2,49 €
Mehr erfahren.
- Herausgeber: Edizioni Savine
- Kategorie: Wissenschaft und neue Technologien
- Sprache: Englisch
- Veröffentlichungsjahr: 2022
Many aeronautical books of a purely descriptive nature have been written for the average man, but as a rule they contain little of interest for the more serious student of the subject. Other books of a highly technical and mathematical class have also been published, but their contents are all but unintelligible to anyone but a trained engineer. It is the purpose of the author to compromise between these two extremes, and give only that part of the theory and description that will be of practical use for the builder and flyer. The scope of the subjects covered in this volume has been suggested by the questions asked by students and clients, and is the result of many years' correspondence with beginner aviators and amateur aeroplane builders.
JOHN B. RATHBUN.
Das E-Book können Sie in Legimi-Apps oder einer beliebigen App lesen, die das folgende Format unterstützen:
Ähnliche
AEROPLANE
CONSTRUCTION AND
OPERATION
Including Notes On Aeroplane Design
And Aerodynamic Calculation,
Materials, Etc.
A Comprehensive Illustrated Manual of Instruction for
Aeroplane Constructors, Aviators, Aero-Mechanics,
Flight Officers and Students. Adapted
Either for Schools or Home Study.
BY
JOHN B. RATHBUN
AERONAUTICAL ENGINEER
Consulting Aeronautical Engineer, Chicago Aero Works; Chief Engineer,
Automotive Engineering Company. Formerly Instructor in
Aviation and Machine Design, Chicago Technical College.
CHICAGO
STANTON and VAN VLIET CO.
PUBLISHERS
1919
Copyrighted, 1918
By STANTON AND VAN VLIET CO.
AEROPLANE CONSTRUCTION AND OPERATION
INTRODUCTION
Many aeronautical books of a purely descriptive nature have been written for the average man, but as a rule they contain little of interest for the more serious student of the subject. Other books of a highly technical and mathematical class have also been published, but their contents are all but unintelligible to anyone but a trained engineer. It is the purpose of the author to compromise between these two extremes, and give only that part of the theory and description that will be of practical use for the builder and flyer. The scope of the subjects covered in this volume has been suggested by the questions asked by students and clients, and is the result of many years' correspondence with beginner aviators and amateur aeroplane builders.
I have endeavored to explain the principles of the aeroplane in simple, concise language, starting with the most elementary ideas of flight and finishing with the complete calculations for the surfaces, power, weight, etc. When mathematical operations are necessary they are simple in form, and are accompanied by practical problems worked out numerically, so that a man with even the most elementary mathematical knowledge will have no difficulty in applying the principle to his own work. In cases where the calculations would necessarily be complicated, I have substituted tables of dimensions for the mathematical operations, these dimensions being taken from a number of representative machines.
While flying cannot be taught by books, and is only the result of actual experience, the chapter devoted to the use of controls under different flight conditions will be of great benefit to the prospective aviator. The portion of the book devoted to operation will be of use in flying schools and training camps since both training methods and control manipulation are covered in detail. In addition I have presented considerable data on the requirements of the modern aeronautical motor.
So many new firms are now entering the aeroplane industry that there is an ever increasing demand for trained mechanics, designers and flyers, and many technical men now working along other lines are taking a keen interest in aeronautical engineering. If the contents of this book will serve to inspire the technical reader to deeper interest and practical research in the fascinating subject of aeronautics, the author will be more than satisfied with the result of his labor. The aeroplane is rapidly assuming a great commercial importance, and there is no doubt but what it will develop into an industry rivaling that of the automobile.
To keep fully abreast of the times in aeronautic development, one should be a constant reader of the excellent aeronautical magazines. Too much praise cannot be given to the aeronautical press in its effort to maintain an interest in this subject, and as with all pioneering movements, these magazines have met with many discouragements and financial setbacks in the earlier days of flying. To the American magazines, "Aerial Age" and "Flying" (New York), the author owes a debt of gratitude for the use of several of the cuts appearing in this book. The English magazines, "Flight," "Aeronautics" and the "Aeroplane," have been similarly drawn on. "Aviation and Aeronautical Engineering" (New York) has suggested the arrangement of several of the tables included herein. All of these papers are of the greatest interest and importance to the engineer, aviator and aero-mechanic.
JOHN B. RATHBUN.
AERONAUTICAL MAGAZINES
The following list of American and English aeronautic publications will be of interest to those who wish to keep in touch with the latest developments in aeronautics:
AVIATION AND AERONAUTICAL ENGINEERING (two issues per month). A technical magazine published by The Gardner-Moffat Co., Inc., 120 W. 32d St., New York.
AERIAL AGE (weekly). Popular and technical. The Aerial Age Co., Foster Bldg., Madison Ave. and 40th St., New York.
AIR SERVICE MAGAZINE (weekly). Military and popular subjects. Gardner-Moffat Co., Inc., 120 W. 32d St., New York.
FLYING (monthly). Popular and military subjects. Published by Flying Association, Inc., 280 Madison Ave., New York.
AIR TRAVEL (weekly). Popular subjects. Published by Air Travel, New York.
ENGLISH MAGAZINES.
FLIGHT AND THE AIRCRAFT ENGINEER (weekly). Technical and popular. Published by Flight and Aircraft Engineer, 36 Great Queen St., Kingsway, W.C.2, London, England.
AERONAUTICS (weekly). Technical and industrial. Published by Aeronautics, 6-8 Bouverie St., London, E.C.4, or may be had from 1790 Broadway, New York.
THE AEROPLANE (weekly). Technical and popular. Published by "The Aeroplane," 166 Piccadilly, London, W.1.
AEROPLANE CONSTRUCTION AND OPERATION
INTRODUCTION
AERONAUTICAL MAGAZINES
ENGLISH MAGAZINES.
CHAPTER I. PRINCIPLES OF THE AEROPLANE.
CHAPTER II. TYPES OF MILITARY AEROPLANES.
CHAPTER III. ELEMENTARY AERODYNAMICS
CHAPTER IV. EXPERIMENTAL LABORATORIES.
CHAPTER V. AERODYNAMICS OF LIFTING SURFACES (AEROFOILS).
CHAPTER VI. PRACTICAL WING SECTIONS.
CORRECTION FACTORS FOR WING FORM AND SIZE.
CHAPTER VII. BIPLANES AND TRIPLANES.
CHAPTER VIII. EFFECTS OF PLAN FORM. (TANDEM AEROPLANES.)
CHAPTER IX. WING CONSTRUCTION.
CHAPTER X. WING CONSTRUCTION DETAILS.
CHAPTER XI FUSELAGE (BODY) CONSTRUCTION.
CHAPTER XII DETAILS OF FUSELAGE CONSTRUCTION
FUSELAGE WEIGHTS.
SIZE OF LONGERONS
CHAPTER XIII. CHASSIS CONSTRUCTION.
CHAPTER XIV. ESTIMATION OF WEIGHT.
WEIGHTS OF AERONAUTICAL MOTORS.
CHAPTER XV. BALANCE AND STABILITY.
CHAPTER XVI. HEAD RESISTANCE CALCULATIONS.
CHAPTER XVII. POWER CALCULATIONS.
CHAPTER XVIII. PROPELLERS.
CHAPTER XIX. OPERATION AND TRAINING.
CHAPTER XX. AERONAUTICAL MOTORS.
CHAPTER XXI. GLOSSARY OF AERONAUTICAL WORDS.
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
P
S
T
U
V
W
CHAPTER II. TYPES OF MILITARY AEROPLANES.
Divisions of Service. In the army and navy, aeroplanes are used both for offensive and defensive operations. They must carry out their own work and intentions and prevent hostile craft from carrying out theirs. In offensive operations the machines fly continuously over the enemy's country and attack every hostile craft sighted, thus creating a danger zone within the enemy's lines where no opposing machine can work without being threatened with an overwhelming attack. The offensive also includes bombing operations and the destruction of supply depots and transportation centers. Defensive aerial operation consists in driving out the enemy craft from our own lines, and in protecting working machines when on photographing or observation trips. With a powerful offensive there is of course little need for defense. The former method is a costly one, and is productive of severe material and personal losses.
At the present time there are eight principle functions performed by military aeroplanes:
Offensive operations against enemy machines.
Reconnaissance, observation, special missions.
Bombing supply centers, railways, etc.
Photography.
Spotting for the artillery.
Signalling for infantry operations.
Submarine hunting.
Patrol and barrage.
Probably the most important service of all is performed by machines under heading (1). If a successful offensive can be maintained over the enemy's lines he is unable to intelligently direct his artillery fire, and can obtain no information regarding reinforcements, or troop concentrations for an impending attack. With fighting aeroplanes clearing the way for our own observation machines and artillery spotters, the enemy is not only blinded, but is blocked in any attempt to attack or concentrate his forces. The fact that the French aerial offensive at Verdun was so efficiently and well maintained accounts for the failure of the heavy German artillery. Driven far back over their own lines, the German aviators were seldom able to observe the placing of the shells, and as a result their gunners were practically trusting to luck in reaching their target. An immediate and accurate bombardment always followed one of the very infrequent German air raids over the French lines. Whenever the French, partially abandoned their aerial offensive in favor of a defensive campaign, they soon lost their mastery of the air. As long as enemy machines can be kept back of their own lines, new trench systems can be constructed, transportation lines can be extended and ammunition dumps arranged, undertakings that would be highly precarious with enemy observation machines continually passing overhead.
To maintain an effective offensive places a tremendous strain on both the men and the machines, for though the aeroplanes do not penetrate far beyond the lines they usually meet with superior numbers, and in addition are continually in range of the anti-aircraft guns. In an attack over hostile country a slight mishap may cause the loss of a 'plane, for usually the distance from its base is so great as to prevent a gliding return. Over its own lines an engine failure is usually only a temporary inconvenience. Fighting aeroplanes, for the offensive, are small high powered machines generally of the single seater type, and are capable of high horizontal and climbing speeds. The armament consists of a machine gun of the Lewis type, and occasionally a few light bombs may be included in the equipment. As they do not carry out operations far to the rear of the enemy's lines they are provided with fuel for only two or three hours, and this reduced fuel load is necessary for the high speeds that must necessarily be attained. The area is limited to permit of quick maneuvers in attack and escape, and at the same time to reduce the head resistance and weight. The horizontal speed may run up to 150 miles per hour, with a climbing velocity that may exceed 1,000 feet per minute. Such machines are variously known as "Speed Scouts," "Chasers," or "Pursuit Type" (French "DeChasse"). At the beginning of the war the chasers were largely of the monoplane type, but at present the biplane is in almost exclusive use.
The aeroplane employed for surveys of the enemy country and battle front (2) are of an entirely different type and are much larger and slower. These "Reconnaissance" machines are generally of the two-seater type, the personnel consisting of an observer and the pilot, although in some cases a third man is carried as an assistant to the observer, or to handle a machine gun against an attack. Since their speed is comparatively low, they are generally provided with an escort of chasers, especially when employed on distant missions, this escort repelling attacks while the observations are being made.
For accurate observation and mapping, the speed of an observation machine must be necessarily low, and as they are additionally burdened with a wireless set, an observer, a large fuel reserve, and other impedimenta, they have a comparatively great area and are therefore lacking in the maneuvering qualities of the chaser. The span will average about 40 feet, and the weight carried per horsepower is greatly in excess of that of the chaser. From a number of examples, the reconnaissance type will average from 16 to 18 pounds per horsepower, while the loading of the scout is from 8 to 12. This means that the former has comparatively little reserve power for rapid climbing. The present reconnaissance type is always armed, and must not be confused with the early machine by that name, which, in fact, was merely an enlarged training machine and had neither offensive nor defensive powers. The Observer acts as gunner, and is located at a point where he has the greatest possible range of vision, and where the angle of fire is as little obstructed as possible.
The radius of action, or the distance traveled per tank of fuel, is greater with the reconnaissance than with the chaser, present machines having a capacity of from 10 to 12 hours on a single filling at normal flight speed.
In bombing operations (3), the loading is very heavy and consequently a "Bomber" must be a weight lifter to the exclusion of all other qualities. Not only is the bomb load requirement severe, but the fuel load is also of great importance, since bombing is usually carried out at considerable distances from the base. Such machines may carry from three to six men. All this calls for a tremendous area and a large power plant. The Handley-Page "Giant," and the Caproni Triplane are examples of Allied machines of this type while the German "Gotha," used in the London air raids, is an equivalent enemy machine. As an example of the weight carrying capacity of a typical bomber, the Handley-Page has carried a test crew of 21 men, or a personnel load of 3,570 pounds. The total weight, fully loaded, has been given as 11,500 pounds with a power plant of 540 horsepower. The maximum speed is 90 miles per hour with a climbing velocity of about 330 feet per minute. Duration is about 5% hours at normal speed and full load.
Bombing is of great importance, not only because of the damage caused to munition factories, transportation lines, store houses, etc., but also because of the moral effect on both the enemy troops and the civil population. A well-timed bombing raid will do more to disorganize an army than almost any other form of attack, and this is attended with a much less loss of life, and with less cost and equipment. Points in enemy territory that could be reached in no other way are readily attacked by bombing planes with all the disastrous effects of heavy artillery fire. The aeroplane is better adapted for this service than dirigibles of the Zeppelin type, for they require fewer men for their operation, and in addition cost less to operate and build.
