14 CFR 23.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2011 CFR

2011-01-01

... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...

14 CFR 23.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2014 CFR

2014-01-01

... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...

14 CFR 23.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2013 CFR

2013-01-01

... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...

14 CFR 23.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2012 CFR

2012-01-01

... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...

18. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

18. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (LAL 5169) AERIAL VIEW OF THE SEAPLANE TOWING CHANNEL STRUCTURE. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

19. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

19. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (L81-05967) AERIAL VIEW OF THE SEAPLANE TOWING CHANNEL STRUCTURE. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

F-5-L Boat Seaplane : performance characteristics

NASA Technical Reports Server (NTRS)

Diehl, W S

1922-01-01

Performance characteristics for the F-5-L Boat Seaplane are given. Characteristic curves for the RAF-6 airfoil and the F-5-L wings, parasite resistance and velocity data, engine and propeller characteristics, effective and maximum horsepower, and cruising performance are discussed.

Aerial view looking northwest showing location of seaplane ramps 2,3, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Aerial view looking northwest showing location of seaplane ramps 2,3, and 4. Ramps lead from buildings 1 and 2, bayside left center, into San Diego Bay. - Naval Air Station North Island, North Island, San Diego, San Diego County, CA

23. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

23. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (L43584) VIEW OF CHANNEL WITH SEAPLANE MODEL HULL IN POSITION FOR TESTING UNDER CARRIAGE. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

21. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

21. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (L84-154) INTERIOR VIEW OF THE SEAPLANE TOWING CHANNEL WITH TANK FULLY DRAINED. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

Water Pressure Distribution on a Twin-Float Seaplane

NASA Technical Reports Server (NTRS)

Thompson, F L

1930-01-01

This is the second of a series of investigations to determine water pressure distribution on various types of seaplane floats and hulls, and was conducted on a twin-float seaplane. It consisted of measuring water pressures and accelerations on a TS-1 seaplane during numerous landing and taxiing maneuvers at various speeds and angles. The results show that water pressures as great as 10 lbs. per sq. in.may occur at the step in various maneuvers and that pressures of approximately the same magnitude occur at the stern and near the bow in hard pancake landings with the stern way down. At the other parts of the float the pressures are less and are usually zero or slightly negative for some distance abaft the step. A maximum negative pressure of 0.87 lb. Per square inch was measured immediately abaft the step. The maximum positive pressures have a duration of approximately one-twentieth to one-hundredth second at any given location and are distributed over a very limited area at any particular instant.

36 CFR 13.1180 - Closed waters, motor vessels and seaplanes.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 36 Parks, Forests, and Public Property 1 2013-07-01 2013-07-01 false Closed waters, motor vessels and seaplanes. 13.1180 Section 13.1180 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR NATIONAL PARK SYSTEM UNITS IN ALASKA Special Regulations-Glacier Bay National Park...

Take-off Stability Characteristics of a 1/13-scale Model of the Consolidated Vultee Skate 7 Seaplane (TED No. NACA DE 338)

NASA Technical Reports Server (NTRS)

McKann, Robert; Coffee, Claude W.; Abrabian, Donald D.

1949-01-01

The take-off stability characteristics of a Consolidated Vultee Aircraft Corporation Skate 7 seaplane were determined in the Langley tank no. 2. Trim limits of stability, trim tracks, and elevator limits of stability are presented.

24. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

24. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA CARRIAGE IN SEAPLANE TOWING CHANNEL SHOWING OGIVE SHAPE READY FOR TEST. TANK HAS BEEN DRAINED AND THE OGIVE WOULD BE SUBMERGED UNDER NORMAL TEST CONDITIONS. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

Water-Pressure Distribution on Seaplane Float

NASA Technical Reports Server (NTRS)

Thompson, F L

1929-01-01

The investigation presented in this report was conducted for the purpose of determining the distribution and magnitude of water pressures likely to be experienced on seaplane hulls in service. It consisted of the development and construction of apparatus for recording water pressures lasting one one-hundredth second or longer and of flight tests to determine the water pressures on a UO-1 seaplane float under various conditions of taxiing, taking off, and landing. The apparatus developed was found to operate with satisfactory accuracy and is suitable for flight tests on other seaplanes. The tests on the UO-1 showed that maximum pressures of about 6.5 pounds per square inch occur at the step for the full width of the float bottom. Proceeding forward from the step the maximum pressures decrease in magnitude uniformly toward the bow, and the region of highest pressures narrows toward the keel. Immediately abaft the step the maximum pressures are very small, but increase in magnitude toward the stern and there once reached a value of about 5 pounds per square inch. (author)

14 CFR 23.525 - Application of loads.

Code of Federal Regulations, 2012 CFR

2012-01-01

... the loads corresponding to the load factors specified in § 23.527. (b) In applying the loads resulting from the load factors prescribed in § 23.527, the loads may be distributed over the hull or main float... on the seaplane during the impact is assumed to be 2/3 of the weight of the seaplane. [Doc. No. 26269...

14 CFR 23.525 - Application of loads.

Code of Federal Regulations, 2013 CFR

2013-01-01

... the loads corresponding to the load factors specified in § 23.527. (b) In applying the loads resulting from the load factors prescribed in § 23.527, the loads may be distributed over the hull or main float... on the seaplane during the impact is assumed to be 2/3 of the weight of the seaplane. [Doc. No. 26269...

14 CFR 23.525 - Application of loads.

Code of Federal Regulations, 2010 CFR

2010-01-01

... the loads corresponding to the load factors specified in § 23.527. (b) In applying the loads resulting from the load factors prescribed in § 23.527, the loads may be distributed over the hull or main float... on the seaplane during the impact is assumed to be 2/3 of the weight of the seaplane. [Doc. No. 26269...

14 CFR 23.525 - Application of loads.

Code of Federal Regulations, 2014 CFR

2014-01-01

... the loads corresponding to the load factors specified in § 23.527. (b) In applying the loads resulting from the load factors prescribed in § 23.527, the loads may be distributed over the hull or main float... on the seaplane during the impact is assumed to be 2/3 of the weight of the seaplane. [Doc. No. 26269...

14 CFR 23.527 - Hull and main float load factors.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Water Loads § 23.527 Hull and main float load factors. (a) Water reaction load factors nw must be... landing cases EC28SE91.005 (b) The following values are used: (1) nw=water reaction load factor (that is, the water reaction divided by seaplane weight). (2) C1=empirical seaplane operations factor equal to 0...

Designing seaplane hulls and floats

NASA Technical Reports Server (NTRS)

Benoit,

1926-01-01

Experimental data, such as the results of tank tests of models, render it possible to predict, at least in principle, as to how a hull or float of a given shape will comport itself. We will see further along, however, how uncertain these methods are and how they leave room for empiricism, which will reign for a long time yet in seaplane research bureaus.

76 FR 31800 - Airworthiness Directives; Viking Air Limited Model DHC-3 (Otter) Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-02

...: ``Airspeed limitation: VMO = 144 MPH for the effective date of this land/ski plane and VMO = 134 MPH for... limit for land/ in-service (TIS) after the ski plane and 134 MPH, VMO speed limit for seaplane... land/ski the effective date of this plane and/or with a red radial at 134 MPH for a seaplane. This...

Smooth-Water Landing Stability and Rough-Water Landing and Take-Off Behavior of a 1/13-Scale Model of the Consolidated Vultee Skate 7 Seaplane, TED No. NACA DE 338

NASA Technical Reports Server (NTRS)

McKann, Robert F.; Coffee, Claude W.; Arabian, Donald D.

1949-01-01

A model of the Consolidated Vultee Aircraft Corporation Skate 7 seaplane was tested in Langley tank no. 2. Presented without discussion in this paper are landing stability in smooth water, maximum normal accelerations occurring during rough-water landings, and take-off behavior in waves.

Systematic model researches on the stability limits of the DVL series of float designs

NASA Technical Reports Server (NTRS)

Sottorf, W.

1949-01-01

To determine the trim range in which a seaplane can take off without porpoising, stability tests were made of a Plexiglas model, composed of float, wing, and tailplane, which corresponded to a full-size research airplane. The model and full-size stability limits are in good agreement. After all structural parts pertaining to the air frame were removed gradually, the aerodynamic forces replaced by weight forces, and the moment of inertia and position of the center of gravity changed, no marked change of limits of the stable zone was noticeable. The latter, therefore, is for practical purposes affected only by hydrodynamic phenomena. The stability limits of the DVL family of floats were determined by a systematic investigation independent of any particular sea-plane design, thus a seaplane may be designed to give a run free from porpoising.

Towing tests of models as an aid in the design of seaplanes

NASA Technical Reports Server (NTRS)

Schroder, P

1932-01-01

This report concerns the making and evaluation of a towing test of a seaplane float system. Some of the topics considered are: 1) the influence of the wing cell and power plant on the take-off performance; 2) the determination of the resistance curve for the take-off free to trim; 3) the resistance curves with elevator control (at fixed trims); 4) take-off time and take-off run.

Packing for the journey. Character traits for transcultural care.

PubMed

Grypma, S; Taylor, S

1999-01-01

Eight-four pounds," the seaplane attendant announced approvingly. As two nursing students and an instructor, we were on our way to a remote First Nations village in northern Canada as part of a transcultural clinical course at a Canadian Christian university. Our groceries for three weeks were boxed up and weighed to ensure that the carrying capacity of the seaplane was not exceeded. We had packed carefully, giving priority to items that were nutritious, lightweight and compact. We hoped we had the essentials. We felt prepared.

Stresses developed in seaplanes while taking off and landing

NASA Technical Reports Server (NTRS)

Verduzio, Rudolfo

1932-01-01

In the case of seaplanes, the lack of elastic shock absorbers, the presence of which might be quite dangerous, especially in taking off, makes it necessary to give some consideration to the phenomenon of landing. Special consideration must be given the process of taking off, since even moderately rough water may develop rather large stresses. The purpose of this communication is to show what has been accomplished in Italy and other countries and to draw a few useful conclusions.

Technical details in the structural development of Rohrbach seaplanes

NASA Technical Reports Server (NTRS)

Mathias, Gotthold; Holzapfel, Adolf

1929-01-01

The recent trial flights and acceptance tests of the Rohrbach "Romar," the largest seaplane in the world, have yielded results fully confirming the principles followed in its development. Its take-off weight of 19,000 kg, its beating the world record for raising the greatest useful load to 2000 m by almost 2500 kg and its remarkable showing in the seaworthiness tests are the results of intelligent researches, the guiding principles of which are briefly set forth in this article.

Appreciation and Determination of the Hydrodynamic Qualities of Seaplanes

DTIC Science & Technology

1947-05-17

satisfqctory handling on the ~ atar , — Tincyclso provida maans i’o:comperati~e evaluations “ofdifYeront seaplanes and direct correlations between model...Washington, D. C. PUBLISHED BY: (Same) SAH May 47 ABSTRACT: DOC OAM. Unclass. _yjL English _2A_ ATI- 12970 (None) TN-1290 (Same) f...MOtCT HO. TN-1290 PUBLISHED BY: (Same) ruaawtto AS1HCT KO. DATO May 󈧳 DOC OJU1. Unclass. coumar U.S. i. NOUAM English FAOB 54 numuTiOKS

Analysis and modification of theory for impact of seaplanes on water

NASA Technical Reports Server (NTRS)

Mayo, Wilbur L

1945-01-01

An analysis of available theory on seaplane impact and a proposed modification thereto are presented. In previous methods the overall momentum of the float and virtual mass has been assumed to remain constant during the impact but the present analysis shows that this assumption is rigorously correct only when the resultant velocity of the float is normal to the keel. The proposed modification chiefly involves consideration of the fact that forward velocity of the seaplane float causes momentum to be passed into the hydrodynamic downwash (an action that is the entire consideration in the case of the planing float) and consideration of the fact that, for an impact with trim, the rate of penetration is determined not only by the velocity component normal to the keel but also by the velocity component parallel to the keel, which tends to reduce the penetration. Experimental data for planing, oblique impact, and vertical drop are used to show that the accuracy of the proposed theory is good.

Hydrodynamic and Aerodynamic Tests of Models of Floats for Single-float Seaplanes NACA Models 41-D, 41-E, 61-A, 73, and 73-A

NASA Technical Reports Server (NTRS)

Parkinson, J B; HOUSE R O

1938-01-01

Tests were made in the NACA tank and in the NACA 7 by 10 foot wind tunnel on two models of transverse step floats and three models of pointed step floats considered to be suitable for use with single float seaplanes. The object of the program was the reduction of water resistance and spray of single float seaplanes without reducing the angle of dead rise believed to be necessary for the satisfactory absorption of the shock loads. The results indicated that all the models have less resistance and spray than the model of the Mark V float and that the pointed step floats are somewhat superior to the transverse step floats in these respects. Models 41-D, 61-A, and 73 were tested by the general method over a wide range of loads and speeds. The results are presented in the form of curves and charts for use in design calculations.

Wind-Tunnel Measurements of Effect of Dive-Recovery Flaps at Transonic Speeds on Models of a Seaplane and a Transport

NASA Technical Reports Server (NTRS)

Heath, Atwood R., Jr.; Ward, Robert J.

1959-01-01

The effects of wing-lower-surface dive-recovery flaps on the aero- dynamic characteristics of a transonic seaplane model and a transonic transport model having 40 deg swept wings have been investigated in the Langley 16-foot transonic tunnel. The seaplane model had a wing with an aspect ratio of 5.26, a taper ratio of 0.333, and NACA 63A series airfoil sections streamwise. The transport model had a wing with an aspect ratio of 8, a taper ratio of 0.3, and NACA 65A series airfoil sections perpendicular to the quarter-chord line. The effects of flap deflection, flap longitudinal location, and flap sweep were generally investigated for both horizontal-tail-on and horizontal-tail-off configurations. Model force and moment measurements were made for model angles of attack from -5 deg to 14 deg in the Mach number range from 0.70 to 1.075 at Reynolds numbers of 2.95 x 10(exp 6) to 4.35 x 10(exp 6). With proper longitudinal location, wing-lower-surface dive-recovery flaps produced lift and pitching-moment increments that increased with flap deflection. For the transport model a flap located aft on the wing proved to be more effective than one located more forward., both flaps having the same span and approximately the same deflection. For the seaplane model a high horizontal tail provided added effectiveness for the deflected-flap configuration.

Characteristics of a Single Float Seaplane During Take-off

NASA Technical Reports Server (NTRS)

Crowley, J W , Jr; Ronan, K M

1925-01-01

At the request of the Bureau of Aeronautics, Navy Department, the National Advisory Committee for Aeronautics at Langley Field is investigating the get-away characteristics of an N-9H, a DT-2, and an F-5l, as representing, respectively, a single float, a double float, and a boat type of seaplane. This report covers the investigation conducted on the N-9H. The results show that a single float seaplane trims aft in taking off. Until a planing condition is reached the angle of attack is about 15 degrees and is only slightly affected by controls. When planing it seeks a lower angle, but is controllable through a widening range, until at the take-off it is possible to obtain angles of 8 degrees to 15 degrees with corresponding speeds of 53 to 41 M. P. H. or about 40 per cent of the speed range. The point of greatest resistance occurs at about the highest angle of a pontoon planing angle of 9 1/2 degrees and at a water speed of 24 M. P. H.

A Transonic Wind-Tunnel Investigation of a Seaplane Configuration having a 40 Deg Sweptback Wing, TED No. NACA DE 387

NASA Technical Reports Server (NTRS)

Hieser, Gerald; Kudlacik, Louis; Gray, W. H.

1956-01-01

During the course of an aerodynamic loads investigation of a model of the Martin XP6M-1 flying boat in the.Langley 16-foot transonic tunnel, longitudinal-aerodynamic-performance information was obtained. Data were obtained at speeds up to and exceeding those anticipated for the seaplane in level flight and included the Mach number range from 0.84. to 1.09. The angle of attack was varied from -2deg to 6deg and the average Reynolds number, based on wing mean aerodyn&ic chord, was about 3.7 x 10(exp 6). This seaplane, although not designed to maintain level flight at Mach numbers beyond the force break, was found to have a transonic drag-rise coefficient of 0.0728, with an accompanying drag-rise Mach number of about 0.85. A large portion of the.drag rise and the relatively low value of drag-rise Mach number result from the axial coincidence of the maximum areas of the principal airplane components.

Load assumptions for the landing impact of seaplanes

NASA Technical Reports Server (NTRS)

Taub, Josef

1931-01-01

The formula for the impact of floats must include the enlargement factor itself as well as the type of enlargement. The latter is preferably characterized by the change in surface loading. It is shown that the enlargement of a small seaplane generally results in a changed float (or boat) loading as well as wing loading. The conditions of starting stipulate the retention of the float loading when changing from single-float (boat) to twin-float arrangement. This contingency is followed by an increased impact factor in the twin-float type against the otherwise equivalent single-float type.

The Seaplane Base Ivo Monti at S. Nicola Varano (fg): a Monument of Military Archeology, Between History and Protection

NASA Astrophysics Data System (ADS)

Mariano, F.; Saracco, M.; Petetta, L.

2017-05-01

Built in the years between 1915 and 1918, and located on the west bank of the "Varano" Lake, a bay running along the village of "Cagnano Varano", the "Ivo Monti" seaplane base was erected on a pre-existing medieval settlement which belonged to the Benedictine Monks from the town of "San Nicola Imbuti". During WWI, this seaplane base was turned, from a simple water airport, into a strategic military base for floatplanes. As a matter of fact, the large lagoon could be used as landing spot for the planes sent off to patrol the dalmatic coast, one of the historical regions of Croatia, then controlled by the Austrians. After WWI, after the seaplane became an outdated technology, the "Ivo Monti" base was progressively dismantled and then totally abandoned at the beginning of the 1950s. In 2014, considering the historical relevance of this site and the unmistakable architectural value of its elements, a research framework agreement was signed between the "DICEA" Department of Marche Polytechnic University and the city council of the town hosting the site, aimed at the development of shared scientific research projects revolving around the study, the valorisation, and the restoration of the military complex in question, which had been in a complete state of decay and neglect for too long. The still ongoing research project mentioned presents two main missions: the first is the historical reconstruction, the geometric mapping, and the robustness analysis of the ruins, by studying and faithfully representing the state of deterioration of the building materials and of the facilities; the second is the identification and the testing of potential architectural solutions for the conversion and the reuse of the site and of its facilities.

Transonic Aerodynamic Characteristics of a Model of a Proposed Six-Engine Hull-Type Seaplane Designed for Supersonic Flight

NASA Technical Reports Server (NTRS)

Wornom, Dewey E.

1960-01-01

Force tests of a model of a proposed six-engine hull-type seaplane were performed in the Langley 8-foot transonic pressure tunnel. The results of these tests have indicated that the model had a subsonic zero-lift drag coefficient of 0.0240 with the highest zero-lift drag coefficient slightly greater than twice the subsonic drag level. Pitchup tendencies were noted for subsonic Mach numbers at relatively high lift coefficients. Wing leading-edge droop increased the maximum lift-drag ratio approximately 8 percent at a Mach number of 0.80 but this effect was negligible at a Mach number of 0.90 and above. The configuration exhibited stable lateral characteristics over the test Mach number range.

14 CFR 61.107 - Flight proficiency.

Code of Federal Regulations, 2010 CFR

2010-01-01

...-engine class rating: (i) Preflight preparation; (ii) Preflight procedures; (iii) Airport and seaplane... lighter-than-air category rating with an airship class rating: (i) Preflight preparation; (ii) Preflight...

14 CFR 61.107 - Flight proficiency.

Code of Federal Regulations, 2013 CFR

2013-01-01

...-engine class rating: (i) Preflight preparation; (ii) Preflight procedures; (iii) Airport and seaplane... lighter-than-air category rating with an airship class rating: (i) Preflight preparation; (ii) Preflight...

14 CFR 61.107 - Flight proficiency.

Code of Federal Regulations, 2012 CFR

2012-01-01

...-engine class rating: (i) Preflight preparation; (ii) Preflight procedures; (iii) Airport and seaplane... lighter-than-air category rating with an airship class rating: (i) Preflight preparation; (ii) Preflight...

14 CFR 61.107 - Flight proficiency.

Code of Federal Regulations, 2011 CFR

2011-01-01

...-engine class rating: (i) Preflight preparation; (ii) Preflight procedures; (iii) Airport and seaplane... lighter-than-air category rating with an airship class rating: (i) Preflight preparation; (ii) Preflight...

14 CFR 61.107 - Flight proficiency.

Code of Federal Regulations, 2014 CFR

2014-01-01

...-engine class rating: (i) Preflight preparation; (ii) Preflight procedures; (iii) Airport and seaplane... lighter-than-air category rating with an airship class rating: (i) Preflight preparation; (ii) Preflight...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., hard-surfaced runways; and (ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways. (2) Smooth water, in the case of seaplanes and amphibians; and (3) Smooth, dry...

19 CFR 122.13 - List of international airports.

Code of Federal Regulations, 2014 CFR

2014-04-01

..., Alaska—Ketchikan Harbor Seaplane Base Key West, Fla.—Key West International Airport Laredo, Tex.—Laredo... York International Airport West Palm Beach, Fla.—Palm Beach International Airport Williston, N. Dak...

19 CFR 122.13 - List of international airports.

Code of Federal Regulations, 2013 CFR

2013-04-01

..., Alaska—Ketchikan Harbor Seaplane Base Key West, Fla.—Key West International Airport Laredo, Tex.—Laredo... York International Airport West Palm Beach, Fla.—Palm Beach International Airport Williston, N. Dak...

19 CFR 122.13 - List of international airports.

Code of Federal Regulations, 2011 CFR

2011-04-01

..., Alaska—Ketchikan Harbor Seaplane Base Key West, Fla.—Key West International Airport Laredo, Tex.—Laredo... York International Airport West Palm Beach, Fla.—Palm Beach International Airport Williston, N. Dak...

19 CFR 122.13 - List of international airports.

Code of Federal Regulations, 2012 CFR

2012-04-01

..., Alaska—Ketchikan Harbor Seaplane Base Key West, Fla.—Key West International Airport Laredo, Tex.—Laredo... York International Airport West Palm Beach, Fla.—Palm Beach International Airport Williston, N. Dak...

19 CFR 122.13 - List of international airports.

Code of Federal Regulations, 2010 CFR

2010-04-01

..., Alaska—Ketchikan Harbor Seaplane Base Key West, Fla.—Key West International Airport Laredo, Tex.—Laredo... York International Airport West Palm Beach, Fla.—Palm Beach International Airport Williston, N. Dak...

33 CFR 334.780 - Pensacola Bay, Fla.; seaplane restricted area.

Code of Federal Regulations, 2011 CFR

2011-07-01

... THE ARMY, DEPARTMENT OF DEFENSE DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.780 Pensacola Bay... (sailing, motorized, and/or rowed or self-propelled), private and commercial fishing vessels, other...

33 CFR 334.780 - Pensacola Bay, Fla.; seaplane restricted area.

Code of Federal Regulations, 2012 CFR

2012-07-01

... THE ARMY, DEPARTMENT OF DEFENSE DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.780 Pensacola Bay... (sailing, motorized, and/or rowed or self-propelled), private and commercial fishing vessels, other...

33 CFR 334.780 - Pensacola Bay, Fla.; seaplane restricted area.

Code of Federal Regulations, 2010 CFR

2010-07-01

... THE ARMY, DEPARTMENT OF DEFENSE DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.780 Pensacola Bay... (sailing, motorized, and/or rowed or self-propelled), private and commercial fishing vessels, other...

14 CFR 25.521 - General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... designed for the water loads developed during takeoff and landing, with the seaplane in any attitude likely... severe sea conditions likely to be encountered. (b) Unless a more rational analysis of the water loads is...

43 CFR 423.2 - Definitions of terms used in this part.

Code of Federal Regulations, 2010 CFR

2010-10-01

.... Inner tubes, air mattresses, and other personal flotation devices are not considered vessels. A seaplane..., arthropod, coelenterate, or other invertebrate, whether or not bred, hatched, or born in captivity. You...

Effects of wing flexibility and variable air lift upon wing bending moment during landing impacts of a small seaplane

NASA Technical Reports Server (NTRS)

Merten, Kenneth F; Beck, Edgar B

1951-01-01

A smooth-water-landing investigation was conducted with a small seaplane to obtain experimental wing-bending-moment time histories together with time histories of the various parameters necessary for the prediction of wing bending moments during hydrodynamic forcing functions. The experimental results were compared with calculated results which include inertia-load effects and the effects of air-load variation during impact. The responses of the fundamental mode were calculated with the use of the measured hydrodynamic forcing functions. From these responses, the wing bending moments due to the hydrodynamic load were calculated according to the procedure given in R.M. No. 2221. The comparison of the time histories of the experimental and calculated wing bending moments showed good agreement both in phase relationship of the oscillations and in numerical values.

Hydrodynamic Impact of a System with a Single Elastic Mode II : Comparison of Experimental Force and Response with Theory

NASA Technical Reports Server (NTRS)

Miller, Robert W; Merten, Kenneth F

1952-01-01

Hydrodynamic impact tests were made on an elastic model approximating a two-mass spring system to determine experimentally the effects of structural flexibility on the hydrodynamic loads encountered during seaplane landing impacts and to correlate the results with theory. A flexible seaplane was represented by a two-mass spring system consisting of a rigid prismatic float connected to a rigid upper mass by an elastic structure. The model had a ratio of sprung mass to hull mass of 0.6 and a natural frequency of 3.0 cycles per second. The tests were conducted in smooth water at fixed trims and included both high and low flight-path angles and a range of velocity. Theoretical and experimental comparisons indicated that the theoretical results agreed well with the experimental results.

76 FR 18232 - Marine Mammals; Incidental Take During Specified Activities

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-01

... Assessment (FEA) prepared by the Applicants for the Federal Aviation Administration (FAA), and a Finding of... Proposed Modifications to Project As stated in the FEA, the existing amphibious seaplane ramp at Akutan...

View northeast toward west side of building 68. View partially ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View northeast toward west side of building 68. View partially obscured by automobiles and storage structures. - Naval Air Station North Island, Seaplane Hangars, Roe Street, North Island, San Diego, San Diego County, CA

51. LINES AT TIME OFFICE NO. 13 AT CHECKOUT TIME. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

51. LINES AT TIME OFFICE NO. 13 AT CHECKOUT TIME. SEAPLANE HANGARS (BLDGS. 1-2) IN BACKGROUND. USN PHOTO, JULY 11, 1941. - Quonset Point Naval Air Station, Roger Williams Way, North Kingstown, Washington County, RI

Facility No. S362, view across the ramp U.S. Naval ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Facility No. S362, view across the ramp - U.S. Naval Base, Pearl Harbor, Seaplane Ramps - World War II Type, Southwest and west shore of Ford Island, near Wasp Boulevard, Pearl City, Honolulu County, HI

General aviation airports : a national asset, May 2012.

DOT National Transportation Integrated Search

2012-05-01

There are over 19,000 airports, heliports, seaplane bases, and other landing facilities in the United States and its territories. Of these, 3,330 are included in the FAAs National Plan of Integrated Airport Systems (NPIAS), are open to the public,...

40 CFR 124.10 - Public notice of permit actions and public comment period.

Code of Federal Regulations, 2013 CFR

2013-07-01

... issued or is required to issue a RCRA, UIC, PSD (or other permit under the Clean Air Act), NPDES, 404... which may affect aircraft operations or for purposes associated with seaplane operations; (vii) For PSD...

36 CFR 328.1 - Purpose.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Parks, Forests, and Public Property CORPS OF ENGINEERS, DEPARTMENT OF THE ARMY REGULATION OF SEAPLANE OPERATIONS AT CIVIL WORKS WATER RESOURCE DEVELOPMENT PROJECTS ADMINISTERED BY THE CHIEF OF ENGINEERS § 328.1... projects means water resources development projects administered by the Chief of Engineers. ...

36 CFR 328.5 - Guidelines for seaplane use of project waters.

Code of Federal Regulations, 2014 CFR

2014-07-01

... operations of the aircraft while upon the water shall be in accordance with the marine rules of the road for... the Federal Water Pollution Control Act of 1972 (Pub. L. 92-500). (g) Appropriate signs should be...

36 CFR 328.5 - Guidelines for seaplane use of project waters.

Code of Federal Regulations, 2010 CFR

2010-07-01

... operations of the aircraft while upon the water shall be in accordance with the marine rules of the road for... the Federal Water Pollution Control Act of 1972 (Pub. L. 92-500). (g) Appropriate signs should be...

36 CFR § 328.5 - Guidelines for seaplane use of project waters.

Code of Federal Regulations, 2013 CFR

2013-07-01

... operations of the aircraft while upon the water shall be in accordance with the marine rules of the road for... the Federal Water Pollution Control Act of 1972 (Pub. L. 92-500). (g) Appropriate signs should be...

36 CFR 328.5 - Guidelines for seaplane use of project waters.

Code of Federal Regulations, 2011 CFR

2011-07-01

... operations of the aircraft while upon the water shall be in accordance with the marine rules of the road for... the Federal Water Pollution Control Act of 1972 (Pub. L. 92-500). (g) Appropriate signs should be...

36 CFR 328.5 - Guidelines for seaplane use of project waters.

Code of Federal Regulations, 2012 CFR

2012-07-01

... operations of the aircraft while upon the water shall be in accordance with the marine rules of the road for... the Federal Water Pollution Control Act of 1972 (Pub. L. 92-500). (g) Appropriate signs should be...

36 CFR § 327.4 - Aircraft.

Code of Federal Regulations, 2013 CFR

2013-07-01

... REGULATIONS GOVERNING PUBLIC USE OF WATER RESOURCE DEVELOPMENT PROJECTS ADMINISTERED BY THE CHIEF OF ENGINEERS..., seaplanes, helicopters, ultra-light aircraft, motorized hang gliders, hot air balloons, any non-powered... person, material or equipment by parachute, balloon, helicopter or other means onto or from project lands...

14 CFR 1.1 - General definitions.

Code of Federal Regulations, 2011 CFR

2011-01-01

...; landplane; and seaplane. Clearway means: (1) For turbine engine powered airplanes certificated after August... located to each side of the runway. (2) For turbine engine powered airplanes certificated after September... system parts, wiring, air ducts, fittings, and powerplant controls, means the capacity to perform the...

14 CFR 1.1 - General definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

...; landplane; and seaplane. Clearway means: (1) For turbine engine powered airplanes certificated after August... located to each side of the runway. (2) For turbine engine powered airplanes certificated after September... system parts, wiring, air ducts, fittings, and powerplant controls, means the capacity to perform the...

14 CFR 1.1 - General definitions.

Code of Federal Regulations, 2012 CFR

2012-01-01

...; landplane; and seaplane. Clearway means: (1) For turbine engine powered airplanes certificated after August... located to each side of the runway. (2) For turbine engine powered airplanes certificated after September... system parts, wiring, air ducts, fittings, and powerplant controls, means the capacity to perform the...

14 CFR 1.1 - General definitions.

Code of Federal Regulations, 2013 CFR

2013-01-01

...; balloon; landplane; and seaplane. Clearway means: (1) For turbine engine powered airplanes certificated... they are located to each side of the runway. (2) For turbine engine powered airplanes certificated... system parts, wiring, air ducts, fittings, and powerplant controls, means the capacity to perform the...

14 CFR 1.1 - General definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

...; balloon; landplane; and seaplane. Clearway means: (1) For turbine engine powered airplanes certificated... they are located to each side of the runway. (2) For turbine engine powered airplanes certificated... system parts, wiring, air ducts, fittings, and powerplant controls, means the capacity to perform the...

36 CFR 328.2 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 328.2 Parks, Forests, and Public Property CORPS OF ENGINEERS, DEPARTMENT OF THE ARMY REGULATION OF SEAPLANE OPERATIONS AT CIVIL WORKS WATER RESOURCE DEVELOPMENT PROJECTS ADMINISTERED BY THE CHIEF OF ENGINEERS § 328.2 Applicability. This regulation is applicable to all Field Operating Agencies having Civil...

36 CFR 328.6 - Procedures.

Code of Federal Regulations, 2012 CFR

2012-07-01

... the vicinity of actively used airports, air fields, or densely populated areas. News releases, public... investigation, examination, and determination, consider environmental factors in accordance with the National Environmental Policy Act of 1969 (NEPA), Pub. L. 91-190—particularly should he consider the impact that seaplane...

36 CFR 328.6 - Procedures.

Code of Federal Regulations, 2011 CFR

2011-07-01

... the vicinity of actively used airports, air fields, or densely populated areas. News releases, public... investigation, examination, and determination, consider environmental factors in accordance with the National Environmental Policy Act of 1969 (NEPA), Pub. L. 91-190—particularly should he consider the impact that seaplane...

36 CFR 328.6 - Procedures.

Code of Federal Regulations, 2014 CFR

2014-07-01

... the vicinity of actively used airports, air fields, or densely populated areas. News releases, public... investigation, examination, and determination, consider environmental factors in accordance with the National Environmental Policy Act of 1969 (NEPA), Pub. L. 91-190—particularly should he consider the impact that seaplane...

36 CFR 328.6 - Procedures.

Code of Federal Regulations, 2010 CFR

2010-07-01

... the vicinity of actively used airports, air fields, or densely populated areas. News releases, public... investigation, examination, and determination, consider environmental factors in accordance with the National Environmental Policy Act of 1969 (NEPA), Pub. L. 91-190—particularly should he consider the impact that seaplane...

36 CFR 328.7 - Other authorities.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Section 328.7 Parks, Forests, and Public Property CORPS OF ENGINEERS, DEPARTMENT OF THE ARMY REGULATION OF SEAPLANE OPERATIONS AT CIVIL WORKS WATER RESOURCE DEVELOPMENT PROJECTS ADMINISTERED BY THE CHIEF OF ENGINEERS § 328.7 Other authorities. Nothing in the preceding provisions bestows authority to deviate from...

36 CFR 328.3 - References.

Code of Federal Regulations, 2010 CFR

2010-07-01

....3 Parks, Forests, and Public Property CORPS OF ENGINEERS, DEPARTMENT OF THE ARMY REGULATION OF SEAPLANE OPERATIONS AT CIVIL WORKS WATER RESOURCE DEVELOPMENT PROJECTS ADMINISTERED BY THE CHIEF OF ENGINEERS § 328.3 References. (a) Title 36 CFR, part 327, Rules and Regulations Governing Public Use of...

19. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

19. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (L5925) LOENING SCL-1 SEAPLANE IN THE FULL-SCALE WIND TUNNEL, OCTOBER 1931. - NASA Langley Research Center, Full-Scale Wind Tunnel, 224 Hunting Avenue, Hampton, Hampton, VA

15. VIEW NORTHNORTHEAST OF TOW TANK No. 2, DEWATERED. ENCLOSED ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. VIEW NORTH-NORTHEAST OF TOW TANK No. 2, DEWATERED. ENCLOSED AREAS AT BACK OF TUNNEL IS A HOUSING FOR CONDUCTING PERFORMANCE TESTING ON AIRCRAFT MODELS IN A VORTEX. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

25. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

25. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (L88-10198) CONTEMPORARY VIEW OF THE "720" EXPRESS OR TEST CARRIAGE IN 1988. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

36 CFR § 328.6 - Procedures.

Code of Federal Regulations, 2013 CFR

2013-07-01

... the vicinity of actively used airports, air fields, or densely populated areas. News releases, public... investigation, examination, and determination, consider environmental factors in accordance with the National Environmental Policy Act of 1969 (NEPA), Pub. L. 91-190—particularly should he consider the impact that seaplane...

A Complete Tank Test of a Model of Flying-boat Hull - N.A.C.A. Model 16

NASA Technical Reports Server (NTRS)

Shoemaker, James H

1933-01-01

A model of a 2-step flying-boat hull, of the type generally used in England, was tested according to the complete method described in the N.A.C.A. Technical Note No. 464. The lines of this model were taken from offsets given by Mr. William Munro in Flight, May 29, 1931. The data cover the range of loads, speeds, and trim angles that may be of use in applying the hull form to the design of any seaplane. The results are reduced to nondimensional form to aid application to design problems and facilitate comparison with the performance of other hulls. The water characteristics of Model 16 are compared with those of Model 11-A, which is representative of current American practice. The results show that when the two forms are applied to a given seaplane design under optimum conditions for each, the performance of Model 16 will be somewhat inferior to that of Model 11-A.

Naval Sea Systems Command > Home

Science.gov Websites

Parties Vehicles for Partnering STEM Programs FIRST LEGO League Robotics Program Carderock Math Contest Educational Partnership Agreements Math Clubs Seaplane Challenge Calculator-Controlled Robot Program Students - 'Fun Twist on Math' May 24, 2018 More SOCIAL MEDIA Facebook Logo Join us live as we commission

22. Photocopy of photograph (original in the Langley Research Center ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

22. Photocopy of photograph (original in the Langley Research Center Archives, Hampton, VA LaRC) (L6415) STUFFED SEAGULL ON CARRIAGE OF TOWING TANK - 1932; EXPERIMENT TO DETERMINE AERODYNAMIC QUALITIES OF BIRDS. - NASA Langley Research Center, Seaplane Towing Channel, 108 Andrews Street, Hampton, Hampton, VA

Resistance and Spray Characteristics of a 1/13-Scale Model of the Consolidated Vultee Skate 7 Seaplane, TED No. NACA DE 338

NASA Technical Reports Server (NTRS)

McKann, Robert E.; Coffee, Claude W.; Arabian, Donald D.

1949-01-01

A model of a Consolidated Vultee Aircraft Corporation Skate 7 sea-plane:was tested in Langley tank no= 2. Resistance data, 'spray photographs, and underwater photographs,are given in this report without discussion.

Water Pressure Distribution on a Flying Boat Hull

NASA Technical Reports Server (NTRS)

Thompson, F L

1931-01-01

This is the third in a series of investigations of the water pressures on seaplane floats and hulls, and completes the present program. It consisted of determining the water pressures and accelerations on a Curtiss H-16 flying boat during landing and taxiing maneuvers in smooth and rough water.

14 CFR 23.521 - Water load conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Water load conditions. 23.521 Section 23... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Structure Water Loads § 23.521 Water load conditions. (a) The structure of seaplanes and amphibians must be designed for water...

14 CFR 25.529 - Hull and main float landing conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float landing conditions. 25... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.529 Hull and main.... (b) Unsymmetrical landing for hull and single float seaplanes. Unsymmetrical step, bow, and stern...

12. Photocopy of photograph (original in Langley Research Center Archives, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. Photocopy of photograph (original in Langley Research Center Archives, Hampton, VA LaRC) (L4496) AERIAL VIEW OF FULL-SCALE WIND TUNNEL UNDER CONSTRUCTION; c. 1930. NOTE SEAPLANE TOWING CHANNEL STRUCTURE IN BACKGROUND. - NASA Langley Research Center, Full-Scale Wind Tunnel, 224 Hunting Avenue, Hampton, Hampton, VA

14 CFR 23.521 - Water load conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Water load conditions. 23.521 Section 23... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Structure Water Loads § 23.521 Water load conditions. (a) The structure of seaplanes and amphibians must be designed for water...

14 CFR 23.521 - Water load conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Water load conditions. 23.521 Section 23... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Structure Water Loads § 23.521 Water load conditions. (a) The structure of seaplanes and amphibians must be designed for water...

14 CFR 23.521 - Water load conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Water load conditions. 23.521 Section 23... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Structure Water Loads § 23.521 Water load conditions. (a) The structure of seaplanes and amphibians must be designed for water...

14 CFR 23.1399 - Riding light.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Riding light. 23.1399 Section 23.1399... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Lights § 23.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian, must be installed so that it...

14 CFR 23.1399 - Riding light.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Riding light. 23.1399 Section 23.1399... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Lights § 23.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian, must be installed so that it...

14 CFR 23.1399 - Riding light.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Riding light. 23.1399 Section 23.1399... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Lights § 23.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian, must be installed so that it...

14 CFR 23.1399 - Riding light.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Riding light. 23.1399 Section 23.1399... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Lights § 23.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian, must be installed so that it...

14 CFR 23.1399 - Riding light.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Riding light. 23.1399 Section 23.1399... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Lights § 23.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian, must be installed so that it...

14 CFR 25.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.533 Hull and main... figure 2 of appendix B; V S 1=seaplane stalling speed (Knots) at the design water takeoff weight with... design water takeoff weight with flaps extended in the appropriate takeoff position; and β=angle of dead...

14 CFR 23.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Water Loads § 23.533 Hull and main float bottom pressures. (a) General. The hull and main float...=seaplane stalling speed (knots) at the design water takeoff weight with flaps extended in the appropriate...) at the design water takeoff weight with flaps extended in the appropriate takeoff position; and β...

14 CFR 25.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.533 Hull and main... figure 2 of appendix B; V S 1=seaplane stalling speed (Knots) at the design water takeoff weight with... design water takeoff weight with flaps extended in the appropriate takeoff position; and β=angle of dead...

14 CFR 23.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Water Loads § 23.533 Hull and main float bottom pressures. (a) General. The hull and main float...=seaplane stalling speed (knots) at the design water takeoff weight with flaps extended in the appropriate...) at the design water takeoff weight with flaps extended in the appropriate takeoff position; and β...

14 CFR 23.753 - Main float design.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Main float design. 23.753 Section 23.753... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Floats and Hulls § 23.753 Main float design. Each seaplane main float must meet the requirements of § 23.521. [Doc...

14 CFR 23.529 - Hull and main float landing conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float landing conditions. 23... Water Loads § 23.529 Hull and main float landing conditions. (a) Symmetrical step, bow, and stern... directed perpendicularly to the keel line. (b) Unsymmetrical landing for hull and single float seaplanes...

14 CFR 23.755 - Hulls.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hulls. 23.755 Section 23.755 Aeronautics... Hulls § 23.755 Hulls. (a) The hull of a hull seaplane or amphibian of 1,500 pounds or more maximum weight must have watertight compartments designed and arranged so that the hull auxiliary floats, and...

14 CFR 23.51 - Takeoff speeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff speeds. 23.51 Section 23.51... speeds. (a) For normal, utility, and acrobatic category airplanes, rotation speed, VR, is the speed at... seaplanes and amphibians taking off from water, VR, may be any speed that is shown to be safe under all...

14 CFR 23.51 - Takeoff speeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff speeds. 23.51 Section 23.51... speeds. (a) For normal, utility, and acrobatic category airplanes, rotation speed, VR, is the speed at... seaplanes and amphibians taking off from water, VR, may be any speed that is shown to be safe under all...

36 CFR 13.1180 - Closed waters, motor vessels and seaplanes.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., then along the south shore of Lester Island to its western end, then to the southernmost point of Young... and south through the charted (5) obstruction located approximately 21/4 nautical miles east of Pt... Hugh Miller Inlet. (4) Waters within the Beardslee Island group (except the Beardslee Entrance), that...

36 CFR 13.1180 - Closed waters, motor vessels and seaplanes.

Code of Federal Regulations, 2014 CFR

2014-07-01

..., then along the south shore of Lester Island to its western end, then to the southernmost point of Young... and south through the charted (5) obstruction located approximately 21/4 nautical miles east of Pt... Hugh Miller Inlet. (4) Waters within the Beardslee Island group (except the Beardslee Entrance), that...

36 CFR 13.1180 - Closed waters, motor vessels and seaplanes.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., then along the south shore of Lester Island to its western end, then to the southernmost point of Young... and south through the charted (5) obstruction located approximately 21/4 nautical miles east of Pt... Hugh Miller Inlet. (4) Waters within the Beardslee Island group (except the Beardslee Entrance), that...

36 CFR 13.1180 - Closed waters, motor vessels and seaplanes.

Code of Federal Regulations, 2012 CFR

2012-07-01

..., then along the south shore of Lester Island to its western end, then to the southernmost point of Young... and south through the charted (5) obstruction located approximately 21/4 nautical miles east of Pt... Hugh Miller Inlet. (4) Waters within the Beardslee Island group (except the Beardslee Entrance), that...

14 CFR 25.1399 - Riding light.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Riding light. 25.1399 Section 25.1399... STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Lights § 25.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian must be installed so that it can— (1) Show a white light for...

14 CFR 25.1399 - Riding light.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Riding light. 25.1399 Section 25.1399... STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Lights § 25.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian must be installed so that it can— (1) Show a white light for...

14 CFR 25.1399 - Riding light.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Riding light. 25.1399 Section 25.1399... STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Lights § 25.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian must be installed so that it can— (1) Show a white light for...

14 CFR 25.1399 - Riding light.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Riding light. 25.1399 Section 25.1399... STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Lights § 25.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian must be installed so that it can— (1) Show a white light for...

14 CFR 25.1399 - Riding light.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Riding light. 25.1399 Section 25.1399... STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Lights § 25.1399 Riding light. (a) Each riding (anchor) light required for a seaplane or amphibian must be installed so that it can— (1) Show a white light for...

Photocopy of drawing (this photograph is an 8" x 10" ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photocopy of drawing (this photograph is an 8" x 10" copy of an 8" x 10" negative; 1993 original architectural drawing located at Building No. 458, NAS Pensacola, Florida) REPAIR AND RESTORATION OF BUILDING NO. 74, ARCHITECTURAL FLOOR PLAN, SHEET 5 OF 17 - U.S. Naval Air Station, Seaplane Hangar, 521 South Avenue, Pensacola, Escambia County, FL

Oblique view of Facility No. S362 showing the profile of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Oblique view of Facility No. S362 showing the profile of the ramp. Note the mooring cleat fixed to the top edge of the curb at left - U.S. Naval Base, Pearl Harbor, Seaplane Ramps - World War II Type, Southwest and west shore of Ford Island, near Wasp Boulevard, Pearl City, Honolulu County, HI

33 CFR 334.980 - Pacific Ocean; around San Nicolas Island, Calif., naval restricted area.

Code of Federal Regulations, 2011 CFR

2011-07-01

... regulations. (1) No seaplanes, other than those approved for entry by the Commander, Pacific Missile Range... section, relating to sections BRAVO and CHARLIE, no vessels other than Pacific Missile Range craft and... Missile Range by telephone or radio. Boats must remain at least 300 yards from the shoreline of San...

33 CFR 334.980 - Pacific Ocean; around San Nicolas Island, Calif., naval restricted area.

Code of Federal Regulations, 2012 CFR

2012-07-01

... regulations. (1) No seaplanes, other than those approved for entry by the Commander, Pacific Missile Range... section, relating to sections BRAVO and CHARLIE, no vessels other than Pacific Missile Range craft and... Missile Range by telephone or radio. Boats must remain at least 300 yards from the shoreline of San...

33 CFR 334.980 - Pacific Ocean; around San Nicolas Island, Calif., naval restricted area.

Code of Federal Regulations, 2013 CFR

2013-07-01

... regulations. (1) No seaplanes, other than those approved for entry by the Commander, Pacific Missile Range... section, relating to sections BRAVO and CHARLIE, no vessels other than Pacific Missile Range craft and... Missile Range by telephone or radio. Boats must remain at least 300 yards from the shoreline of San...

33 CFR 334.980 - Pacific Ocean; around San Nicolas Island, Calif., naval restricted area.

Code of Federal Regulations, 2010 CFR

2010-07-01

... regulations. (1) No seaplanes, other than those approved for entry by the Commander, Pacific Missile Range... section, relating to sections BRAVO and CHARLIE, no vessels other than Pacific Missile Range craft and... Missile Range by telephone or radio. Boats must remain at least 300 yards from the shoreline of San...

75 FR 35329 - Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-22

...-driven fixed-wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the... reporting of runway incursions: ``Any event in which an aircraft operated by an air carrier: (i) Lands or... during normal operations, such as those involving seaplanes, hot-air balloons, unmanned aircraft systems...

14 CFR 23.527 - Hull and main float load factors.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float load factors. 23.527... Water Loads § 23.527 Hull and main float load factors. (a) Water reaction load factors nw must be...=seaplane landing weight in pounds. (6) K1=empirical hull station weighing factor, in accordance with figure...

76 FR 51022 - Juneau Hydropower, Inc.; Notice of Scoping Meeting and Site Visit and Soliciting Scoping Comments...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-17

... Creek; (7) a new approximately 0.6-mile long road from the powerhouse to the dock/ landing site; (8) a new dock/landing site for boat, seaplane, and/or helicopter access, located on the east shore of... Hydropower, Inc.; Notice of Scoping Meeting and Site Visit and Soliciting Scoping Comments for an Applicant...

Sailor to Airman: The Military Career of General Robert T. Herres

DTIC Science & Technology

2009-06-01

to do!”25F11 Bob also acquired important military skills at the Academy, including learning to fly bi-wing seaplanes over the Chesapeake Bay during...The primary test programs during Lt Col Herres tenure included the A-7D Corsair II, the FB-111A Aardvark, the C-5A Galaxy, and the AIM-4H Falcon air

The C.A.M.S. 54 G.R. transatlantic seaplane (French)

NASA Technical Reports Server (NTRS)

Ide, John Jay

1928-01-01

Tested at the end of March, 1928, the C.A.M.S. 54 G.R. was built for the purpose of crossing the Atlantic from Europe by way of the azores. It has a biplane construction with wings mounted above the hull. It is powered by two new series 500 HP. geared Hispano Suiza V type engines.

Hydrodynamic Properties of Planing Surfaces and Flying Boats

NASA Technical Reports Server (NTRS)

Sokolov, N. A.

1950-01-01

The study of the hydrodynamic properties of planing bottom of flying boats and seaplane floats is at the present time based exclusively on the curves of towing tests conducted in tanks. In order to provide a rational basis for the test procedure in tanks and practical design data, a theoretical study must be made of the flow at the step and relations derived that show not only qualitatively but quantitatively the inter-relations of the various factors involved. The general solution of the problem of the development of hydrodynamic forces during the motion of the seaplane float or flying boat is very difficult for it is necessary to give a three-dimensional solution, which does not always permit reducing the analysis to the form of workable computation formulas. On the other had, the problem is complicated by the fact that the object of the analysis is concerned with two fluid mediums, namely, air and water, which have a surface of density discontinuity between them. The theoretical and experimental investigations on the hydrodynamics of a ship cannot be completely carried over to the design of floats and flying-boat hulls, because of the difference in the shape of the contour lines of the bodies, and, because of the entirely different flow conditions from the hydrodynamic viewpoint.

Basing Strategies for Air Refueling Forces in Anti-access/Area-Denial Environments

DTIC Science & Technology

2015-09-01

Disaggregation’s effect on resiliency will depend on how and where it is done. In theory , the DOD expects that disaggregating aircraft and support...some or all of the key assets located on each operating airfield. In net, a truly agile basing concept would be a shell game in which the shells...naval aviation, the Navy used seaplane tenders to support bombing and patrol operations. During World War II, the Army Air Forces’ Project Ivory

Hydrodynamic and Aerodynamic Tests of a Family of Models of Seaplane Floats with Varying Angles of Dead Rise - N.A.C.A. Models 57-A, 57-B, and 57-C

NASA Technical Reports Server (NTRS)

Parkinson, John B; Olson, Roland E; House, Rufus O

1939-01-01

Three models of V-bottom floats for twin-float seaplanes (N.A.C.A. models 57-A, 57-B, and 57-C) having angles of dead rise of 20 degrees, 25 degrees, and thirty degrees, respectively, were tested in the N.A.C.A. tank and in the N.A.C.A. 7- by 10-foot wind tunnel. Within the range investigated, the effect of angle of dead rise on water resistance was found to be negligible at speeds up to and including the hump speed, and water resistance was found to increase with angle of dead rise at planing speeds. The height of the spray at the hump speed decreased with increase in angle of dead rise and the aerodynamic drag increased with dead rise. Lengthening the forebody of model 57-B decreased the water resistance and the spray at speeds below the hump speed. Spray strips provided an effective means for the control of spray with the straight V sections used in the series but considerably increased the aerodynamic drag. Charts for the determination of the water resistance and the static properties of the model with 25 degrees dead rise and for the aerodynamic drag of all the models are included for use in design.

Determination of the Stresses Produced by the Landing Impact in the Bulkheads of a Seaplane Bottom

NASA Technical Reports Server (NTRS)

Darevsky, V. M.

1944-01-01

The present report deals with the determination of the impact stresses in the bulkhead floors of a seaplane bottom. The dynamic problem is solved on the assumption of a certain elastic system, the floor being assumed as a weightless elastic beam with concentrated masses at the ends (due to the mass of the float) and with a spring which replaces the elastic action of the keel in the center. The distributed load on the floor is that due to the hydrodynamic force acting over a certain portion of the bottom. The pressure distribution over the width of the float is assumed to follow the Wagner law. The formulas given for the maximum bending moment are derived on the assumption that the keel is relatively elastic, in which case it can be shown that at each instant of time the maximum bending moment is at the point of juncture of the floor with the keel. The bending moment at this point is a function of the half width of the wetted surface c and reaches its maximum value when c is approximately equal to b/2 where b is the half width of the float. In general, however, for computing the bending moment the values of the bending moment at the keel for certain values of c are determined and a curve is drawn. The illustrative sample computation gave for the stresses a result approximately equal to that obtained by the conventional factory computation.

Tank Tests on Water Rudders for Float Seaplanes

DTIC Science & Technology

1939-11-01

a Jr.l;.’ to inveeti -atj the technique of the method . Cone luol one At a speod oi 10 knots In the flrat set o. tout a the yawing moments...required for maintaining a atrni ht aourse in a slduulnd. The whirling arm method can lvo iwauuremunta ol tho turning sireles obtainable with dl.ferent...ore« aa« paala« aaaaata.1,1’ It »aa aaaiawd that taa air an« « atar roadero aora« thron-h -h» aaao angle. .1« balance of too lorceo aa

RFB research and development in WIG vehicles

NASA Astrophysics Data System (ADS)

Fischer, Hanno

An account is given of the development history of wing-in-ground (WIG) effect aircraft at a major West German aircraft manufacturer since 1964; these efforts have encompassed the development of the X113 and X114 'airfoilboat' WIG seaplanes. Attention is given to the aerodynamic efficiency and operational economy trends that result from up-scaling of WIG craft configurations to takeoff gross weights of the order of 300 tons. Also noted is the illustration of comparative efficiency among types of transportation, including WIG vehicles, given by the von Karman-Gabrielli diagram.

Transonic Stability and Control Investigation of a 1/80-Scale Model of the Consolidated Vultee Skate 9 Seaplane, TED No. NACA DE 345: Transonic-Bump Method

NASA Technical Reports Server (NTRS)

Riebe, John M.; MacLeod, Richard G.

1950-01-01

An investigation of the longitudinal stability and of the all-movable horizontal tail and aileron control of a 1/80-scale reflection-plane model of the Consolidated Vultee Skate 9 seaplane has been made through a Mach number range of 0.6 to 1.16 on the transonic bump of the Langley high-speed 7- by 10-foot tunnel. At moderate lift coefficients (0.4 to 0.8) and below a Mach number of 1.0 the model was statically unstable longitudinally. The static longitudinal stability of the model at low lift coefficients increased with Mach number corresponding to a shift in aerodynamic center from 37 percent mean aerodynamic chord at a Mach number of 0.60 to 64 percent at a Mach number of 1.10. Estimates indicate that the tail deflection angle required for steady flight and for accelerated maneuvers of the Skate 9 airplane would probably not vary greatly with Mach number at sea level, but for accelerated maneuvers at altitude the tail deflection angle would probably vary erratically with Mach number. The variation of rolling-moment coefficient with aileron deflection angle was approximately linear, agreed well with theory, and held for the range of aileron deflections tested (-17.1 deg to 16.6 deg). At low lift coefficients the drag rise occurred at Mach numbers of 0.95 and 0.90 for the wing alone and the complete model, respectively. The effects of the canopy on the model were small. For the ranges investigated, angle-of-attack and Mach number changes caused no large pressure drops in the jet-engine duct.

Estimation of Hydrodynamic Impact Loads and Pressure Distributions on Bodies Approximating Elliptical Cylinders with Special Reference to Water Landings of Helicopters

NASA Technical Reports Server (NTRS)

Schnitzer, Emanuel; Hathaway, Melvin E

1953-01-01

An approximate method for computing water loads and pressure distributions on lightly loaded elliptical cylinders during oblique water impacts is presented. The method is of special interest for the case of emergency water landings of helicopters. This method makes use of theory developed and checked for landing impacts of seaplanes having bottom cross sections of V and scalloped contours. An illustrative example is given to show typical results obtained from the use of the proposed method of computation. The accuracy of the approximate method was evaluated through comparison with limited experimental data for two-dimensional drops of a rigid circular cylinder at a trim of 0 degrees and a flight -path angle of 90 degrees. The applicability of the proposed formulas to the design of rigid hulls is indicated by the rough agreement obtained between the computed and experimental results. A detailed computational procedure is included as an appendix.

The Aerodynamic Drag of Five Models of Side Floats N.A.C.A. Models 51-E, 51-F, 51-G, 51-H, 51-J

NASA Technical Reports Server (NTRS)

House, R O

1938-01-01

The drag of five models of side floats was measured in the N.A.C.A. 7- by 10-foot wind tunnel. The most promising method of reducing the drag of floats indicated by these tests is lowering the angle at which the floats are rigged. The addition of a step to a float does not always increase the drag in the flying range, floats with steps sometimes having lower drag than similar floats without steps. Making the bow chine no higher than necessary might result in a reduction in air drag because of the lower angle of pitch of the chines. Since side floats are used formally to obtain lateral stability when the seaplane is operating on the water at slow speeds or at rest, greater consideration can be given to factors affecting aerodynamic drag than is possible for other types of floats and hulls.

Tank Tests of NACA Model 40 Series of Hulls for Small Flying Boats and Amphibians

NASA Technical Reports Server (NTRS)

Parkinson, John B; Dawson, John R

1937-01-01

The NACA model 40 series of flying-boat hull models consists of 2 forebodies and 3 afterbodies combined to provide several forms suitable for use in small marine aircraft. One forebody is the usual form with hollow bow sections and the other has a bottom surface that is completely developable from bow to step. The afterbodies include a short pointed afterbody with an extension for the tail surfaces, a long afterbody similar to that of a seaplane float but long enough to carry the tail surfaces, and a third obtained by fitting a second step in the latter afterbody. The various combinations were tested in the NACA Tank by the general method over a suitable range of loadings. Fixed-trim tests were made for all speeds likely to be used and free-to-trim tests were made at low speeds to slightly beyond the hump speed. The characteristics of the hulls at best trim angles have been deduced from the data of the tests at fixed trim angles and are given in the form of nondimensional coefficients applicable to any size hull.

A Brief Hydrodynamic Investigation of a 1/24-Scale Model of the DR-77 Seaplane

NASA Technical Reports Server (NTRS)

Fisher, Lloyd J.; Hoffman, Edward L.

1953-01-01

A limited investigation of a 1/24-scale dynamically similar model of the Navy Bureau of Aeronautics DR-77 design was conducted in Langley tank no. 2 to determine the calm-water take-off and the rough-water landing characteristics of the design with particular regard to the take-off resistance and the landing accelerations. During the take-off tests, resistance, trim, and rise were measured and photographs were taken to study spray. During the landing tests, motion-picture records and normal-acceleration records were obtained. A ratio of gross load to maximum resistance of 3.2 was obtained with a 30 deg. dead-rise hydro-ski installation. The maximum normal accelerations obtained with a 30 deg. dead-rise hydro-ski installation were of the order of 8g to log in waves 8 feet high (full scale). A yawing instability that occurred just prior to hydro-ski emergence was improved by adding an afterbody extension, but adding the extension reduced the ratio of gross load to maximum resistance to 2.9.

Preliminary Tests in the NACA Tank to Investigate the Fundamental Characteristics of Hydrofoils

NASA Technical Reports Server (NTRS)

Ward, Kenneth E.; Land, Norman S.

1940-01-01

This preliminary investigation was made to study the hydrodynamic properties and general behavior of simple hydrofoils. Six 5- by 30-inch plain, rectangular hydrofoils were tested in the NACA tank at various speeds, angles of attack and depths below the water surface. Two of the hydrofoils had sections representing the sections of commonly used airfoils, one had a section similar to one developed Guidoni for use with hydrofoil-equipped seaplane floats, and three had sections designed to have constant chordwise pressure distributions at given values of the lift coefficient for the purpose of delaying the speed at which cavitation begins. The experimental results are presented as curves of the lift and drag coefficients plotted against speed for the various angles of attack and depths for which the hydrofoils were tested. A number of derived curves are included for the purpose of better comparing the characteristics of the hydrofoils and to show the effects of depth. Several representative photographs show the development of cavitation on the the upper surface of the hydrofoils. The results indicate that properly designed hydrofoil sections will have excellent characteristics and that the speed at which cavitation occurs may be delayed to an appreciable extent by the use of suitable sections.

Comparison of Water-Load Distributions Obtained during Seaplane Landings with Bureau of Aeronautics Specifications. TED No. NACA 2413

NASA Technical Reports Server (NTRS)

Smiley, Robert F.; Haines, Gilbert A.

1949-01-01

Bureau of Aeronautics Design Specifications SS-IC-2 for water loads in sheltered water are compared with experimental water loads obtained during a full--scale landing investigation. This investigation was conducted with a JRS-1 flying boat which has a 20 degrees dead-rise V-bottom with a partial chine flare. The range of landing conditions included airspeeds between 88 and 126 feet per second, sinking speeds between 1.6 and 9.1 feet per second, flight angles less than 6 degrees, and trims between 2 degrees and 12 degrees. Landings were moderate and were made in calm water. Measurements were obtained of maximum over-all loads, maximum pitching moments, and pressure distributions. Maximum experimental loads include over-all load factors of 2g, moments of 128,000 pound-feet, and maximum local pressures greater than 40 pounds per square inch. Experimental over-all loads are approximately one-half the design values, while local pressures are of the same order as or larger than pressures calculated from specifications for plating, stringer, floor, and frame design. The value of this comparison is limited, to some extent, by the moderate conditions of the test and by the necessary simplifying assumptions used in comparing the specifications with the experimental loads.

The Response of a Branch of Puget Sound, Washington to the 2014 North Pacific Warm Anomaly

NASA Astrophysics Data System (ADS)

Mickett, J.; Newton, J.; Devol, A.; Krembs, C.; Ruef, W.

2016-02-01

The flow of the unprecedentedly-warm upper-ocean North Pacific "Blob" water into Puget Sound, Washington, caused local extreme water property anomalies that extended from the arrival of the water inshore in the fall of 2014 through 2015. Here we report on moored and seaplane observations from Hood Canal, a branch of Puget Sound, where temperature was more than 2σ above climatology for much of the year with maximum temperature anomalies at depth and at the surface +2.5 °C and +7 °C respectively. The low density of the oceanic warm "Blob" water resulted in weak deep water flushing in Hood Canal in the fall of 2014, which combined with a lack of wintertime flushing to result in anomalously-low dissolved oxygen (DO) concentrations at depth. Late-summer 2015 DO values were the lowest in a decade of mooring observations and more than 2σ below climatology. The anomalously low density of the deep basin water allowed a very early onset of the annually-occurring, late-summer intrusion, which first entered Hood Canal at the end of July compared to the usual arrival in early to mid-September. In late August this intrusion conspired with an early fall storm to lift the very low DO deep water to surface at the south end of Hood Canal, causing a significant fish kill event.

Survey on the novel hybrid aquatic-aerial amphibious aircraft: Aquatic unmanned aerial vehicle (AquaUAV)

NASA Astrophysics Data System (ADS)

Yang, Xingbang; Wang, Tianmiao; Liang, Jianhong; Yao, Guocai; Liu, Miao

2015-04-01

The aquatic unmanned aerial vehicle (AquaUAV), a kind of vehicle that can operate both in the air and the water, has been regarded as a new breakthrough to broaden the application scenario of UAV. Wide application prospects in military and civil field are more than bright, therefore many institutions have focused on the development of such a vehicle. However, due to the significant difference of the physical properties between the air and the water, it is rather difficult to design a fully-featured AquaUAV. Until now, majority of partially-featured AquaUAVs have been developed and used to verify the feasibility of an aquatic-aerial vehicle. In the present work, we classify the current partially-featured AquaUAV into three categories from the scope of the whole UAV field, i.e., the seaplane UAV, the submarine-launched UAV, and the submersible UAV. Then the recent advancements and common characteristics of the three kinds of AquaUAVs are reviewed in detail respectively. Then the applications of bionics in the design of AquaUAV, the transition mode between the air and the water, the morphing wing structure for air-water adaptation, and the power source and the propulsion type are summarized and discussed. The tradeoff analyses for different transition methods between the air and the water are presented. Furthermore, it indicates that applying the bionics into the design and development of the AquaUAV will be essential and significant. Finally, the significant technical challenges for the AquaUAV to change from a conception to a practical prototype are indicated.

Earth Observations taken by the Expedition 17 Crew

NASA Image and Video Library

2008-05-29

ISS017-E-008188 (29 May 2008) --- Dry Tortugas islands near Florida are featured in this image photographed by an Expedition 17 crewmember on the International Space Station. The Dry Tortugas are a group of islands located approximately 75 miles west of Key West, Florida; they form the western end of the Florida Keys in the Gulf of Mexico. Like the Keys, the Dry Tortugas are formed primarily of coral reefs over older limestone formations. The islands were named "Dry Tortugas" upon discovery by Ponce de Leon in 1513 -- "tortugas" means turtles in Spanish, and the islands are "dry" as no fresh water is found on them. From the air, the islands present an atoll-like arrangement, however no central volcanic structure is present. The islands are only accessible by boat or seaplane; nevertheless they have been designated the Dry Tortugas National Park, and are visited by hundreds every year. This view highlights three islands in the group; Bush Key, Hospital Key, and Garden Key -- the site of Fort Jefferson. Fort Jefferson is a Civil War era fort, perhaps most notable for being the prison of Dr. Samuel Mudd, who set the broken leg of John Wilkes Booth following Booth's assassination of President Lincoln. The fort itself is currently undergoing extensive restoration to prevent collapse of the hexagonal outer walls (center). The islands stand out due to brown and light tan carbonate sands visible above the Gulf of Mexico water surface. Light blue-green irregular masses in the image surrounding the islands are coral reef tops visible below the water surface.

WASS: An open-source pipeline for 3D stereo reconstruction of ocean waves

NASA Astrophysics Data System (ADS)

Bergamasco, Filippo; Torsello, Andrea; Sclavo, Mauro; Barbariol, Francesco; Benetazzo, Alvise

2017-10-01

Stereo 3D reconstruction of ocean waves is gaining more and more popularity in the oceanographic community and industry. Indeed, recent advances of both computer vision algorithms and computer processing power now allow the study of the spatio-temporal wave field with unprecedented accuracy, especially at small scales. Even if simple in theory, multiple details are difficult to be mastered for a practitioner, so that the implementation of a sea-waves 3D reconstruction pipeline is in general considered a complex task. For instance, camera calibration, reliable stereo feature matching and mean sea-plane estimation are all factors for which a well designed implementation can make the difference to obtain valuable results. For this reason, we believe that the open availability of a well tested software package that automates the reconstruction process from stereo images to a 3D point cloud would be a valuable addition for future researches in this area. We present WASS (http://www.dais.unive.it/wass), an Open-Source stereo processing pipeline for sea waves 3D reconstruction. Our tool completely automates all the steps required to estimate dense point clouds from stereo images. Namely, it computes the extrinsic parameters of the stereo rig so that no delicate calibration has to be performed on the field. It implements a fast 3D dense stereo reconstruction procedure based on the consolidated OpenCV library and, lastly, it includes set of filtering techniques both on the disparity map and the produced point cloud to remove the vast majority of erroneous points that can naturally arise while analyzing the optically complex nature of the water surface. In this paper, we describe the architecture of WASS and the internal algorithms involved. The pipeline workflow is shown step-by-step and demonstrated on real datasets acquired at sea.

WASS: an open-source stereo processing pipeline for sea waves 3D reconstruction

NASA Astrophysics Data System (ADS)

Bergamasco, Filippo; Benetazzo, Alvise; Torsello, Andrea; Barbariol, Francesco; Carniel, Sandro; Sclavo, Mauro

2017-04-01

Stereo 3D reconstruction of ocean waves is gaining more and more popularity in the oceanographic community. In fact, recent advances of both computer vision algorithms and CPU processing power can now allow the study of the spatio-temporal wave fields with unprecedented accuracy, especially at small scales. Even if simple in theory, multiple details are difficult to be mastered for a practitioner so that the implementation of a 3D reconstruction pipeline is in general considered a complex task. For instance, camera calibration, reliable stereo feature matching and mean sea-plane estimation are all factors for which a well designed implementation can make the difference to obtain valuable results. For this reason, we believe that the open availability of a well-tested software package that automates the steps from stereo images to a 3D point cloud would be a valuable addition for future researches in this area. We present WASS, a completely Open-Source stereo processing pipeline for sea waves 3D reconstruction, available at http://www.dais.unive.it/wass/. Our tool completely automates the recovery of dense point clouds from stereo images by providing three main functionalities. First, WASS can automatically recover the extrinsic parameters of the stereo rig (up to scale) so that no delicate calibration has to be performed on the field. Second, WASS implements a fast 3D dense stereo reconstruction procedure so that an accurate 3D point cloud can be computed from each stereo pair. We rely on the well-consolidated OpenCV library both for the image stereo rectification and disparity map recovery. Lastly, a set of 2D and 3D filtering techniques both on the disparity map and the produced point cloud are implemented to remove the vast majority of erroneous points that can naturally arise while analyzing the optically complex nature of the water surface (examples are sun-glares, large white-capped areas, fog and water areosol, etc). Developed to be as fast as possible, WASS can process roughly four 5 MPixel stereo frames per minute (on a consumer i7 CPU) to produce a sequence of outlier-free point clouds with more than 3 million points each. Finally, it comes with an easy to use user interface and designed to be scalable on multiple parallel CPUs.

The future of very large subsonic transports

NASA Technical Reports Server (NTRS)

Justice, R. Steven; Hays, Anthony P.; Parrott, Ed L.

1996-01-01

The Very Large Subsonic Transport (VLST) is a multi-use commercial passenger, commercial cargo, and military airlifter roughly 50% larger than the current Lockheed C-5 and Boeing 747. Due to the large size and cost of the VLST, it is unlikely that the commercial market can support more than one aircraft production line, while declining defense budgets will not support a dedicated military VLST. A successful VLST must therefore meet airline requirements for more passenger and cargo capacity on congested routes into slot-limited airports and also provide a cost effective heavy airlift capacity to support the overseas deployment of US military forces. A successful VLST must satisfy three key missions: commercial passenger service with nominal seating capacity at a minimum of 650 passengers with a range capability of 7,000 to 10,000 miles; commercial air cargo service for containerized cargo to support global manufacturing of high value added products, 'just-in-time' parts delivery, and the general globalization of trade; and military airlift with adequate capacity to load current weapon systems, with minimal break-down, over global ranges (7,000 to 10,000 miles) required to reach the operational theater without need of overseas bases and midair refueling. The development of the VLST poses some technical issues specific to large aircraft, but also key technologies applicable to a wide range of subsonic transport aircraft. Key issues and technologies unique to the VLST include: large composite structures; dynamic control of a large, flexible structure; aircraft noise requirements for aircraft over 850,000 pounds; and increased aircraft separation due to increased wake vortex generation. Other issues, while not unique to the VLST, will critically impact the ability to build an efficient and affordable aircraft include: active control systems: Fly-By-Light/Power-By-Wire (FBL/PBW); high lift systems; flight deck associate systems; laminar flow; emergency egress; and modular design. The VLST will encounter severe restrictions on weight, ground flotation, span, length, and door height to operate at current airports/bases, gates, and cargo loading systems. One option under consideration is for a sea-based VLST, either a conventional seaplane or Wing-In-Ground effect (WIG) vehicle, which would allow greater operational flexibility, while introducing other design challenges such as water impact loads and salt-water corrosion. Lockheed Martin is currently developing a floatplane version of the C-130 Hercules which will provide experience with a modern sea-based aircraft. In addition to its own ongoing research activities, Lockheed Martin is also participating in the NASA Advanced Subsonic Technology, High Speed Research (HSR), and other programs which address some of the technologies needed for the VLST. The VLST will require NASA and US aerospace companies to work together to develop new capabilities and technologies for make the VLST a viable part of transportation beyond 2000.

Hyper III on ramp with single-piece pivot wing installed & Princeton sailwing on ground, with Da

NASA Technical Reports Server (NTRS)

1969-01-01

The Hyper III's shape provided too little lift to land without some type of deployable wing. The single free flight was made using a simulated one-piece pivot wing, which was attached to the upper surface of the fuselage. This used a wing kit from an HP-11 sailplane, which was assembled by Daniel Garrabrant (shown in the photo). Another possible wing was the Flexible Princeton Sailwing. The piloted Hyper III flights were to be made using an SA-16B Albatross seaplane as the drop aircraft. The Hyper III would be carried under the SA-16B's wing on a drop-tank rack. Flight Research Center Director Paul Bikle asked NASA Headquarters for permission to exchange the Center's C-47 for the SA-16. Headquarters turned down this request, effectively ending the possibility of Hyper III flights with a pilot on board. The Flight Research Center (FRC--as Dryden was named from 1959 until 1976) already had experience with testing small-scale aircraft using model-airplane techniques, but the first true remotely piloted research vehicle was the Hyper III, which flew only once in December 1969. At that time, the Center was engaged in flight research with a variety of reentry shapes called lifting bodies, and there was a desire both to expand the flight research experience with maneuverable reentry vehicles, including a high-performance, variable-geometry craft, and to investigate a remotely piloted flight research technique that made maximum use of a research pilot's skill and experience by placing him 'in the loop' as if he were in the cockpit. (There have been, as yet, no female research pilots assigned to Dryden.) The Hyper III as originally conceived was a stiletto-shaped lifting body that had resulted from a study at NASA's Langley Research Center in Hampton, Virginia. It was one of a number of hypersonic, cross-range reentry vehicles studied at Langley. (Hypersonic means Mach 5--five times the speed of sound--or faster; cross-range means able to fly a considerable distance to the left or right of the initial reentry path.) The FRC added a small, deployable, skewed wing to compensate for the shape's extremely low glide ratio. Shop personnel built the 32-foot-long Hyper III and covered its tubular frame with dacron, aluminum, and fiberglass, for about $6,500. Hyper III employed the same '8-ball' attitude indicator developed for control-room use when flying the X-15, two model-airplane receivers to command the vehicle's hydraulic controls, and a telemetry system (surplus from the X-15 program) to transmit 12 channels of data to the ground not only for display and control but for data analysis. Dropped from a helicopter at 10,000 feet, Hyper III flew under the control of research pilot Milt Thompson to a near landing using instruments for control. When the vehicle was close to the ground, he handed the vehicle off to experienced model pilot Dick Fischer for a visual landing using standard controls. The flight demonstrated the feasibility of remotely piloting research vehicles and, among other things, that control of the vehicle in roll was much better than predicted and that the vehicle had a much lower lift-to-drag ratio than predicted (a maximum of 4.0 rather than 5.0). Pilot Milt Thompson exhibited some suprising reactions during the Hyper III flight; he behaved as if he were in the cockpit of an actual research aircraft. 'I was really stimulated emotionally and physically in exactly the same manner that I have been during actual first flights.' 'Flying the Hyper III from a ground cockpit was just as dramatic as an actual flight in any of the other vehicles....responsibility rather than fear of personal safety is the real emotional driver. I have never come out of a simulator emtionally and physically tired as is often the case after a test flight in a research aircraft. I was emotionally and physically tired after a 3-minute flight of the Hyper III.'