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Our Heritage in Air Transport
Published in Harry W. Orlady, Linda M. Orlady, John K. Lauber, Human Factors in Multi-Crew Flight Operations, 2017
Harry W. Orlady, Linda M. Orlady, John K. Lauber
Great Britain, Germany, France, the Netherlands, and Australia, as well as other nations were anxious to ensure that other countries did not obtain significant commercial advantages in the new industry. These States were also interested in taking full advantage of this new way to speed up the transportation of mail and passengers. In 1928, Great Britain pioneered with the first of the air transport flying boats. This was the Short Bros. Ltd. three-engined Calcutta. Britain’s Imperial Airways used the Calcutta to open routes south to Africa and southeast towards India and Australasia. Multi-engine airplanes were needed to fly over hostile areas. Seaplanes were needed to fly over long stretches of water and to land in areas with no airfields. Australia continued to develop air routes in the other side of the world.
Aircraft
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
Depending on the surface they use to take-off and land, airplanes can be divided into landplanes (they have landing gear), seaplanes (they have floats), and amphibians (which can use both land and water to land and take-off).
Numerical simulation of planing motion and hydrodynamic performance of a seaplane in calm water and waves
Published in Engineering Applications of Computational Fluid Mechanics, 2023
Zhijie Song, Rui Deng, Tiecheng Wu, Xupeng Duan, Hang Ren
For the computational domain, the mesh sizes dx were 0.07, 0.06, 0.05 and 0.04 m, respectively, whereas the Courant Friedrichs Lewy (CFL) number was less than 1. The detailed meshes and time resolutions are listed in the Table 3. The background area was divided into three layers, gradually decreasing the mesh size. Taking the fine mesh condition as an example, the background mesh size in the X, Y, Z direction is set to 0.06 m, and the mesh size in the Z direction is changed to 0.03, 0.015 and 0.0075 m near the free surface. In the Kelvin wave area, the mesh size was modified in the X, Y, Z directions, with densification values of 0.03, 0.015, and 0.0075 m. The splash phenomenon during seaplane takeoff occurs across a wide range of takeoff speeds. Splashing and atomization typically involve droplets smaller than 1 mm in size. To capture this phenomenon accurately, the mesh size needs to be approximately 1/8 to 1/16 of the droplet size, resulting in a considerable number of meshes. In this study, we employed various numerical strategies such as overset mesh method, SST-DDES turbulent model, and 2-DOF (two Degree of Freedom) to minimize computational instability. The refinement rate between different meshes (i.e. dxmedium / dxcoarse) was 0.86, 0.83, and 0.8, respectively; The time steps were 0.005, 0.004, 0.003 and 0.002 s; the implicit unsteady algorithm was adopted for the velocity–pressure coupling, and the second-order scheme with 10 inner iterations per time step was used for the temporal discretization. Figure 7 shows the time history of each monitored physical quantity. The numerical results obtained using different meshes and time-step intervals were in good agreement with each other. At 2 s, the pitch, heave and drag exhibited stable periodic changes, and the calculation stabilized after 2 s. The obtained results were used to validate the numerical simulation.