a AES fon we 7 TECHNICAL NOTES NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS = 2 Wo. 257 “TECHYIGAL PREPARATION OF THE AIRPLANE "SPIRIT OF ST. LOUIS" Written for the Yational Advisory Comittee for Aeronautica By Donald A. Bali Chief Engineer, Ryan Airlines, Inc. FILE COPY geil to ley Avronautical + Lghwratory Washington only, 37NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS. . TECHNICAL NOTE NO. 257. TECHNICAL PREPARATION OF THE AIRPLANE “SPIRIT OF ST. LOUIS!" Written for the National Advisory Committee for Aeronautics, By Donald A. Hell, - Chief Engineer, Ryan Airlines, Inc. In order to clarify the current impressions as to the technical preparation, in connection with both the design and performance, of the airplane used by Colonel Charles A. Lind- bergh, the following information is presented. - The development of this airplane wes begun with the idea of using a standard model Ryan M-2 and making modifications to suit the special purpose. Upon Colonel Lindbergh's arrival at the factory, it wae quickly determined that modification of the U-2 was less practicable than redesign. Colonel Lindbergh laid out the following basic specifications: That the air plane should be a monoplane type, powered with a single Wright J-5-0 engine, have a good power reserve on take-off when carry- ing more than 400 gallons of gesoline and must have the pilot located in rear of all tanks for safety in a forced lending. The decision on these basic specifications immediately de- + termined the inadvisability of using the standard Ryan U-2 model. The airplanc waa then laid out anew, the fuselage fol- lowing the standard model approximately in regard to design andN.A.G.A« Technical Note No. 257 a stricture, but being lengthened by 2 feet. The fuselage struc- ture was redesigned to suitable load factors in flight and landing with full load. A wide tread split axle chassis was Gesiged to » four load factor at full designed load. The wing structure wes designed to suitable load factors in high inci- dence, low incidence, and diving conditiona at full designed load. At this point Colonel Lindbergh began to take a very active interest in the desi of the airplane, and until the airplane had completed its flight tests he closely cooperated with the engineering department of the Ryan Company. The location of the pilot's cockoit (cabin) in the rear of the fuselage and entirely enclosed, which is the,wost radical feature of the design, had ite Gevelopment tased on the primary requisite of safety, it being considered that in the event of an accident the pilot would be in the safest position in which it would be possible to be placed. The periscope was suggested by Mr. Randolph, of the Ryan Airlines, who had had coneidereble submarine experience. This suggestion was acccpted by Colonel Lindbergh with the limita- tion teat if it was not satisfactory or was of any aerodynamical disadvantage it would be discarded at New York. The periscope consisted of a panel in the instrument board (shown in the illue- tration) through which a view directly to the front was afforded by an angular mirror, having a frontal size of about 3 by 5