the wave drags of the two hulls
D1 and D2 are also related to the length as follows:
where W is the displacement of the hull in
pounds and equals the weight of the aircraft when operating as a
displacement boat. Thus, the values of speed and drag at and below
the hump speed of one hull can be approximately translated to
those of a similar hull of different length. The Froude
relationships are of fundamental use in sizing the flying-boat
hull and interpreting the results of hydrodynamic tests of model
hulls. Clearly, the longer the hull, the higher will be both the
hump speed and the corresponding wave drag.
In addition to the high drag associated
with passage through the hump speed, a longitudinal pitching
instability can occur. This instability is characterized by a
pitch oscillation in which the boat rocks back and forth between
the forebody and afterbody. A too-high or too-low pitch attitude
can induce the onset of this instability. The range of stable
pitch attitudes varies with speed and is a minimum in the vicinity
of the hump speed. Thus, careful control of pitch attitude is
required when traversing this critical speed range. The attitude
at which the flying boat trims is influenced by both the
aerodynamic and hydrodynamic design of the aircraft, the
center-of-gravity position, and the pilot's manipulation of the
elevator control.
The hydrodynamic characteristics of a
flying boat, such as the variation of drag with speed just
discussed, depend in a complex way on [171] the detailed
configuration of the hull and have been the subject of much study
and research. An extensive literature exists on the subject, as
can be seen from an examination of technical indexes such as
reference 74.
The large body of experimental information
available on the hydrodynamic design of flying-boat hulls has been
accumulated with the use of a specialized type of experimental
facility called a towing basin, or towing tank. Such a facility
can be likened to a very long, narrow, indoor swimming pool. The
test model is towed in the basin by means of a powered carriage,
mounted on wheels, which is located above and across the channel
of water. The model is connected to the carriage by struts that
contain instrumentation for measuring the pressures, forces, and
moments of interest, as well as attitude and position of the
model.
Since the latter part of the 19th century,
towing basins have been used in the design of surface ships.
Although early hydrodynamic studies of flying boats were made with
the use of such ship facilities, they were unsuited for that
purpose because of the large differences in speed and size between
surface ships and flying boats. In 1931, NACA put into operation
at its Langley laboratory a towing basin especially designed for
the study of the hydrodynamic characteristics of seaplane hulls
(ref. 116). This unique facility was 2020 feet long, 24 feet
wide, and 12 feet deep, and when filled contained 4 000 000
gallons of water. The test carriage was capable of attaining a
speed of 60 miles per hour. (To keep pace with increases in
seaplane performance, the capabilities of the basin were expanded
in 1936; the length was increased to 2920 feet, and the carriage
speed was increased to 80 miles per hour.) Another feature of the
Langley basin was the provision of apparatus for producing
artificial waves for use in the study of the rough-water
characteristics of flying-boat hulls. The Langley towing basin was
employed both for basic studies related to hull design and for
tests of specific flying-boat designs. During its active life, no
large flying boat was built in the United States without
supporting tests in the Langley facility. The basin was operated
by NACA/NASA from 1931 until the end of the era of large
flying-boat development in about 1960.
So far, little has been said about the
aerodynamic drag of the flying-boat hull. Yet, this characteristic
is critically important in determining the speed and range of the
aircraft. Obviously, the drag of the large, bulky hulls equipped
with steps and sharp chines tended to be higher than that of the
fuselage of a well-streamlined landplane of comparable capability.
In recognition of the need to reduce hull aerodynamic drag, both
hydrodynamic and aerodynamic studies were made [172] at Langley of
hulls that were systematically varied in shape. From such studies,
the hull for a given application that represented the best
compromise between aerodynamic and hydrodynamic performance could
be identified, or at least the direction to take in hull
development was indicated. Much progress was made in the reduction
of hull aerodynamic drag, while at the same time, acceptable
hydrodynamic characteristics were maintained. The high length-beam
ratio hulls developed late in the era of the flying boat (ref.
124) represented a large step in narrowing the gap
between seaplane and landplane performance.
This has been a necessarily brief
discussion of some of the elements of flying boat design. More
complete discussions are contained in references 46, 55, 97, and 123, and a discussion of the special problems
encountered in piloting a flying boat is contained in reference
81. In the next sections, attention is focused on the
evolution of the flying boat in the United States.