163 A Novel All-Wing Airplane A description of a “Flying-\ b RAOUL J. HOFFMAN 2” designed and constructed by the author. “Lhe new ship, whieh by the way 1s the second of this type to be built hy the writer, presents HE all-wing airplane built in St. Petersburg, Florida, for Mr. J. Leslie Younghusband of Chicago, ‘as a low aspect-ratio flying wing, has ‘a span of 22.8", 5 maximum chord of 44’ 6", and a total wing area of 237 sq, ft, including the center section. "The weight empty is 900 Ibs., which may be reduced by more detailed de- signing, The center section, the fin, and the rudder are of welded steel tubing, the rest is of spruce while the covering is of fabric. Three spars are used, with double drag trussing in each bay, giving the machine an extra rigid construction ‘The center spar has a depth of 20 inch- es. The wing sections used are of the MG type, with MI at the tip and ex- tended M6: at the center. ‘The landing-gear is retractable with 16 x 7x3 airwheels, but the tests have been conducted with a rigid landing- gear, all recesses being covered. The feats are side-by-side, dual controls and individual stabilizer adjustment. ‘The twin clevators have push and pull connections and the tip ailerons many novel Features Bide elevation of the 1 “are operated with a torque tube. |The power plant is an 85h. Bnglish Cirrus with a7’ O° diameter propeller having 24’ 4° pitch. A Ford fuel pump in- sures a pasitive feed in any position. ‘The cooling baffles have boen design ed in accordance with the latest labora- tory tests. The tank has a capacity of 16 gallons, ‘The entrance to the cabin is aver the top of the wing. ‘The flight tests have shown the re- HOFFMAN Laroana 3rec0 markable characteristics of an all-wing airplane not encountered with a stand- ard airplane, ‘The top speed is 195 m, off speed 30 mpl ie landing speed 28 mp-h. The landing at stall angle is steep and just before the wheels touch the grotind, the machine goes into a flattened glide. This be- havior is attributed to the positive rake (Concluded on page 196) the take- FLYING WING ‘SPECIACATIONS:196 POPULAR AVIATION March, 1935 All-Wing Plane (Continued from page 163) of the trailing edges and the diverging air-flow very visible when idling on the fe may not be achioved with a heavier wing-loading. The lateral and the directional stability is good, the longitudinal stability ma. be improved by the standard method of climinating the dead center of the cle- tor control. The vision is not as good as in standard airplanes. But, its compactness and structural advantages are outstanding inherent advantages that make the allewing plane the obvious solution of the air- ivver problem. The possibility of em- ploying deep ribs and sturdy spars of short span marks the end of wing- stripping and similiar troubles. A pusher or twin-engined flying wing with a three. or fourewheel landing. gear may be the future development of the all-wing airplane, and in ease with a low wing-loading, the solution of the AIR FLIVVER. eno Pan pocket Bee eee ee romana Tecoma Gouna! rane Decmeeet Senta hi All-Metal Airships (Gontinned from page 152) with lionol, Duralumin is naturally al- most non-porous, and the lionel coating renders it, for practi tirely so. Riveted to the cover on the inside and spaced at intervals of eighteen inches along the contour are circular ribs which hold the hull in shape. These ribs are made of twelve-gauge alumi- num, ‘There are no eross braces, no other internal structure, the strength of the duralumin hull making further reinforcement unnecessary, ‘The fact that the ship has no rigid frame per- mits the expansion of the duralumin cover without throwing additional stresses on the hull. One balloonette is used to care for ‘the expansion and contraction of gas in ‘the hull. It occupies 20% of the ship's as capacity. With this exception, the entire inside of the hull is utilized as @ gas container. In addition to in- creasing the gas capacity about three times over that of a thip of similar dimensions built in the ordinary way, the weight of compartment framework and surfacing is eliminated, thereby effecting great economy in weight and construction cost. This is made possible by the air-tight construction of the metal cover, and by the fact that compartments are not essential as a safety factor, since any ordinary hole in the cover would result only in a very slow loss of inflation gas, as previously explained. A further economy of weight is attained by the fact that no ballast is necessary for metal ship to take care of saturation during wet woather, as is the ease with a cloth bag. It is estimated that this entire hull can be constructed for one-half the cost of the balloon cloth used in a non. metal dirigible. Instead of the usual position of dirigible propellers—below the hull— the new ship has its propeller situated in the nose of the shell. A Kiefer centri- fugal blower type will be used, and will be powered with a 2,800 horsepower gasoline motor of special design. ‘Tha advantag, of this position is that it will create a vacuum in front of the vessel by displacing the air, and a slip- stream around it, Streamlined accord- ing to the latest principles, the craft is expected to develop a cruising speed of 120 miles per hour. Its eruising radius will be around 3,500 miles, A. new type of steering is also being perfected for the dirigible. Although the first ones will probably be equipped with the usual type of fins and rudder, it is planned to do away with these by ‘the use of a motor-driven propeller mounted on a swivel in the tail of the HEATHE Is Giving Away 5000 Kits GUARANTEE Money. 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