OCTOBER 31,

1930

StTFFLEMENT TO

THE AIRCRAFT ENGINEER

FLIGHT

2. Coefficient of Fineness of Water-plane, which is the ratio of the water-plane area of the float to the rectangle which encloses it. This coefficient would be 0 6. 3. Block Coefficient, which is the ratio of the volume of the float to the volume of a block having the same overall length, same extreme breadth and same extreme depth. This coefficient would be 0-435.*
Reserve Buoyancy

G.M. or distance between centre of gravity of machine and the metacentre in ordinary cases ranges in the neighbourhood
3 _

of 1-1 JW ft., where W equals displacement of ship in lb. As the position of the metacentre is determined by the ratio ^., where I equals the moment of inertia, and V equals the displacement, it will be clear that starting off with a narrow beam pontoon for the reasons already given, and maintaining the usual ratio of lengths to breadth then either the track between floats has to be excessive, resulting in a heavy undesirable undercarriage and increased resistance, or the ratio will give a vaiue smaller than usual and less static stability in a transverse direction. The latter is the condition generally accepted and the values of transverse and longitudinal metacentric height are approximately indicated in Fig. 5. The figures below show approximately the results which might be expected from wind-tunnel tests of clean floats suitable for racing seaplanes of about 3,000 lb. weight : Lift Drag Drag Drag CoStep at 100 at 100 in lb./ Depth ft./sec. ft./sec. sq. ft. efficient 1-5 0-06 . 3-2 6-0 2-in. . 3-38 5-42 1-31 0-056 1-in.
Construction

As would be expected, the frontal area of floats for racing craft is made as small as possible, and the amount of reserve buoyancy is cut considerably from the 90 per cent, to 100 per cent, generally used for commercial craft. This figure may be as low as 60 per cent. In production float work the wallsided float with cambered deck is making strong headway and the essential difference in line for speed ships is best illustrated by the body plan shown in Fig. 1, and the streamline type of profile indicated in Fig. 2. These are not scale drawings and it would be misleading to accept them as such, but they give a very good idea of the characteristics found necessary in practice. As is well known to students of float design, the bow shape and angle of vee-bottom are of primary importance.
Metacentric Height

Another important point in which the make of float under consideration varies from the normal is the amount of transverse metacentric height deemed necessary. The
See also " Seaplane Stability Calculations " by Win. Munro, February 23, 1928, in FLIGHT SrppLEMENT AIRCRAFT ESHINEEK. and March 29, 1928.

The following notes on construction may be of interest. The pontoons are all-metalAlcladand finish given by the anodic process. A centre line bulkhead suitably
1

2S 20 FEMALE DIE / X 10 MALE DIE

FINISHED HOLE PUNCH & DIE FOR FLANGED LIGHTNING HOLES
ID

r~ _p

I
*

"" I ^ * -

** r:

1IC3.E ^.

FIG.6.

1000 2000 4000 i 3000 GROSS WEIGHT OF PLANE IN POUNDS

FIG. 7.

1192c