922 . 4 p.
Charts.
Air force and moment for variable cam ­ber
wing. Navy Yard. Construction Dept.
Report No. 233. Aug. 18, -923. 64 p.
Charts.
Air force and moment for DW -9 aerofoi l.
Navy Yard Construction De pt. Report No.
241. Oct. 20, 1 923. 7 p. Charts.
Force and moment for Gottingen
No. 301, 325, 330, 332, 336. Navy
Construction Dept. Report No. 235.
3 1, 1923 . 14 P. Charts.
wings
Yard.
Aug.
Air force and mom ents for Gottingen No.
387, 398, 414, 436, 449 . Navy Yard. Con­strnction
Dept. R eport No. 236. Sept. 21.
1923 . 17 p. Ch arts .
Air force and m omen t for Handley Page
wings. Navy Yard. Construction Dept. Re­port
No. 234 . Aug. 24, 192 3. 81 p. P ho ­tographs,
charts .
Air force and m omen t for R . A. F. ] fi
and S loane a irfoils. Navy Yard. Construc­tion
Dept. Report No. 237. Sept. 27, 1923.
10 p . Charts.
Air force and moment for TX aerfoil and
TX a irplane. Navy Yard. Cons truction
Dept. Report No. 23 8. Oct. 10, 1923. 20
P. Photographs , charts, diags.
Drag of NPL airship models: by A. F.
Zahn and R. H. Smith. Navy Yard. Con ­s
truction Dept. Report No. 206. Nov. 24 .
1n2. 34 P. P hotographs, c h arts , drawing-s.
TESTING
Wind tunnel tests of fi ve strut s ections
in yaw; by L. P. Warner. National Ad­visory
'Committee for Aeronautics . Tech
n ical Note No. 167. Nov., 1923. 7 p.
Drawings, charts.
Test of Curti~s hand hole cover and rin1
for floats : by H . I . Hoot. Research Sec­tion.
Naval Aircraft Factory. Sep t. 19,
1923 . 2 P . P hotograph s .
Tes t of free balloon valves: by H. I.
Hoot. Testing Division Naval aircraft fac­tory.
Test SS23-3. Sept. 19, 1923. 1 p.
P hotograph s .
Static test of buffer bags for ZR-1 ; -by
H . I. Hoot. Naval a ircraft factory. Special
tes t ing div is ion. Test 9S2 3 -1. Sept. 12.
1923. 2 p. P hotographs, chart.
Leakag-e test of 24 inch free balloon valve;
by H. I. Hoot. Testing D ivision. Naval
aircraft factory. Test 12S23-1. Oct. 19,
1 923. 3 p . P hotograph s , b lueprints .
BLACKBURN
AIRCRAFT
(Heavier-than -Air)
Description of B lackburn Swift torpedo
carrier; by J. J. Ide. National Advisory
Committee for Aeronautics . Sept. 20, 1923.
2 p.
P hotos tat of Blackburn Swift la unc hing
a torpedo. M. I. D. Eng land. Aug. 3 1,
1923. 3 p.
BRISTOL
Characteristics of Bristol fig hter equ ippe<l
with 400-h . p. Jupiter engine. M . I. D.
England. Sept. 5, 1923 . 2 p _ P h otostat.
CURTISS
Summary o f officia l performance test of
Curtiss PW 8, equipped with }ow compression
Curt iss D engine. McCook F ield. Nov. 15,
1923. l p .
DeHAVILAND
Extract from lette r refe rence trouble ex ­perienced
with DeHaviland 4 w ing radiators .
Curtiss Aeroplane & Motor Corp. Oct. 24,
1923. l p.
Air Service catalog for DeHaviland 4B
airplane; compiled by Property maintenance
and cost compilation . W·ilbur Wrig- ht Field.
E d. 2. Mar.. 19 23 . Large doc ument.
D52.33 8 / 175
D 52 .3 38/ 177
D 52 .338/183
D52.338/l 76
D52.33 8/180
D52.33 8 / 1 79
D52.33 8/181
D 52.338 / 182
D52.7 / 1
N. P. L .
D 52.333 / 76
D52.62 /6
D52.83 /50
D52. 74 /56
D 52 .83 /5 1
D52.1 /5
Blackburn
D52.1 /8
B lackburn
D52.1 /55
Bristol
D52.1 / 13
P W - 8
D52.414 / 132
D52.1 /63
D. H . 4
DeWOITINE
Characteristics of D eWoit ine low-powered D52.1 /7
monoplane. France. Oct. 5. 1923. 2 p. DeWoit ine
Drawings.
FARMAN
Description of Farman BN4 bom ber. Cat. D521 / 3,4
Nov. 27, 1923. 2 p. P hotograph , p hoto- Farman
stated dra wings.
Characte r istics of Farman F42 quadri- D52.1 /31
motored transport. France. Oct. l , -923. Farman
1 p. P hotograph s .
Characterist ics of Farm an F3X mono- D52.1 /32
p lane transport. M . I. D. France. Oct. 1, Farman
1923. 1 p. P hotographs.
Characte r istics of Farman F3X airplan e. D52. l /~3
In French. Sept., 1923. 10 p. P hotographs. Farman
FOKKER
Letter regarding wing flutter on Fokker D 52.33 /69
V 140 and m ethod of overcom ing same; by
Grase N. V. Nederlandsche V lieg luigenfab-rick.
Nov. 14, 1923. 2 p .
HEINKEL
Description of H e inke! H . E. 16 m ono - D 52 .6 / 1
plane seap lane. 0. N. I. Serial 195. File H e inke!
906-1400 . Oct. 15, 1923. 3 p .
MARS
Descriptive catalog ue of Gloucesters hire D 52. l / 7
Mars airp la.ne3. M. I. D . England . Oct. M.a rs
1, 1923. 31 p. Photostats, p hotostated
drawings.
PESCARA (He licopter)
Notice concerning accident to Pescara Al0.22 /4
helicopter. 0. N . I. Serial 231. File 906. Pescara
Se pt. 6, 1923. 1 p.
SIDDELEY
Inf ormation on Siddeley airp lanes and en- D52.1 /3
g ines: by J. J. Ide. National Advisory S iddeley
Comm ittee for Aeronautic s . Sept., 1923. 2
p.
AIRCRAFT
(Lighter-than-Air)
R ig id airs h ips: by Friedrich Stahl. From D 52.71 /23
F lug-W elt, 192 0 , N o. 24 , 25, 1921. No. 1.
6-1 3. Na.t ional Advisory Committee for
Aeronautics. Technical memorandum N o.
237. Nov., 1923. 94 p . P hotographs.
R-32
Experiments on rigid a i r s hip R - 32. Part D00.12
IV . Note on measurements of airscrew R. & M. /8 14
thrust; by R. A . Frazer and H . Bateman.
Aeronautical Research Committee. Reports
and m emoranda No. 814. Ae. 65) T . 1743.
Sept., 1922. 9 p. Chart, diag s .
RS-1
Comparison of press ure dis tribution over D52.7 /7
RS-1 airs hip hull with fi n s and t he distrib u - RS-1
tion without fins. Bureau of Standards .
Nov. 3, 1923. 2 p . Charts.
Pressure distribution over aft portion of D52.7 /8
RS-1 airs hip model with fins in p lace. Bu- RS-1
r eau of Stan dards . n. d. 13 p. Ch a rts.
SHENANDOAH
Care and ope ration of A ll ison airs hip gears
and clutc hes used on U . S. S. S henandoah.
All i son Engineering Company. Cat. Dec. 4,
1923 . 6 P. P hotographs, drawings .
ARMAMENT
Aircraft armament; its evolution during
war and its pre:::.ent condition; by Dagnaux:
t r. by Ma.j. C. H. Was h. M. I. D. Fra11ce.
Aug. 22 , 1923 . 14 p.
Report on Agamemnon bombing
July 31 , Aug . 1. 1923 . 0. N. I .
1034. File 906. M. I. D. England .
2, 1923. 3 p.
tria ls,
Seria l
Aug.
Handbook on fixed and flexible a irplane
machine gun s ig hts. A ir Service. Engineer­ing
Divis ion. Ed. 2. Oct., 1 ~23. 29 p.
I ll us. Drawings.
D52.7 /2
ZR -1
D70 / 18
C71.8/13
D72.l 2 /89
36 T E C H N I C A L B U L L E T I N N o . 37
De velopment of e lect rica l g-un sync hro­niz
e r : by H. W. As ire. General Motors R e­s
ear ch Corp. Oct. 6. 1921. 20 p. Photo­g-
raph s , drawings.
French arm a ir service orders a ll fixerl
machine guns to be equipped with electric
heaters. M. I. D. France. Oct. 1, 1923.
1 p.
EQUIPMENT
INSTRUMENTS
Airplane com pass tests performed in co.
operation with Bureau of N avigation , Unite<l
States Navy foi· Bureau of Aero na u ti cs ,
Navy Dept. Bureau of Standards . Nov. 21.
1923.• 18 p. Charis.
Tests on improved models of aircraft
compac:.s es . Aeronautical Research Commi t ­tee.
Reports and memoranda No. 868. (M.
N . 5 ) . Dec. 1922. 4 p. Charts .
Description ·of constant precision mano­m
eter ; by A. F. Zahn. Navy Yard. Con ­s
truction Dept. Report No. 238. July 25,
1923 . ii p. Photog r aph, drawings .
Installation of Oleo-pneumatic tach om eter
with remote tran smissions gear for airplane
engines; translated from La Precis ion Mod­ern
e. Technical Data Section memo. Re­port
No. 86. Nov. 2, 1923. 2 p . Drawino:
Vertical acceleromet er, a n ew ins t rument
for air navig ation : by L etterio Laboccetta.
Tr. from Atti de- ll' Associagione Italiana di
Aerotecnica, Vol. 2, No. 3 - 4, 1922. N ational
Committee for Aeronautics. Technical
mem orandum No. 232. Oct., 1923. 14 p .
Drawings.
PARACHUTES
Nieupol't-Astra parac hute conte~t. and
brief description of parachutes used ; by J.
Philippe . Form L'Aerophile. July 1-1 5,
Jn23. Nat ional Advi"ory Committee for
Aeronautics. Technical m emorandum No.
23 3. Oct ., 1923. 8 p . Photographs .
PYROTECHNICS
Cat a logue of Holt la nding- lig h t c:. .
shire Steel Con"oan y , L t d. M. I. D.
land. Oct. 4, 1923. 7 p. Illu s .
York­E
n g -
FUELS AND LUBRICANTS
Ca ta log of lubrican t~ a.nd fu ~l oil s , c la .::. "' i ­fication
06; paints , oils and dopes , c la sdfl­cation
07; c h emicals, classification 24; com­piled
by Property Maintenance and Cos t
Compilation. Wilbur Wrig ht Field. Ed. 2 .
Mar., 1923. 8 P.
MATERIALS
Evolution of aviation m a terial: bv Comm .
Eteve ; tr. by Mai. C. H. W a s h . M. I. D.
France. Sept. 4, 1923. 32 ]).
Specification for low tension fl e x·ib le e lec ­tric
cords and cabl e s . Canadian Air Board.
4E3. n. d. 10 p.
Catalog of comm ercial hardware, c la.;:; s ifi­cation
29: compiled by Property Mainte n ­a
nce and Cos t Compilatio n. Wilbur Wrigh t
Field. Ed. 2. Mar., 1923. 22 p.
List of Canadian Air Force specifications
for a ircraft m ateria ls and component'5 . L is t
No. 5. Sept., 1923.
United State.;; government s pecifi ca tion
No. 37 for leat her belting. Bureau of Stan
clard~ c irc u lar No. 14 8 . Oct. 10, 1'.) 23 . f,l
p . Diag .
Comparison between Pom e commerdal and
formul a ted fl u·xes for : olclering, a nd investi­gation
of e ffects of c learance between : older ­ing
parts on strength of joint; by N . S.
Otey. Nava] Aircraft factory te .. ting di v is ­ion.
T es t 2T23 -l 4. Aug. 9. 1 V23 . 4 p.
P h otog raph, diags .
Cata log of vulcaniz ing a nd
~upjplies. c lass ificat ion No. 20 ;
Property Maint e na nce a nd Co1t
Wilbur Wright F ield. Ed. 2.
2 ]).
t ire r epair
compiled b y
Com p ilation.
July, 1 92 3.
D72.1 3 /71
D72.14 /51
D1 3.3 / 67
Compass
D00.12 / 868
R . & M.
Dl3.3 / 10
Manometer
D1 3.3 / 49
Tach om eter
Dl3.3 / 8
Acc e lerom eter
D 52.9 1 / 6
Dl 3.4 6 / GO
Dll /18
D52.1 / 136
D00.15 / 2
Cables
DlO / 144
D00.15 /2 .
Misc. No. 5
Dl0.146
D00.57 / 21
Dl0 / 145
COATINGS, ENAMELS, PAINTS, VARN­ISHES,
ETC.
Te t of s herardized coating on w ::1te r
iacket. Mater ial Section. McCook Field.
Oct. 25, 1923 . 1 p.
United