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The Aircraft Engineer: in The Drawing Office

The document discusses designing and stressing the chassis of a floatplane. It provides recommended material thicknesses for parts of the float and stresses the chassis should be designed to withstand, including landing on water, stalling in flight, rolling in flight, and flying wire loads. Dimensions and spacing of stiffeners are also outlined.

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Mark Evan Salutin
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27 views1 page

The Aircraft Engineer: in The Drawing Office

The document discusses designing and stressing the chassis of a floatplane. It provides recommended material thicknesses for parts of the float and stresses the chassis should be designed to withstand, including landing on water, stalling in flight, rolling in flight, and flying wire loads. Dimensions and spacing of stiffeners are also outlined.

Uploaded by

Mark Evan Salutin
Copyright
© Attribution Non-Commercial (BY-NC)
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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76

SUPPLEMENT TO OCTOBKE 31, 1930

FLIGHT

THE AIRCRAFT ENGINEER


Condition 5 C.P.A. FlightFlying wire loads. Factor required7. Condition 6 Side load on each float equal toweight of machine less weight of floatsdivided by number of floats, and applied at a point in the plane of the top surface of the float vertically above the float C.B. Factor required10.

lightened is fitted, which is continuous from bow to stern and the skin is supported by transverse frames and bulkheads made in two pieces and riveted to the centre-line bulkhead. It is considered advisable to divide the pontoon length into at least five watertight compartments, the forward or collision bulkhead being more robust than the others. Fig. 6 shows a useful type of punch and die used for making lightness holes. The planing bottom stiffeners and side stiffeners are continuous fore and aft, and all rivets to the skin are made countersunk as shown in Fig. 7, to minimise resistance. The thicknesses of material required for a machine of approximately 3,000 1b. weight would be : Centre line bulkhead Centre line bulkhead stiffeners Frames and bulkheads . . Bulkhead stiffeners Planing bottom stiffeners Side stiffeners Chine angle Side skin Deck plating Planing bottom forward . . Planing bottom aft 0-040 0-028 0-040-0-051 0-028 0 040 0-040 0 051 0-040 0 032 0-051 0-040

IN THE DRAWING OFFICE.


THAT PULLEY PROBLEM
By R. RODGER.

In an article entitled " On Angles " appearing in THE AIRdated May 30, 1930, Mr. H. Parkinson defined an analytical solution to a pulley bracket problem involving a compound angle. Mr. Parkinson's conclusions were criticised in August 29 issue of T H E AIRCRAFT ENGINEER by Mr. E. H. Atkin, the controversy apparently being as to which angles were actually required for the layout of the Fig. 3 shows a sketch front view of a biplane racer in bracket. which the horizontal member between the floats is a streamBut why worry ? The problem is essentially one for the line tie-rod and Fig. 4 indicates details of the attachment of Drawing Office and is, therefore, due for solution by a same inside the float. draughtsman. In arriving at that solution the draughtsman On the planing bottom the average stiffener spacing is will surely practise his artthe art of projection and develop6 in. and on the sides 8 in., where Z or bulb angle stiffeners ment of surfacesand eliminate the possibility of masked are used, these stiffeners having half-inch or five-eighths inch errors. As Mr. Atkin points out, it is a comparatively easy flange to skin. matter in analysis to assess the axes of reference incorrectly The following table of riveting gives good results in practice : even when the angles themselves are known. Conjuring on a " guessing stick " with trigonometrical Diameter of Rivet. Thickness of Plate. ratios may undoubtedly supply us with the correct numerical In. values of certain required angles, but I'll warrant that nine 0-0200-028 draughtsmen in every ten would prefer to see " t h e cards on 0-0320-049 the table." Besides, chief and assistant designers are some0- 0510-065 times awkward people to deal with, and have a nasty habit 0-08 0 128 * of wanting to know why at inopportune moments. The Laps. draughtsman might endeavour to answer the query by Thickness. S.R. Laps. D.R. Laps. T.R. Laps. wading through the analytical proof, but I doubt if the In. In. In. resulting assemblage of hieroglyphics would be very con0-032-0-049 1 If vincing to the chief. 0-051-0-065 | 1$ If In any case, the graphical solution is so delightfully 008 -0128 | if 2 straightforward, forms a record wherein one can see every step and its consequences, and, finally, produces a result Butt Straps. a finished drawingwhich can be issued directly to the shops Thickness. S.R. Strap. D.R. Strap. T.R. Strap. for immediate use. In. In. In. Having, I hope, justified graphics to the detriment of 0032-0049 II If 2f analysis, I submit below an idea of how " the man on the 0-051-0-065 If 2& 3 board " would, or rather should, reduce this awkward pulley 0-08 -0-128 l| 2j 3J problem to cold facts in the plane of the paper. Chassis In the diagram the front elevation and plan are set out j > , fi, 6 and y, the end To ensure safety it is recommended that the chassis should from the known apparent angles < elevation being a derivative of the other two views. be stressed for the following cases : Subsequent operations and ready reference in a problem Condition 1 of this kind are considerably simplified if an elementary Landing on water with no angle of bank in such an attitude that the resultant water reaction acts at a point on the line form of notation be employed. Thus, all points of reference joining the nose of float with the bottom of the step, and in their original positions are indicated by a letter, A, B, C. distant one-third of the length of the line from the nose etc. Each subsequent position is indicated by a numeral the reaction being inclined backward from the normal to this following the letter, as Al, A2, A3, etc., whilst additionally line at an angle tangent1. The resultant couple to be each operation should be indicated'by a distinctive colour. Thus, in the original position all lines might be black, in the balanced by the inertia of the machine. second position red, in the third position green, and so on. Factor required7 5 (on weight of machine). Finally, all reference points which lie above, the plane, of the Condition 2 paper are indicated by a plus sign, and all points below t heThe machine at rest on the water with no angle of bank and plane of the paper by a minus sign. Points in the plane of t tie inclined so that the main planes are at their stalling angle. paper are given no sign at all. Factor required6 (on weight of machine less floats). These last remarks may at first appear to be a little superfluous, but they are prompted by the fact that I have often Condition 3 Machine rollingweight of machine acting through C.G. been amused by the antics of some draughtsmen, confront ed by a maze of lines all in one colour and devoid of notation of machine and C.B. of one float. squinting down a piece of bent wire in an effort to discover Factor required2 (on weight of machine.) what is happsning to their lines when they swing a systcffl r r Condition 4 ~' ~"': from one position to another. This practice is to be disC.P.F. FlightFlying wire loads. couraged as the observer's eye and the piece of bent wire Factor required9.
CRAFT ENGINEER,

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