SPAN WADING AND ASPECT RATIO 207

becomes less and less important as airspeed gets higher. The

aspect ratio or span loading is related to the induced drag only.
The profile drag depends on the thickness and camber of the
wing. The wing should be as thin as possible consistent with
structural considerations.
At high speeds parasite drag is responsible for as much as 70
per cent of the total drag. Good streamlining is essential for high
speeds, and it is of paramount importance for racing planes.
At speed less than the maximum, the induced drag becomes
more important, and a small span loading or high aspect ratio
becomes essential. This is true at climbing speeds and, as will be
shown in the next chapter, is partly true for high speeds at high
altitude.

Original from
D b UNIVERSITY OF ICHIGAN
 EFFECT OF ALTITUDE ON HORSEPOWER REQUIRED 209

But

Therefore
Da = (cD + 1.28
S
a)
2
Pas Po Vo2
Pa

= (Cd+ l. a) o SV0 2

= Do
That is, whatever the altitude, at the same angle of attack, the
drag or thrust required for level flight is the same. While the
density is less, the airspeed must be greater and the product
remains constant.
H.P,req.O DoVo
= 375
H. p DaVa
,req.a = 375 H.P.req.o = horsepower required at
sea-level
DoVo . H.P,req.a = horsepower required at

v .
---3""""75 altitude a

= H.P,req.O V
X. .

/,;;o;
That is, at the same angle of attack, the horsepower varies in
versely as the square root of the density.
The minimum speed, Vs, increases with altitude, since

V -
- - 'i
CLmu.
W

V,., = stalling speed at sea-level

Vsa =
w
s
CLmu.;
Vso = stalling speed at altitude a
S

- v.. . /;a
v
The square root of the reciprocal of the densities is tabulated
in Table I. If the power requirements are known for sea-level
conditions, the requirements for any altitude are found by making
use of the factor from Table I. For any point on the total

Original from
UNI ERSITY OF ICHIG N
 STRATOSPHERE FLYING 219
provide air at sea-level density at high altitudes; one proposed
German airplane is to be provided with three superchargers, one
340

320 I

300

280 I
260
/, I
Horsepower Required at 15,000 fl Altitude ----.,
I I I II I 1
1
I I
240

II
III I I II
Ho,sepower Required at 10,000 ft. Altitude / j

II
III I I \. I
220 \ii
III
1200
I
Horsepower Required at SN Lewi
I

'
I I
I J IV J I

1 I/J 1; I
180

/, I/ / I/ JV
160

I ii V V /
140

I wI I
120
/
100 V
V
V ,/ V
80
)
I
// HorMpower Requlr9d at
/
,-50,000 ft Altitude -
v<
---
//
60
c ...-H II
/ Requif'ld at 40,000 ft Altitude
40 , /I "'- I I I I I I
' Horsepower Required at 30,000 ft. Altitude
c.....:
IIIIII
20 40 60 80 100 120 140 160 180 200 220 240 260 280
Velocity C Miles pet' hour)

FIG. 70. Horsepower required at high altitude.

which is to be put into service at 25,000 ft.-altitude, a second

which is to be added at 35,000 ft., and the third to be added at
45,000 ft. Variable-pitch propellers will of necessity be used on
planes designed for stratospheric flying.

Original from
UNIVERSITY OF ICH IG N
 LOOPS 231
Therefore
4Rg = V12- ¥ 2
2

Assuming that at the top of the loop the lift is zero, which is
approximately true in most cases,
L2 = O = W V21 - W
g R
W= W V22
g R
¥ 2 = Rg
2

Then since 2
¥ 1 - V22 = 4Rg
¥ 1 -
2
Rg = 4Rg
¥ 1
2
= 5llg
But
W V12
L1=---
g R
= W5llg+ W
g R -
=6W
or the load factor is 6g.

Original from
UNIVERSITY OF ICH IG N
 ;

256 STABILITY

Fm. 84. Moment coefficients about center of gravity.

Relative wind

'R. lln (tJ-q>

.09
.......
...........

07 "" ...
''"
-
06

05
........ ......... ' '\ 'l,C. M1

"
04
...... i',...

-
.03
i'\. ----r---
i--..

1t:1 '
tl.02
\ ...........

'
""
4 6
">,.B 14
0 2 10 12
Attack
""" .........
.._ Cy
(1) .02(2) (3) (4) (5) (6) (7) (8)
- ...
'
-- -. . ._,
.03
a 8-a sin (8-a) cos (8-a)
CMw
i',... C.P. C.P.
Rsin(8-a) Rcos (8-a)
- i--.
sina
0 .05
4 50.2 0.768 0.640 0.300 0.250 0.424 0.0

12
8 46.2
42.2
38.2
.722
.672
.618
.692
.741
.786
.282
.262
.241
.270
.290
.307
Fm.1685. Moment coefficients vel"8U8 angle of attack.323
.347
.316
.300
(illustrative
.024
.044
.062
example).
'
34.2 .562 .827 .220 .296 .082
MOMENT COEFFICIENT CURVES TABLE XVI
Z57
(9) (10) (11) (12) (13) (14)

CL(C.P. cosa CD(R cos (8-

a C.P. cosa CL CD CMw
-R sin(8-a)) a)
-C.P. sina)
0 0.424 0.36 -0.0447 0.011 Original
+0.0021 -0.0420
4 D .346 b0.65 - .0416 .017
from
+ .0042 - .
8 .313 0.94 - .0479 UNIVERSITY
.033 OF
+ .0081 ICHIGAN
0374
12 .293 1.19 - .0619 .060 + .0147 - .0398
16 .284 1.44 - .0921 .139 + .0335 - .0472
 -2
T a1·1 aspect rati. o = 43 = 3.64
12.5

From Fig. 39, for A.R. of 3.64, FA.R. = 0.874

43 X 0.874 12
CJ = 0.0718 X 312 X 1.043 X 0.81 X_ 0.0124
65

TABLE XVII
TAIL MOMENT COEFFICIENTS

(1) (2) (3) (4) (5) (6)

aA.R.e azL.(A.R.•l ' az.L.(A.R.7.lt) E a, CM1

0 5 4.79 2.4 -7.6 +0.0945

4 9 8.42 4.3 -5.9 + .0734
8 13 12.46 6.2 -2.7 + .0336
12 17 16.28 7.9 -1.6 + .0199
16 21 20.14 9.6 +o.5 - .0062

Original from
D b UNIVERSITY OF ICHIGAN
 FLAPS 265
per cent. At low angles of attack, the flaps are in their normal
position so that they do not detract from high speed. Both slots
and flaps may be installed on the same wings, and by so doing,
maximum lift coefficient may be increased 100 per cent.
Special forms of flaps have been devised and several have proved
to be very practical. Among these are the " Zap " flap, in which
the lower surf ace of the rear portion of the wing swings down while
the upper surf ace remains intact. Another type is the Fowler
wing; the rear portion of the lower surface slides backward and
downward, so that not only the camber but also the wing area
are increased.

Original from
D b UNIVERSITY OF ICHIGAN
 CHAPTER XVI
UNCONVENTIONAL TYPES OF AIRCRAFT
Autogiro. In the autogiro, lift is d rived, not from fixed wings
as in airplanes, but from wings rotating in a horizontal plane.
In the early mod 1 , a ,s mall fixed wing gave part of th lif t ; in
the more reoen.t typ s aU the li f t i obtained from th rotating
vanes. The essential f atur s of th aut giro ar shown in Fig. 8
9.
Horilont.al
Vtrtical PJivot arndi Pivot
Vertical Pi11ot and Frictio1111 Dam per
FrictiQ11 Damper

To Clutch
for Startin1

lb)

F1a. 9. Aut;ogiro.

An autogiro i not a. h licopt r, In a helfoop er, the

rotating van ar dri n by th engine, and in ca :f
ngine failure di - a.st r would r u t. In th autogiro, th
v,an are cau d to rotate by a rodynamic for produ
d by the van themselv . T h ten th tart f
rota ion a the beginning of a tlight th vane are connected through
a clu ch with he engine, but imme dia ly as the van rotate
a.t he prop r p d the ngin is dis conn cted and th vanes
rotat fre ly.
266
268 UNCO VE 'TI .O AL TYPES OF AUtCRA.FT

could be oonceived that the blades

were stationary, for the airfoil
, ction used, as well a.s
for most .a irfoils,, zero
lift occurs at 93° or 94°
angle of attack. At 90° .a
ngle of attack there is
always a small lift,
which acting
perpendicular to rela ·
ive wind, see Fig.. 91at
will cause rotation. As
rotational .speed
becomes greater, the
velocity of the r lativ
wind become gr -a t r,
and sine t he relativ
wind is t he r su]tant of
th v rtical d cent
·velocity and

Forwa
rd

Oown,
wu d
ftotot
k>o

R
e
s
l:al u
Forc:es in l
Vertical t
Descent a
n
t

Y
t

l
o
c i y
. t ultan force has a
tb)
forward , mponent
which causes rotation
(Fig. 91b).As the sp
d of rota ion
increases, the direction of
the r lative wind be om more
Relative Windl and more inc in ·d to the
C vertical and th angl
/
o of at aick of h a rfoil b
m
(C) p com· . I . At
o ome on angl of atta
r
1 k the re ultant force will
e
n be vert ical. Und r
t this condi' ion here ·will b
c no forward""acting
a compon nt of fore , and
u
s without this ao
1
1 lerating fore there
1
1 will be no in crease in
1
rotational v lo ity.
R
o Original from
Dta b UNIVERSITY OF
t
i
o
n ICHIGAN
Fo
rc
4!
1S
in
Fli
gh
t
Fm.
91.
Forces
,oo
autogir
o
blade.

tb

rotational
v lo ity,
th angle
of attack
become l
ss. The r:
272 UXOO VE:NTIONAL TYPF.S OF AIRCRAFT

system is stationary. The relative wind will then be vertically

upward. The resultant forces on each wing will be as shown.
Each of these resultant forces has a tangential component tending
to cause the system to rotate in a counter-clockwise manner about
center 0. After rotation has started, conditions are as represented

,,,

, I
,, ..
'
\

,,I

.. ------ ,

<a) Vertical Descent

,(
Direction
of fhat,t

Fw. 94. Operation of cyclogiro.

in Fig. 94b. The relative wind ( VR) at each wing is the resultant
of that due to the downward motion and to the rotary motion of
each individual airfoil. The resultant forces on each wing are
shown approximately in the diagram. All these forces have an
upward component tending to retard descent. In the diagram,
the resultant force on the wing at A has a component tending to

Original from
D b
UNIVERSITY OF ICHIGAN
 MILITARY P.L
279
_

· Fro. 95. Douglas Observati.on Aixplane.

Fm. 96. Northrop Attack Airpls.ne.

FI . 97.Boeing Pursuit Airplane·.

UNIVERSITY OF ICH IG
N
 Original from

UNIVERSITY OF ICH IG
N
280 MATERIALS AND 00 STR.UCTIO

F10. 99. Douglas Obs rvation Atnphlbian.

Ft . H)(t Martin Bombing Airplane..

Original from
D b UNIVERSITY OF ICH IGA
N
 MILITARY PLANES 281
the top speed is not as great as that of the single-. ater, it is
well over 200 miles per hour. The supercha r.g r which
enables the engine to give full horsepower at high altitude is shown
in this photograph..
Fi gure· 99 shows a twin-motored amphibian observation a r..
plane, adapted for alighting or taking-off from either land or
water.
Figure 100 shows a twin-motored bombing airplane. It is a
mid wing cantilever monoplane with retractible landing gear.
By reason of the clean design, this plane can carry a heavy bomb
load at a high peed.

Ron-Military Airplanes. The d. . ign of non -milit ar y

airplanes is influenced by the purpose of the plane whether a sport or
a ommerd al airplane. If it is a commercia l plane, it must be decided
whether :it is to carry a moderate load .at high :· peed or a
greater load at a I r spe d. The following paragraph . d
crihe bri- fly
a few commercial airplanes of diff rent types.
Figure 101 t-ihows the Sikorsky S-42, Brazilian Clipper, high
wine ca.bin monoplan e aplan whleh was used on the pioneer ing
flights from the United Sta.tes to th Haw i:ian, Mid way1 and
Wake Islands. It is equipped. with four Pratt and Whitn y
Hornet engines giving '100 hp. each. The wings are two par

Original from
D b UNIVERSITY OF ICH IGA N
 . 0 - MILITARY AIRPLANES 283

Fm.. 1 02. Sevky Amphibian.

Fm•. 103. Lockheed " Elec t.ra " Airplane.

Fl.G. 104. Fairchild Cargo Transport.

Original from
D
UNIVERSITY OF ICHIGAN
284 MATERIALS AND CO STRUCTION

monoplane. This is a typical sport plan.e for a. private

owner. It i •equip ped with a 90..hp.. Lambert radial engine. The
fuselage i of w Med steel tubing, fa bric-cove·red. The wings
have two spruce spars, the ribs ha, .ve basswood webs with
spruce cap-s rips;

Fla. 105. Monoooupe ,Sport Airplane.

th wing is fabric- overed e cept that sheet aluminum is used on

the leading edge. · The :fla ps are fa bric-covered. The wing span
is 32 ft. ; the wing ar a, 132 sq. ft. The weight empty is 935
1b.; the useful load, 650 lb.; the maximum speed is 135 miles per
hour, and the landing peed 40 miles per hour.

Original from
D b UNIVERSITY OF ICH IGA N
290 I STRUM E . TS

not proportional to the change in revolutions per minute. Usu ally,

sine the .actuating fore is very small at low speeds, no attempt is
made to read th instrument at low peed. As the
parts wear, the 1o t motion
cau the instrument to be
inac ura.te, even though ap par
nt1y funct ionin g.. The
in rt ia of th moving parts
Weliillt w, 11 11t produce a time lag which
may delay the instr ument
several seconds in indicating
a change in rate of revolution.
, 1i 07•C- en tr1·r·ugw- 1 ··W1-;Ulh.uom.e1•·1t::r
Pr,essure Gages. Pressure
gag s are used to measure the
. Fm. ga oli.ne p_ ressure near the car-
mecha.nism. buretor in .force-feed sys,te ms
and also to measure the pres
sur of the oi] . y tern. Becau e lo of ,pr ssure means engine
failur , the pre sure gage hould be watched clo Iy, p cially
befor take-off. Ov rpre - ur indicate a toppage in the line;
underpres ure indicates lack of oil, failure of pump, or br.oken
line.
The gage are usually of the Bourdon. type, the expansion m
m ber b ing a - amless drswn bronz
tub of elliptic cross--section bent into
an arc of more than 180°. One end of this tube is clo d,
and when internal pre sure i .a pplie d through the open end, th ·
tu.be tend to - traighten out. The mov m nt of the fr nd i
communicated to a point r.
The·rmometers. Ther mometer . a : re u d to find th t mpera
· t ure of tbe cooling liqu·d, th lubri ating oil , or b ylind r wall.
or heads. The tbermome-t r in th cooling y m warn of ngin
roubl du to overh atingt aid · in op r ting the ngin at maxi mum
effi.cien. y, wa rn if the coolin g m dimn i near it boiling or fre zing
point, a.nd warn'. if th ngin b b om - too cool in a glide to
pick-up re dily.
There are wo general type of .ai rcraft hermom " er : the pre ure
types and he el ctric- yp e, '. th rmom· t r mu
be distant- reading· that i , ther must be an indi ation on th in trum
nt board in fron · of, h pilot of th t emp ratur a som
p int e eral f,e t di tan . The pre ur typ are e p cially

Original from
D b UNIVERSITY OF ICH IGA N
 TURN I DICATORS 309
the synchronizer pinion is not in mesh with the synchronizer gear. To
effect resetting,. the caging kn_ob1 which pro; jects outside the
front of the case, is pushed inward, accomplishing two things.
It engages the bevel pinion with the ,s ynchronizer bevel gear so
the;t, by turning the caging knob, the vertical ring is rotated about
its vertical axis. Pushing in the caging knob also operates a ca_m, not
shown in the figure, which rai, the caging arms. The .fr ee
ends of the caging arms are unit d by a. croa&-ba.r, the upper sur face
of which bears against th lower urfa.ce of the horizontal gim.bal
ring, locking it in a horizontal po ition when the caging arms are
raised. ·
The nozzles, not shown in the figure, ar two in number. They
are pointed upward, shooting the air up in two paraUel, vertical
jets.. They aid in keeping the rotor shaft horizontal in that, if the
abaft is tipped, the nozzle on the high side strikes the side of the
buckets, while th n.ozzle on the low side strikes the faoe of the
buckets in an off-cente:r position, causing a righting moment.
Tum Indicator.s The turn indicator was introduced shortly
after the World War to ov rcome the difficulty in flying
,straight due to the inability of the magnetic compass to detect
small turn or turns of short dwation. The turn indicat or doe not
indicate any particular direction or
heading. If the pointer is
on zero it shows that the
airplane is not turning
about a vertical axis; if the
pointer is off zero it shows Gimbi'IIRina
that theairplane is turning,.
After the tum has stopped
the. pointer r,eturns to its
z ro position. . -'Poi111t er
The turn indicator is gy ro
·ta .ti c in princ"pl . The
rotating whe I turns about
an axis which is perpen Fm. 112. Turn iodicn.tor.
di.cular to the fore-and-
aft
axis of the airplane and is ordinarily horizontal. Th . haft of
the rotating wheel is supported at ach nd in b aring in the
horizonteJ gimbal ring . Thi horizontal ring is su pend d by pivots at
the extr mities, of th fore-and-a.ft diam t r of the ring;

Original from
D b UNIVERSITY OF ICH IGAN
 PITCH INDICATORB 313
rotate about an axis ordinarily parailel to the longitudinal axis
of t he a.irplan in a direction wbi b i ounter-clockwise viewed
:from the pilot's seat. Th, axle of the whee] is supported at
each e-nd in beanngs in av . rt ica l gimbal ring. This ring
ordinarily is in a. vertical plane parallel to the longitudinal a.xis of
the· aircraft, but it may rotate about a vertical a.xi . A dashpot,
not shown in th figur , prevent the mechanism from oscillating
baek and forth.

-- DiJffllon f Fgll llt

Fra. 113. Pitch indicator.

If the airplane noses up, during th tim that the nos.ing-up

is taking plac , the clo kwi, _ turning of the airplane about its
Y axis oombin d with th in rtia force of ro ation of tlie rotor
causes the gyro to pr ce in a counter.-clo ckwise direction viewed
from abov . This motion causes the link, · onn ting the
gimba.1 with the pendulum to move forward away from th pilot ..
This tends to mov the pendulum backward toward th pilot and
shmv
an "' up " indication on the dial. During th. t i, m that no ing
up is ta.king pla 1 t h p d of th air, plan is being lowed
down . This decelera ion t nd to throw th pendulum
forward . Th pr c ssional force is gr at r than th de
lerating force o that th point r is moved m h
proper di otion. When the airplan has
assum d a t ady upward angle, ther, ar nod lerat ing or p -
(" ional fore-, and the pendulum d t rmin t h . .tt in of th
. pointer.
In nosing-down, a ly th- oppoUNIVERSITY
it ta,k pla- -.
OF ICHIGAN
 Original from
D b

UNIVERSITY OF ICHIGAN
314 INSTRUMENTS

The speed acceleration tends to throw the pendulum backward,

but the greater precessional force moves the pendulum forward.
When the pitch indicator, bank indicator, and tum indicator are
all mounted in one case, the combination is called the flight
indicator.
Gyro-Horizon. Although the flight indicator gives the desired
information, it is generally conceded that it is easier for the pilot

Rllht Bank Climb Level Fli&ht Dive Left Bank

(I)

Direction of Fli&h_t ,.,..,

Dial

Pendulum Assembly
Airport
lb)

(C)
\
Fm. 114. Gyro-horizon.

to visualize the attitude of the airplane from a miniature replica

of the airplane and the horizon than from reading two separate
and distinct arbitrary scales. The gyro-horizon gives the angle
of pitch and the true angle of bank. On the face of the instrument
is a small representation of the airplane, and back of this moves a
bar representing the horizon (see Fig. 114).

Original from
D b
318 INSTRUMENTS

The observer must mentally average out these deviations from a

straight path and so set his wire that the object appears to move
equally on either side of the wire.
For over-water flights, smoke bombs by day and flares by
night are dropped overboard from the airplane. On the hori zontal
tail surface are painted lines radiating from a sighting point in the
roof of the cabin, where the observer can place his eye. The
central line runs along the center line of the fuselage; the other
lines are 5° apart. After dropping over the bomb or flare, the
observer waits till he sights the smoke or light over the tail.

BIBLIOGRAPHY
N.A.C.A. Reports 125-128.
u. s. ARMY, T.R. 1440--50.
SPERRY GYROSCOPE Co., The Sperryscope.

Original from
D b UNIVERSITY OF ICHIGAN
332 AVIGATION

that, in ma.king a record for distance flown, the distance from

starting to landing point shall be measured along the great-circle
route. Directions given by radio direction-finders, such as the

(a) Polyconic Projection

(c) A Great Circle Projection

F1a. 118. Common map projections.
radio beacon or the radio compass, are along the great-circle
course. For short hops of only a few hundred miles the mileage
saved is inappreciable, but for transcontinental or transoceanic
flights the distance along the great-circle path is many miles
shorter than along the rhumb-line path.

Original from
UNI ERSITY OF ICHIG N
338 AVIGATION

drift of 5° left on an east heading. The length of AW is the

ground speed 173 miles per hour on first heading, and the length
of A'Wis the ground speed 195.5 miles per hour on second
heading. After the drifts on two headings are found so that the
wind is known, the drift can be found on any heading by drawing
a line representing the heading into point B, and from the other
or starting end of the vector drawing a line through point W.

lI

,'W X'

A'

l
N N

(I) A
Cb)

l <e>
Fm. 121. Wind-star.

Figure 121c shows the finding of drift on south, southwest, and

west headings, A1B, A2B, and AaB representing the respective
headings and A1W, A2W, and AaW representing the respective
tracks and ground speeds. When headings and tracks are drawn
for several different headings as in Fig. 121c, the drawing bears a
crude resemblance to the conventional star-form, which is the
reason for giving this process the name of the wind-star.
After the wind velocity has been found by measuring the drift

Original from
D b UNIVERSITY OF ICHIGAN
 I TRODUCTIO ' . 347
valve--rope which hangs down inside the bag, coming through
the appendix,. the lower end being at the basket.
Dirigibles ar classified according to their method of const ruc
tion as rigid, semi-rigid,. and non-rigid. The rigjd ones are
fre-

Netlin1

Ba el IBa l\el
Free BallOOn w.t h. F'ree B■ll oon wit'h
Netting S pens1on B•nd Suspension
UI
tbl

v,1ye ...---..,-, ::z::t:r--

r-::,..==----....
Suspension lateral
IBand S b1hz1ng
Lobe

'!lettict1I
St1b1I!ilnS
l.obe

Kit 81'l loon

1c1,,
litee Ba·Uoori w1lh
.Patch Suspension
{Cl

F 1u. 12::l. Free and captive balloons.

queutly all ·d Z ppelin after Ferdinand Count Z ppelin who w.as

the first succ ful designer of this typ . Tb rigid type h a
cloth-covered metal fram work whlch giv the airship it hape,
the gas being onta·n d in a numhe·r of individual cells. The
semi-rigid type has a metal keel tbe entire length of the ship, taking

Original from
D b UNIVERSITY OF ICHIGAN
 APPENDIX B
ANSWERS TO PROBLEMS

Chap. I, page 3
(1) 0.00175 slug per cu. ft. (3) 0.0659 lb. per cu. ft.
(2) 0.00166 slug per cu. ft.

Chap. n, page 10
(1) 4190 lb.
(2) 3.8 hp. (3) 2.4 hp. (4) 1.8 hp.

Chap. ll, page 12

(1) a. 79.8 lb.
(2) 1.2 lb. (4) a. 125.5 lb.
b. 15.2 lb. (3) a. 1.1 lb. b. 1180 lb.
c. 81.4 lb. b. 1.1 lb. (&) 2900 lb.
d. 81.4 lb. c. 1° 28'

Chap. ll, page 18

{1) 11.9 lb.
(2) 47.6 lb. (8) 6.1 lb.

Chap. Ill, page 22

(1) 4,480,000 (3) 3,400,000 (6) 26.6 atmoe.
(2) 5,900,000 (4) 1,200 mi. per hr.

Chap. IV, page 32

(1) 4,570 (6) g.40 (9) 56.0 mi. per hr.
lb. (6) 606 sq. ft. (10) 65.0 mi. per hr.
(2) 3,260 lb. (7) 6,420 lb. (11) 45 lh. per sq. ft.
(3) 1.9° (8) 4,760 lb. (12) 33 lb. per sq. ft.
(t) 4.6°

Chap. IV, page 33

(1) 56.9 mi. per hr. (4) 4.9 lh. per sq. ft. (7) 7.4 lb. per sq. ft.
(2) 55.0 mi. per hr. (6) 2,700 lh. (8) a. 44.8 mi. per hr.
(3) 418 sq. ft. (6) 69.0 mi. per hr. b. 52.0 mi. per hr.

Chap. IV, page 36

(1) 308 lb. (3) 237 hp. (6) a. 126 lb.
(i) 449 lb (4) 15.4 hp. b. 21.7 hp.
381

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Chap. V, page '16
(1) 1.4°, 0.016 (6) 3.8 hp. (9) a. 88 lb.
(2) 2.42°, 0.0304 (6) 82 lb. b. 119 lb.
(3) 125 lb. (7) 72 lb. c. 172 lb.
(4) 35.4 hp. (8) 9.7 hp. (10) a. 268 lb. b. 67 lb.

Chap. V, page 81
(1) a. 0.027 (4.) a. -0.4° ('1) a. -0.6°
b. 25.9 b. 0.015 b. 0.028
(2) a. 0.0295 (6) a. 8.7° (8) a. 1.9°
b. 24.7 b. 0.079 b. 0.040
(3) a. 0.036 (6) a. 7.3° (9) a. 7.3°
b. 19.4 b. 0.036 b. 0.000142

Chap. V, page S.,

(1) 217 lb. (G) 730 lb. (9) 283 lb.
(2) 212 lb. (6) 305 lb. (10) 342 lb.
(3) 67 lb. ('1) 294 lb.
(4.) 174 lb. (8) 606 lb.

Chap. V, page 86
(1) 0.0452 (3) 0.0308 (6) 0.0375
(2) 0.0372 (4.) 0.0324

Chap. V, page 89
(1) 0.0657 (3) 0.56 (6) 0.408
(2) 0.0974 (4) 0.492

Chap. VI, page 98

(1) 4.47 (3) 3.9 {&) 2.93
(2) 4.6 (4) 3.7

Chap. VI, page 101

(1) 0.384, 0.48 (3) a. 0.154 (4) 0.25
(2) 0.416, 0.493 b. 0.257 (6) 0.293

Chap. VI, page 106

(1) 3.58 (6) 8.84 (9) 6.60
(2) 2.88 (6) 4.36 (10) 6.29
(3) 3.98 (7) 4.50
(4) 4.25 (8) 5.15

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384 APPENDIX B

Chap. VI, page 106

(1) 29.4 ft. (6) 99.0 ft. (9) 34.0 ft.
(2) 36.0'ft. (6) 23.1 ft. (10) 38.9 ft.
(S) 38.7 ft. (7) 44.5 ft.
(') 41.5 ft. (8) 34.9 ft.

Chap. VI, page 109

(1) 112 lb. (6) 106 lb. (8) 57.4 lb.
(S) 114 lb. (7) 4.5 ft. (9) 166 lb.
(S) 113 lb. 2.19 ft. (10) 299 lb.
(4) 111 lb. 7.13 ft.
(6) 112 lb. 111 lb.

Chap. VI, page 113

(1) 254 lb. (2) 255 lb. (S) 183 lb.

Chap. Vll, page 1SO

(1) 7.57 lb (S) 3.145 lb. (6) 156 lb.
(S) 5.25 lb. (4) 2.082 lb.

Chap. IX, page 162

(1) 1.07 (6) 1.46 (9) 1.22
(S) 1.29 (6) 1.85 (10) 1.85
(S) 0.87 (7) 1.55
(4) 0.90 (8) 1.37

Chap. IX, page 168

(1) 1.32, 8.7 ft., 19°, 79 per cent. (4) 1.13, 10.1 ft., 15°, 76 per cent.
(2) 1.54, 8.05 ft., 23°, 82.,5 per cent. (6) 1.00, 9.35 ft., 13°, 73 per cent.
(S) 1.99, 7.73 ft., 28°, 86 per cent.

Chap. IX, page 169

(1) 27° (S) 24° (6) 21°
(2) 24° (4) 18°

Chap. IX, page 161

(1) 16° (S) 23° (6) 26°
(2) 21° (4) 22°

Chap. X, page 188

(1) 55.3 mi. per hr. (3) 71.2 mi. per hr. (6) 76.3 mi. per hr.
(S) 67.5 mi. per hr. (4) 64.5 mi. per hr.

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 APPENDIX B 387
Chap. XX, page 339
(1) a. 34 mi. per hr. (2) a. 56 mi. per hr. (3) a. 48 mi. per hr.
b. 60° b. 155° b. 260°
c. 14° c. 64° c. 94°
d. 105 mi. per hr. d. 170 mi. per hr. d. 187 mi. per hr.

Chap. XXI, page 361

(1) 1,803 lb. (3) 1,169 lb. (6) 1,829 lb.
(2) 588 lb. (4) 1,083 lb.

Chap. XXI, page 366

(1) a. 498 lb. (2) a. 990 lb. (3) a. 60 lb. (4) a. 198 lb.
b. 498 lb. b. 990 lb. b. 188 lb. b. 3,560 ft;
c. 990 lb. c. 40 lb.

Chap. XXI, page 366

(1) a. 1,423 lb. (2) a. 1,319 lb.
b. 73 lb. b. 186 lb.
c. 7 lb. c. 344 lb.
d. 2,5,600 cu. ft. d. 965 lb.
e. 1,343 lb. e. 954 lb.

Chap. XXI, page 369

(1) a. 730 lb. (3) a. 488 lb. (6) a. 742 lb.
b. 734 lb. b. 524 lb. b. 688 lb.
(2) a. 1,935 lb. (4) a. 625 lb.
b. 1,957 lb. b. 702 lb.

Chap. XXI, page 383

(1) 6,099 ft. (2) a. 12,910 lb. (3) a. 12,435 lb.
b. 13,463 lb. b. 586 lb.

UNIVERSITY OF ICHIGAN
 Original from
D b

UNIVERSITY OF ICHIGAN
UNI ERSITY OF ICHIG N
 Original from

UNI ERSITY OF ICHIG N

398 INDEX

Wright biplane, 234, 259 z

Wright wing, 23 Zap flaps, 265
Zeppelin, Graf, 347, 364
y Zeppelin, Graf, instruments, 296, 307
Yaw, 232 Zoom, 192

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