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Страна: Великобритания

Год: 1910

P.Lewis British Aircraft 1809-1914 (Putnam)

Dunne D.5

   After Lt. J. W. Dunne left the Balloon Factory, he continued his work on his automatically-stable aircraft under the aegis of the Blair Atholl Aeroplane Syndicate Ltd., of 1 Queen Victoria Street, London, E.C., which was formed during 1910 by the Marquis of Tullibardine to sponsor the design.
   The first outcome of this arrangement was the D.5, which was built during 1910 by Short Brothers in their works at Leysdown, Isle of Sheppey, Kent, using Dunne's design, but employing the constructor's own discretion in the selection of materials and fittings to be used in the airframe.
   The machine was a two-seat tailless biplane with four-bay wings, the outer ends of which were enclosed by vertical fins with tip-skids below them. The first engine fitted was an eight-cylinder E.N.Y. "F" of 60 h.p., but this was changed to a 60 h.p. Green, the power being taken by chain-drive to a pair of outrigged 7 ft. diameter propellers, both of which turned in the same direction. The engine was housed in the centre of the boat-shaped nacelle, the nearest interplane struts to it carrying the cooling radiators. The pilot and passenger were seated in tandem, in the nose of the machine. A pair of sprung front wheels formed the main undercarriage, augmented by a third smaller wheel and two close-set skids to the rear. Flying controls consisted of ailerons on the tips of the upper wings. They could operate by independent cockpit control either as rudders or as elevators, and automatic stability under varying conditions was promoted by wash-out at the tips of the wings.
   On completion, the D.5 was taken to the Short Brothers flying-ground at Eastchurch and was tested there throughout 1910. By April, the machine was flying well, and in May it completed a flight of 2.25 miles, its stability being such that it was able to maintain a straight and level course without attention to the controls. At the end of 1910, on 20th December, the machine's capabilities were demonstrated in flight by Lt. Dunne himself before Griffith Brewer and Orville Wright. During its trials at Eastchurch, the D.5 showed that it possessed perfect stability, and it fully vindicated its inventor's theories. Flying of the D.5 continued the following year until it was wrecked completely when it was crashed by Dr. F. A. Barton's son. The remains were salvaged and the machine was reconstructed, to emerge in 1912 as the single-engined D.8.

SPECIFICATION

   Description: Two-seat tailless pusher biplane. Wooden structure, fabric covered.
   Manufacturers: Short Brothers, Leysdown, Isle of Sheppey, Kent.
   Power Plant: 60 h.p. E.N.V. "F", 60 h.p. Green.
   Dimensions: Span, 46 ft. Length, 20 ft. 4 5 ins. Wing area, 527 sq. ft.
   Weights: Loaded, 1,550 lb.

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Описание:

  • P.Lewis British Aircraft 1809-1914 (Putnam)
  • M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)
  • Журнал Flight
  • M.Goodall, A.Tagg - British Aircraft before the Great War /Schiffer/

    Dunne D5 biplane with nosewheel undercarriage was built by Short Bros, at Leysdown in 1909-1910.

  • Журнал - Flight за 1910 г.

    Lieut. Dunn's Blair Athol Aeroplane, "No.5," at Eastchurch, the Royal Aero Club's Flying Grounds. - View from the front. At first glance the above photograph conveys the impression that the machine has the planes set at an inverted dihedral angle, but this elfect is only due to the fact that the planes on either side of the body slope backwards. The Dunn biplane is the most remarkable and interesting machine yet constructed, for it is tailless and without an elevator, being designed to have natural stability. Steering is effected by hinged flaps behind the extremities of the main planes.

  • M.Goodall, A.Tagg - British Aircraft before the Great War /Schiffer/

    Dunne D5 at Eastchurch in 1910 after modifications to the undercarriage and removal of the nosewheel.

  • Журнал - Flight за 1910 г.

    The Dunne Biplane. View from in front, showing the machine in its natural position on the ground. The perspective caused by the slope back of the wings gives an erroneous impression in this view that the planes are greatly arched.

  • Журнал - Flight за 1910 г.

    Another view ot the Dunne aeroplane taken from behind. In this photograph the rear wheel is resting on the ground. The supplementary camber that is given to the central portion of the trailing edge is very noticeable in this view.

  • Журнал - Flight за 1910 г.

    View of the Dunne biplane taken from behind. In this view the trailing wheel has been raised to bring the machine into its flying position. The twist of the decks and the diverging gap are quite noticeable in this view.

  • P.Lewis - British Aircraft 1809-1914 /Putnam/

    Dunne D5 showing the shape of the swept wing.

  • Журнал - Flight за 1910 г.

    General view of the Dunne aeroplane taken from behind. This illustration also shows the twist on the main decks in a very marked manner.

  • A.Andrews - The Flying Maschine: Its Evolution through the Ages /Putnam/

    Three-quarter view of the Dunne aeroplane from behind. This is the best general view of the machine that it was possible to obtain, since it alone gives the correct impression of the slope back of the main planes. The twist of the surfaces caused by their peculiar camber is very noticeable in the right-hand upper deck, which also indicates the diverging gap.
    The Dunne D5 twin-propeller pusher tail-less biplane of 1910 was powered by a 60hp Green engine driving propellers 7ft in diameter. It took a crew of two in a boat-shaped nacelle. It was the culmination of a long series of experiments by J. W. Dunne on tail-less aircraft, and led on much later to modern delta-wing designs. Demonstrating that it fulfilled his design objective of extreme stability, Dunne (who was not officially allowed to fly as a pilot because of a heart condition) took the machine up with Orville Wright’s patent agent aboard, and flew it ‘hands off’ while he wrote out specification details on a scribbling pad.

  • Журнал - Flight за 1910 г.

    Another side view of the Dunne biplane looking down one of the leading edges from the wing extremity. Careful study of the shape of the vertical panel in the foreground reveals the negative angle of incidence at the extremity of the upper deck, and also the diverging gap.

  • Журнал - Flight за 1910 г.

    Side view of the Dunne biplane taken from in front and looking down one of the leading edges, The supplementary camber in the central portion of the trailing edge is illustrated in the above photograph.

  • Журнал - Flight за 1910 г.

    Side view of the Dunne aeroplane. Careful inspection of this photograph will convey an accurate conception of the varying camber of the planes. It is comparatively easy to grasp the position of the imaginary cone on which the camber is laid off by studying the upper deck in the above photograph.

  • Журнал - Flight за 1910 г.

    View of one of the wing extremities on the Dunne biplane showing the arrangement of the steering flaps.

  • Журнал - Flight за 1910 г.

    View of the chassis on the Dunne aeroplane. It should be observed that the principal members, A., are in tension. Each wheel can rise independently of the other.

  • Журнал - Flight за 1910 г.

    General view of the beam that supports the propellers on the Dunne biplane.

  • Журнал - Flight за 1910 г.

    Another view of the propellers on the Dunne aeroplane.

  • Журнал - Flight за 1910 г.

    Detail view of the mounting of one of the propellers on the Dunne biplane.

  • Журнал - Flight за 1910 г.

    View of one of the propellers on the Dunne biplane showing its general shape.

  • Журнал - Flight за 1910 г.

    BRITISH FLYERS AT SHEPPEY. - Mr. Dunne in full flight on his Dunne biplane. The machine is travelling towards the spectators.

  • Журнал - Flight за 1910 г.

    BRITISH FLYERS AT SHEPPEY. - A side view of Mr. Dunne in flight.