Boeing copying other aircraft ?
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Do I spy tapered wings on the Beaver? Does the owner also have a Cessna with straight wings? And looking at all those extra windows does it suffer problems with an aft cg when loaded? 
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B307 - VertFin Rudder -- design REVOLUTION
About two slots above BA shows a Boeing B307 Stratoliner -- but that modern Vertical Fin and Rudder in that photo is AFTER the fatal upset/breakup of 18Mar1939.
Since Ralph Cram (Aero) was killed in that upset/breakup, Boeing brought George S up from Consolidated. GS and Eddie Allen worked through several iterations from the tiny Vertical Stab' with initial HUGE RUDDER aft of hinge.
AB -- ?maybe you can find IMAGES of the pre-mishap fin-rudder design on the web?? I have the early magazine images, the iterations were shown in the IAeS magazine:
Schairer, George S. "Directional Stability and Vertical Surface Stalling." Presented at IAeS Aerodynamics session, Ninth Annual Meeting, NY, 31Jan 1941. Published in IAeS' Journal of Aeronautical Sciences, May'41; pg 270-75; paper describes directional instability of prototype's Fin-Rudder design and excess Rudder Hinge Moment during flight with large Beta.
Cook, William H. Road to the 707. Bellevue WA: TYC Publishing, '91. pg 57, "rudder locked full over".
Regarding research on directional control: subsequent modifications of Vertical Fin (added dorsal fin) and Rudder (specifics on sizing to reduce hinge moments); and then added Rudder hydraulic boost). Later B-17s and other aircraft adopted lesson learnt, with the Fin-Rudder sizing to inhibit Rudder "lock-over". This was one of the major lessons in design, and measurement (with the knowledge that Sideslip Angle did NOT merely equal Yaw Angle).
Seattle P-I Sunday March 19th, 1939 front page headline, shown in large type spread across the top, reads "STRATOLINER FALLS, 10 DIE". Under the headline on that front page is a large photograph of the Stratoliner wreckage ...
P-I page two shows a photograph of NX19901 apparently in flight with #3 and #4 Props BOTH stopped, and the RUDDER deflected to the left (correcting for asymmetric thrust); no photo caption shown (perhaps a Boeing photo taken during a prior test flight). [This configuration, thrust asymmetry and associated sideslip angle, was described by WHC as likely at initial mishap-upset: with Rudder "lock-over" causing an unexpected yaw-rotation and spin in the direction of the "good" engines.]
Since Ralph Cram (Aero) was killed in that upset/breakup, Boeing brought George S up from Consolidated. GS and Eddie Allen worked through several iterations from the tiny Vertical Stab' with initial HUGE RUDDER aft of hinge.
AB -- ?maybe you can find IMAGES of the pre-mishap fin-rudder design on the web?? I have the early magazine images, the iterations were shown in the IAeS magazine:
Schairer, George S. "Directional Stability and Vertical Surface Stalling." Presented at IAeS Aerodynamics session, Ninth Annual Meeting, NY, 31Jan 1941. Published in IAeS' Journal of Aeronautical Sciences, May'41; pg 270-75; paper describes directional instability of prototype's Fin-Rudder design and excess Rudder Hinge Moment during flight with large Beta.
Cook, William H. Road to the 707. Bellevue WA: TYC Publishing, '91. pg 57, "rudder locked full over".
Regarding research on directional control: subsequent modifications of Vertical Fin (added dorsal fin) and Rudder (specifics on sizing to reduce hinge moments); and then added Rudder hydraulic boost). Later B-17s and other aircraft adopted lesson learnt, with the Fin-Rudder sizing to inhibit Rudder "lock-over". This was one of the major lessons in design, and measurement (with the knowledge that Sideslip Angle did NOT merely equal Yaw Angle).
Seattle P-I Sunday March 19th, 1939 front page headline, shown in large type spread across the top, reads "STRATOLINER FALLS, 10 DIE". Under the headline on that front page is a large photograph of the Stratoliner wreckage ...
P-I page two shows a photograph of NX19901 apparently in flight with #3 and #4 Props BOTH stopped, and the RUDDER deflected to the left (correcting for asymmetric thrust); no photo caption shown (perhaps a Boeing photo taken during a prior test flight). [This configuration, thrust asymmetry and associated sideslip angle, was described by WHC as likely at initial mishap-upset: with Rudder "lock-over" causing an unexpected yaw-rotation and spin in the direction of the "good" engines.]
Last edited by IGh; 16th Mar 2009 at 15:55.
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HarryMann – the pressurisation was a modest 2½ PSI on the Boeing 307, in practice the pressurisation system had problems and was not used. Had the pleasure of seeing a gleaming polished metal 307 sitting on the ramp at Tan Son Nhut Airport in Saigon, Vietnam when I arrived late 1970.
Igh – this will be the photo to which you refer with #3 and #4 shut down. The prototype used the fin/rudder from the B-17C. Following the crash it was redesigned and in fact incorporated onto the B-17E when its tail end was redesigned to incorporate a tail gun turret.
Igh – this will be the photo to which you refer with #3 and #4 shut down. The prototype used the fin/rudder from the B-17C. Following the crash it was redesigned and in fact incorporated onto the B-17E when its tail end was redesigned to incorporate a tail gun turret.
Last edited by Brian Abraham; 22nd Mar 2008 at 02:45.
It sure was a graceful airplane. In the late sixties/early seventies the last remaining 307 was based in Vientiane while operating a weekly sched service (unpressurised) for the ICC (International Control Commission?) to Hanoi and Saigon. Have no idea how they were never shot down!
Do I spy tapered wings on the Beaver?
