-, KVSIWCXRIIMITKE .

WI AERONAUTIC
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NATIONAL ABVIWXY t20M.ZJITT!tE FOR AI?EOI?AUT.I OS .

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No. 118
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F-5-LBOATiiE&PL4m - PERIOR~!ANOE CHARACTE3USTI CS . By Lient w. s. Hem., Bureau of Aeronautics, U. S, N.

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October, 1922,
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NAT~ONAL AEV~S@y C()~ITTEE FOR AEl?CNAIJTICS. TECENICAG NOTEIK) .118. - pERFolO:ANCE CH.AF?.ACT??I+ISTICS. F-5-LBOATSEAPLANE W. S. IJiehl, U.S.N. By Lieu-t. ThisNote2s the second of a se:ies on perfcrmemce of Service Nfp+.ql Ai~G~~ft{ In general, thaoutline is quitesimilar t.o that ~ollo,~ed in A,T=~. Noa 215 (N9HPerformance), although certain changes havebeenfoundnecessary in determining cruising speeds. 5, S, and 7 represent more Theperformance curves givenin ?$~gs. or lessideal conditions andwillhardly be attained exoept by an exceptional pilotwithan airplane in goodshape. Experience has shown, however, thatservice deviations fromthe ideal values should notbe excessive and thattheidealconditions maybe usedas a guidein obkin?ngthebestperforznanoe. An explanation of the stalling speedll is necessary. In most casesthiswillbe considerably lowerthanthe landing speed,m
q

chiefly because of thelackof contro~. at theattitude required 1 to obtain theslowest F05sible speed. Thevalues of ~~probable landing speed inclutte the effect of thosefaotors tending to increase thespeed on a landing. WhmzCharacteristics. Characteristic curves for theRAF-6airfoil and, F-5Lwings are plotted on Fig.1. Theabsolute liftand dragcoefficients & G~ an$ CD are defined by the relations: *Origi~ally prepared as A.T.N. #221,Bureau of Aeronauti os,NaT:y Depari,ment.

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2-

~ift= CL (1/2 PV2)s Brag= ~ (1/2Pv=lS and P themassdeninhere S is thewinganea~ v thevelocit:r holdtrueancl the coefficients gityof theair. Theseequations CL and CD havethesamevaluein any consist;n% sy6tem of units. Tt should be notedtkat P is theEagg-density of theM.r,that 9 J the .7ei.ght per unitvolume divided by theacceleration of , andvelocity in ft/ , areain sq.ft. grsvlty.For forcein lbs.
is,

aiz;or for forcein lbs. , area S5S. > P = .00237 for standard. in ~q.ft. , andvelocity in mi/hr.,P = .0051 forstandard air. T~~variation of P withaltitude maybe obtained fromthe curve~ . Design Data,Vol.I. givenin Aircraft Resistance afid Velocit~. A summation of theparasite resistance forall partsexcept . . at 70 mi/hr. ; thehullof theF-5-Lseaplane gives P = 812,lbs. 334lbs.of thisis in theslipstream and theremainder, 478lbs. . varyas the square is clearof theslipstream.Theseresistances thetotal of thevelocity so thatat anyvelocityV, (mi/hr) parasite resistance (exceFt thehull)is

= (334F + 478)(~) . where F is thefactor whiohcorrects for theincreased velocity in theslipstream.

-3The resistance of thehullwas fibtalned froma windtunnel NavyYard. teston a modelat the Washington Thewingreststauce is o~taimdfromthe equation Rw = CD (~ PV2) (S3+ s~.F) where S1 is the wingareaclear of theslipstream(1297 sq.:.:,. ),
s~

and F the thewingarea in theslipstream(100sq.ft.) .slipstrean f5ui-tiok. Thevelocity at eachangleof attack depends uponthe corre-

sponding valueof CL> the~Ppa rentweight and the effective . are~,i. e., / w. v= ~ CL*+Se TheapFarent weightis theactual weight lessthe liftof thehull and tailsurfaces.The effective areais the term (S1+ ~ F) . usedin finding thewingdrag. ,
q

Wing,paraSite, and totalresistance, and angles of attack are plotted for fullloadcondition (13GO0 lbs.)In Fig,2. Engine and Promeller Characteristics. Themaximum BHP for thestandard lowcompression Liberty 12 engine is givenin Fig.3. Thepropeller loadourve for throttle:. conditions is cbtaiued fromtherelation (BHP/13=o) = (N/No)

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where N is theRPM, Thefuelconsumption underthrottled condj. tionsisbasedon testsconsidered to be representative.

-4-The effi~iency ourvefor an average F-5-Lpropeller is given in Fig.4.-

TheEffective Horsepower, EHP,required forhorizontal flight

at any

by thecorrespondin~ totalreair speed V is determined

where V is in mi/hr. and ~T i8 in ~hS. Themaximum HP available at a~ly s~sedis determined by the engine M@ and thepropeller efficiency at the corresponding RPM. Curves of EHP required forfullloadof 13600lbs.and for withthe c~e of ~ avai&lightloadof 11000lbs.are plotted ble on Fig.5, Tne intersections of thesecurves indicate a XW.x-imumspeedof 83.6mi/hr(72.5 K] for thefullloadcondition and 85.3mi/hr.(74. O K) for the lightloadcondition. Thedifference beivreen theEHP required and theHP available, . at any speed, is the excess HP available for climbat thatspeed. . Thebestclimbing speedcorresponds to themaximum excess w. For fullloadmaxim-i excess HP is 160at 57 mi/hr.(49.4 K), corresponding to an initial rateof climb of V = ~0+&~0260 = 390ft/min. For iightloadthemaximum excess HP is 215at 54 mi/hr.(46-8 K), corresponding to an hitial rateof climbof

-5 2:1 q = 640 ftj 7 = 53000 min.

nooo

Theabs is determined by themaximm valueof . oh%e ceiling theratio 3= Maximum HP available/HP required. . ~or f-l load R = 1.61 whichindloates an absolute ceiling of 9209ft;forlightload R = 2.06whichindioates an absolute ceilingof 14000 ft. Theactual absolute ceiling willfallsomewhere between these values. Starting outwithfullloadtheclimb
q

should be as plotted on Fig.6, up to an altitude of approximately &oaoft. Abovethisaltitude theclimbdepends largely on the total weight and is therefore indeterminate. Foz fullload,the the service ck_3iling2 i.e.thealtitude at whiCh/rate of climbis 100 ft/min,, is 6500ft. The tiine of climb to any altitude lessthan
7000

ft. is given by the czmve on Fig.6.

Rateof Cl:iodild G3~;,lng azem.zch influenced by small changes in poworand weight, andthevalues given may appear Opti- mistio whencompared withservice performance obtained undertnlfav orable conditions. . . C3ujsirLK Performance. Theusualmethod of d.e~ermining cruising speeds is to drawa tangent tG the wave of 1= required (SeeFig.5) froma pointon thevelocity axisso takcmas to allowfor windvelocity.This givestheir>.e cxu.Lsing speedonlyin easethefuelconsumption andpropeller efficiency xe:nain cowiant. For theF-5-Lseaplane

. .

-6it is

necessary to calculate for eaok. speedthefaelconsuipt~ .1

conauifipi~,ans

in 3bs/hr.fzom the corresponding propeller efficiency, HP requirec

did s~ecific: ~TjeL

Theresulting CU-CWSG, @Gttet. on

Fig.7j ate tobe used., 2nstead of theHP required curves, in o-otaining cruising speed$, Cruising sFeeds fo~bothfulSloadand lightloadare plotted
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against windvelocity in Fig,8. @J.oulated Performance. . . FullLoad13600lbs. Stalling speed- Poweron . . , . . . . . Probable landing speed. - Poweroff . . . . Highspeed, . , . . . . . . . . . . . . Speedatbestclimb . . . . . . . . . . .
q

48 mS/hr 03.5 57.0 66.3 n 1

(41. 6 K) ~ (72. 5 K} (49.4 K) (57. S K;

54.0mi/hr (46.8 K)

9200ft. 6800ft. 390 f%,frlin. 3200ft.

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-7d IJi@%LoadilOCOlbs. Stalling speed - po.ver on . . . . . . . . Probable landing speed - Poweroff .. .. Ki@ speed. . . . . . . . . . . . . . . . 43.3mi/hr(37.6 K) K) 48.5 t (42.0 (74. O K) (46.8 K) (48. 5 K)

85,3 0 Speeciat bestclimb.,. . . . . . . . . . . 54, Cruising speed(sti21 air). . . . . . , . 56.0

Absol~te oeiling . . . . . . . . . . . . . 140C0 ft. Service ceiling . . . . . . . . . . . . . 11800 r 640ft/min. Initial rateof olimb ... ....... ClimbiniOminutes, . . . . . . . . . . . 5100 ft. F-5-LBoatSeaplane. Length over-all . . . . . . . . . . . . . . 49f 3-~1/16n Height over-all,,... . . . . . . . . . 18t9-1/411 Span:UpperWing. . . . . . , . . . . . . 103I9-1/41 Lowerwing. . . . . , . . . . . . . 74~ 3-7/8n a+ oft Chord- Bothwings. . . . . . . . . 0
q q

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Gap . . . . . . . . . . . . . . . . . . . . Stagger.. , . . . . . . . . . . . . . . . Wingourve. . . . . . . . . . . . . . . .

81 loll

~1 Ott RAF-6

2 Dihedral, . . . . . . . . . . . . . . . . 1-1/ ft. Upperwings(including ailerons) .. . . . . 851 Sq. Lowerwings. . . . . . . . . . . . . . . . 546 Totalwingarea. . . . . . .........
Stabilizer.o.......c,
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1397

Ailerons (2)ea~h. . . . . . . . . . . . . 59.5 1

.

,.
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...121
. . .

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Elevators .,.......

. . . . . ...55

() Fin . . . . . . . . . . . . . . . . . . . . 54, c) Rudder . . . . . . . . . . . . . . . . . . 33. Non-skid fins,total. . . . . . . . t . . 31.0 Engines (2)Liberty 12 . . . , . . . . . . 360EHP at 1500RPY ]-01 6~ di~.eter Propeller. .............. . 5; 6! pitch
,

-JIaigllt - Deadl~ad. . . . j . . . . ~~~~l~s. FueX,gasand011 . . . . . Total useful load. . . . . 3~~80 Grossload. . . . . . , . 136~0 9.?3 Lbs.per Sq.ft. ,.. ,..*s Lbs.per BHP . . . . . . . . . . . . 18.8
q q

C.G.location (approximate) 2 10! aft of .1 leading edgeof lower wingand 3r 3 belowthr~t line- Angleof to thrust line wingchordto thrust lir.e +4;angleof stabilizer +2. Fullload Calculated Fklghspeed . . . . . . . . 72.5K K Low speed. . . . . . . . . 42747 Climbin 10 minutes . . . . 3200ft. Absolute ceiling . . . . . . 9200ft. Service ceiling . . . . . . 6800ft. Actual 73.OK# 43 K# ~600ft # 9(Y2O approx. 6200

, ,

fromciir.. (SanDiegoolaims 12000ft absolute ceiling) Estimated 56-58 K# Cruising speed(oalm) . . . . 57.6K 320approx. # Initial rateof olimb. . . . 390ft/min. - testsare rather All climb datain filesare inconsistent Thefigures marked # haveactually beenobloosely oonducted. tained withloadof 13600lbs.

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26 .26 24 .24 22 .22 20 .20

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B .16 14 .14 12 .12 10 ,10 8 .08

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6.06 4.04 2.02 c1.0 -2 .02 -4 .04-4 Fig.1.

0

4 8 12 Angleof attack- a RAFT6AEROFOIL AND F-5LWINGS.

16

3200 For fullload

2800

I I
2400

I Total esis tan ce

2000

-k
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T( ;al

8 80C

Wing 4 40C . 0
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60

80 ~ 90 Indicated airs peed- i!LPJL F-5LBOATSEAPLANE

70

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Fig 4. PROPELLER EFFICIENCY F-5-LBOATSEAPLANE

600

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lbi* i .,
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500

i 400 + <
b i 3(30

200

100

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Fig.5

80 70 60 50 . Incllcate d air speed- M.P.H. PERFORMANCE CURVES F-5LBOATSEAPLANE

1.

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90

1400(
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i I # .. -. _. - L Ful,l lo~a- 1;3, 600~ lts. , ,; I .-. . .; -------. j-jy----+--t i .! ~ ::. . .. i -, . i --_*__._. .._ . . ...4 --,--i :+ . +-_ I/.. __._._< AH :. ~ /! :X%LQng. . . . . . . . . . . __ - ..._: .. .:. --, .=Time of climb ! >
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Fig.6.

100 10

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Rateof climb - ft/min. 50 40 30 20 Timeof climb- minutes. F-5LBOATSEAPLANE - PERFORMANCE

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Indicated airspeed - knots Fig.7

F-5L ~AT fjEApLA~~ -, ~L coNs~TIoN .

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1~ .-., . ,,.,- ., T .,. ., 1 ----. +----- -+--,.--.--,

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Followingwhd-knots Fig. 8.

Head

wind-knots

F-5L BOAT SEAPLANE- CRUISINGSPFEDS