Heinkel H.E. 50 commercial seaplane : winner of the 1926 German Seaplane Contest at Warnemunde
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SEAPLANES - HEINKEL HE 5 (GERMAN)↗
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The Rohrbach "ROCCO:" seaplane : new German commercial seaplane with two Rolls-Royce "Condor" engines
The Rocco is a has a monoplane wing surmounted by two engines. It's flat sided narrow beam hull is steadied when on the water by 2 outboard wing floats.
SEAPLANES - RORBACH RO V ROCCO (GERMAN)↗
Characteristics of a Boat Type Seaplane During Take-off
This report, on the planing and get-away characteristics of the F-5-L, gives the results of the second of a series of take-off tests on three different seaplanes conducted by the National Advisory Committee for Aeronautics at the suggestion of the Bureau of Aeronautics, Navy Department. The single-float seaplane was the first tested and the twin-float seaplane is to be the third. The characteristics of the boat type were found to be similar to the single float, the main difference being the increased sluggishness and relatively larger planing resistance of the larger seaplane. At a water speed of 15 miles per hour the seaplane trims aft to about 12 degrees and remains in this angular position while plowing. At 2.25 miles per hour the planing stage is started and the planing angle is immediately lowered to about 10 degrees. As the velocity increases the longitudinal control becomes more effective but over control will produce instability. At the get-away the range of angle of attack is 19 degrees to 11 degrees with velocities from the stalling speed through about 25 per cent of the speed range.
Crowley, J W↗
A dangerous seaplane landing condition
A peculiar phenomena in seaplane landing is observed and reported. The seaplane having executed a normal fast landing at low incidence, a forward movement of the control stick effected an unusual condition in that the seaplane left the water suddenly in an abnormal attitude. The observations describing this phenomena are offered as a warning against possible accident and as a conjectural cause of seaplane landing accidents of a certain kind.
PRESSURE DISTRIBUTION - FLOAT BOTTOMS↗
Water-Pressure Distribution on Seaplane Float
The investigation presented in this report was conducted for the purpose of determining the distribution and magnitude of water pressures likely to be experienced on seaplane hulls in service. It consisted of the development and construction of apparatus for recording water pressures lasting one one-hundredth second or longer and of flight tests to determine the water pressures on a UO-1 seaplane float under various conditions of taxiing, taking off, and landing. The apparatus developed was found to operate with satisfactory accuracy and is suitable for flight tests on other seaplanes. The tests on the UO-1 showed that maximum pressures of about 6.5 pounds per square inch occur at the step for the full width of the float bottom. Proceeding forward from the step the maximum pressures decrease in magnitude uniformly toward the bow, and the region of highest pressures narrows toward the keel. Immediately abaft the step the maximum pressures are very small, but increase in magnitude toward the stern and there once reached a value of about 5 pounds per square inch. (author)
Thompson, F L↗
Water Pressure Distribution on a Twin-Float Seaplane
This is the second of a series of investigations to determine water pressure distribution on various types of seaplane floats and hulls, and was conducted on a twin-float seaplane. It consisted of measuring water pressures and accelerations on a TS-1 seaplane during numerous landing and taxiing maneuvers at various speeds and angles. The results show that water pressures as great as 10 lbs. per sq. in.may occur at the step in various maneuvers and that pressures of approximately the same magnitude occur at the stern and near the bow in hard pancake landings with the stern way down. At the other parts of the float the pressures are less and are usually zero or slightly negative for some distance abaft the step. A maximum negative pressure of 0.87 lb. Per square inch was measured immediately abaft the step. The maximum positive pressures have a duration of approximately one-twentieth to one-hundredth second at any given location and are distributed over a very limited area at any particular instant.
Thompson, F L↗
Characteristics of a twin-float seaplane during take-off
This report presents the results of an investigation of the planing and get-away characteristics of three representative types of seaplanes, namely, single float, boat, and twin float. The experiments carried out on the single float and boat types have been reported on previously. This report covers the investigation conducted on the twin-float seaplane, the DT-2, and includes as an appendix, a brief summary of the results obtained on all three tests. At low-water speeds, 20 to 30 miles per hour, the seaplane trims by the stern and has a high resistance. Above these speeds the longitudinal control becomes increasingly effective until, with corresponding speeds of 56 to 46 miles per hour. It was further determined that an increase in the load caused little if any change in the water speed at which the maximum angle and resistance occurred, but that it did produce an increase in the maximum angle.
Crowley, John W , Jr↗
Generalized theory for seaplane impact
The motions, hydrodynamic loads, and pitching moments experienced by v-bottom seaplanes during step-landing impacts are analyzed and the theoretical results are compared with experimental data. In the analysis, the primary flow about the immersed portion of a keeled hull or float is considered to occur in transverse flow planes and the concept of virtual mass is applied to determined the reaction of the water to the motions of the seaplane. The entire immersion process is analyzed from the instant of initial contact until the seaplane rebounds from the water surfaces. The analysis is applicable to the complete range of initial contact conditions between the case of impacts where the resultant velocity is normal to the keel and the limiting condition of planing.
Milwitzky, Benjamin↗
Wind-Tunnel Measurements of Effect of Dive-Recovery Flaps at Transonic Speeds on Models of a Seaplane and a Transport
The effects of wing-lower-surface dive-recovery flaps on the aero- dynamic characteristics of a transonic seaplane model and a transonic transport model having 40 deg swept wings have been investigated in the Langley 16-foot transonic tunnel. The seaplane model had a wing with an aspect ratio of 5.26, a taper ratio of 0.333, and NACA 63A series airfoil sections streamwise. The transport model had a wing with an aspect ratio of 8, a taper ratio of 0.3, and NACA 65A series airfoil sections perpendicular to the quarter-chord line. The effects of flap deflection, flap longitudinal location, and flap sweep were generally investigated for both horizontal-tail-on and horizontal-tail-off configurations. Model force and moment measurements were made for model angles of attack from -5 deg to 14 deg in the Mach number range from 0.70 to 1.075 at Reynolds numbers of 2.95 x 10(exp 6) to 4.35 x 10(exp 6). With proper longitudinal location, wing-lower-surface dive-recovery flaps produced lift and pitching-moment increments that increased with flap deflection. For the transport model a flap located aft on the wing proved to be more effective than one located more forward., both flaps having the same span and approximately the same deflection. For the seaplane model a high horizontal tail provided added effectiveness for the deflected-flap configuration.
Heath, Atwood R., Jr.↗
Tank Tests to Show the Effect Rivet Heads on the Water Performance of a Seaplane-Float
A 1/3.5 full-sized model of a seaplane float constructed from lines supplied by the Bureau of Aeronautics, Navy Department, was tested first with smooth painted bottom surfaces and then with round-head rivets, plate laps, and keel plates fitted to simulate the actual bottom of a metal float. A percentage increase in water resistance caused by the added roughness was found to be from 5 to 20 percent at the hump speed and from 15 to 40 percent at high speeds. The effect of the roughness of the afterbody was found to be negligible except at high trims. The model data were extrapolated to full size by the usual method that assumes the forces to vary according to Froude's law and, in the case of the smooth model, by a method of separation that takes into account the effect of scale on the frictional resistance. It was concluded that the effect of rivet heads on the take-off performance of a relatively high-powered float seaplane is of little consequence, but it may be of greater importance in the case of more moderately powered flying boats.
FLOATS - RESISTANCE EFFECT OF SURFACE ROUGHNESS↗
Savoia seaplane S.55 : military or commercial
The S.55 is a two engine twin hull seaplane built by Societa Idrovolanti Alta Italia (Seaplane Company of Upper Italy). The S.55 (Santa Maria) is to be used for an around the world flight In 1927. It will have a useful load of 7,500 lbs. and a cruising speed of 100 MPH.
SAVOIA S 55 SEAPLANE (ITALY)↗
Technical details in the structural development of Rohrbach seaplanes
The recent trial flights and acceptance tests of the Rohrbach "Romar," the largest seaplane in the world, have yielded results fully confirming the principles followed in its development. Its take-off weight of 19,000 kg, its beating the world record for raising the greatest useful load to 2000 m by almost 2500 kg and its remarkable showing in the seaworthiness tests are the results of intelligent researches, the guiding principles of which are briefly set forth in this article.
SEAPLANES - ROHRBACH (GERMAN)↗
Spin tests of 1/16-scale models of the N3N-3 landplane and seaplane, 12 January 1940
The test program included the study of both the seaplane and landplane types. On both versions of the model, the effects of loading changes and control dispositions were examined, and on the seaplane, the effect of the cowled and uncowled engine was investigated.
Donlan, C. J.↗
A theoretical investigation of the effect of partial wing lift of hydrodynamic landing characteristics of V-bottom seaplanes in step impacts
A theoretical investigation is made of the loads and motions in water-landing impacts of wide prismatic V-bottom seaplanes for constant partial wing-lift conditions where the resultant velocity of the seaplane is normal to the keel. An approximate method is given for applying the results of this investigation to the more general case of oblique impact. The increase in vertical hydrodynamic load factor due to wing-lift reduction is shown to be approximately 133 percent of the decrease in air load.
HYDRODYNAMIC THEORY↗
Characteristics of a Single Float Seaplane During Take-off
At the request of the Bureau of Aeronautics, Navy Department, the National Advisory Committee for Aeronautics at Langley Field is investigating the get-away characteristics of an N-9H, a DT-2, and an F-5l, as representing, respectively, a single float, a double float, and a boat type of seaplane. This report covers the investigation conducted on the N-9H. The results show that a single float seaplane trims aft in taking off. Until a planing condition is reached the angle of attack is about 15 degrees and is only slightly affected by controls. When planing it seeks a lower angle, but is controllable through a widening range, until at the take-off it is possible to obtain angles of 8 degrees to 15 degrees with corresponding speeds of 53 to 41 M. P. H. or about 40 per cent of the speed range. The point of greatest resistance occurs at about the highest angle of a pontoon planing angle of 9 1/2 degrees and at a water speed of 24 M. P. H.
Crowley, J W , Jr↗
Analysis and modification of theory for impact of seaplanes on water
An analysis of available theory on seaplane impact and a proposed modification thereto are presented. In previous methods the overall momentum of the float and virtual mass has been assumed to remain constant during the impact but the present analysis shows that this assumption is rigorously correct only when the resultant velocity of the float is normal to the keel. The proposed modification chiefly involves consideration of the fact that forward velocity of the seaplane float causes momentum to be passed into the hydrodynamic downwash (an action that is the entire consideration in the case of the planing float) and consideration of the fact that, for an impact with trim, the rate of penetration is determined not only by the velocity component normal to the keel but also by the velocity component parallel to the keel, which tends to reduce the penetration. Experimental data for planing, oblique impact, and vertical drop are used to show that the accuracy of the proposed theory is good.
Mayo, Wilbur L↗
A Theoretical Investigation of Hydrodynamic Impact Loads on Scalloped-Bottom Seaplanes and Comparisons with Experiment
An analytical method is presented for calculating the hydrodynamic impact loads and motions experienced by seaplane floats and hulls with scalloped (fluted) bottoms. The analysis treats vertical impact at zero trim in addition to the more general problem of the step impact of a seaplane at positive trim where the flight path is oblique to the keel and to the water surface. Also considered are the transformations required to represent impacts into waves.
Milwitzky, Benjamin↗
Aerodynamic Forces and Moments of a Seaplane on the Water
This report gives the results of wind-tunnel tests with a seaplane model as a contribution to the solution of the aerodynamic problems. In the tests it was assumed that the seaplane rested motionless on the water and was exposed, in various positions with respect to the supposedly flat surface of the water, to a uniform air current 0 to 360 degrees.
Kohler, M↗