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weight and performance calculations for the Santos-Dumont 14bis
flying trials Santos-Dumont 14bis ***** September 1906
The 14bis was first tested beneath the Airship 14
Santos-Dumont 14bis
role : experimental/research/flying trials
importance : *****
first flight : 13 September 1906 operational : October 1906
country : France
design : Alberto Santos-Dumont 1873-1932
production : 1 prototype
general information :
On September 13, the 14bis, a box kite designed by Brazilian Santos-Dumont,
flew 7 [m] at Bagatelle near Paris. On 23 October, it flew 60 meters and on November 12, the aircraft flew 220 meters in 21.2 sec, at a height of 6 metres. It was of the canard type; the height and directional control surfaces sat at the front of the fuselage. The engine was an Antoinette of 25 HP, but it was replaced by a 50 hp engine after the first flight it propped up a metal pusher with a diameter 2 meters. In order to steering on the longitudinal axis, Dumont added a kind of ailerons in the outer boxes. For to move the ailerons cables were attached to a harness that Santos-Dumont was wearing, and he only had to move to the right or left to control the ailerons.
material : bamboo and spruce
users : Santos Dumont
crew : 1
engine : 1 Antoinette 50hp liquid-cooled 8 -cylinder V-engine 50 [hp](37.3 KW)
dimensions :
wingspan : 11.46 [m], length : 9.6 [m], height : 3.75[m]
wing area : 52.0 [m^2]
weights :
max.take-off weight : 387 [kg]
empty weight operational : 300 [kg] useful load : 0 [kg]
performance :
maximum speed : 41 [km/hr] at sea-level
service ceiling : 6 [m]
endurance : 0.2 [hours]
14bis with in back-ground a Bleriot IV . The Bleriot IV was damaged beyond repair 12 November 1906 at Bagatelle ground.
description :
3-bay biplane with fixed landing gear with nose strut
two spar upper and lower wing
canard wing
engine, landing gear and useful load in or attached to fuselage, fuel in gravity tank
airscrew :
fixed pitch 2 -bladed pusher airscrew with max. efficiency :0.59 [ ]
estimated diameter airscrew 2.11 [m]
peddle shaped propeller, steel shaft, aluminium blades
angle of attack prop : 7.12 [ ]
fine pitch
reduction : 1.00 [ ]
airscrew revs : 1100 [r.p.m.]
pitch at Max speed 0.62 [m]
blade-tip speed at Vmax and max revs. : 122 [m/s]
calculation : *1* (dimensions)
measured wing chord : 2.32 [m]
mean wing chord : 2.27 [m]
calculated wing chord (square tips): 2.32 [m]
wing aspect ratio : 5.05 []
estimated gap : 1.55 [m]
gap/chord : 0.68 [ ]
seize (span*length*height) : 413 [m^3]
14bis flying over Chateau de Bagatelle grounds 23 oct 1906
calculation : *2* (fuel consumption)
oil consumption : 0.9 [kg/hr]
fuel consumption(cruise speed) : 18.7 [kg/hr] (25.5 [litre/hr]) at 100 [%] power
distance flown for 1 kg fuel : 1.97 [km/kg] at 6 [m] cruise height, sfc : 502.1 [kg/kwh]
estimated total fuel capacity : 5.10 [litre] (3.74 [kg])
calculation : *3* (weight)
weight engine(s) dry : 95.0 [kg] = 2.55 [kg/KW]
weight 1.2 litre oil tank : 0.10 [kg]
oil tank filled with 0.3 litre oil : 0.3 [kg]
oil in engine 2.1 litre oil : 1.9 [kg]
fuel in engine 0.3 litre fuel : 0.19 [kg]
weight 5.1 litre gravity patrol tank(s) : 0.8 [kg]
weight radiator : 4.0 [kg]
weight exhaust pipes & fuel lines 2.6 [kg]
weight airscrew(s) (wood) incl. boss & bolts : 15.4 [kg]
total weight propulsion system : 120 [kg](31.0 [%])
***************************************************************
fuselage skeleton (wood gauge : 4.07 [cm]): 41 [kg]
Thin skeleton, fragile construction
bracing : 2.3 [kg]
fuselage covering ( 17.4 [m2] doped linen fabric) : 5.6 [kg]
weight instruments. : 1.1 [kg]
weight controls : 5.1 [kg]
wicker basket : 3.0 [kg] > the pilot was mere standing in a wicker basket
weight engine mount : 1.9 [kg]
total weight fuselage : 60 [kg](15.4 [%])
***************************************************************
weight wing covering (doped linen fabric) : 25 [kg]
weight vertical stabilizing wing surfaces : 7 [kg]
3-side view of the 14-bis, you get the feeling it flies in the wrong direction
total weight ribs (14 ribs) : 23 [kg]
load on front upper spar (clmax) per running metre : 146.4 [N]
load on rear upper spar (vmax) per running metre : 55.1 [N]
total weight 8 spars : 16 [kg]
weight wings : 71 [kg]
weight wing/square meter : 1.36 [kg]
weight 12 interplane struts & cabane : 8.9 [kg]
weight cables (87 [m]) : 1.5 [kg] (= 17 [gram] per metre)
diameter cable : 1.7 [mm]
weight ailerons :3.0 [kg]
area of canard wing : 13.4 [m2
weight canard wing :10.3 [kg]
total weight wing surfaces & bracing : 95 [kg] (24.4 [%])
*******************************************************************
wheel pressure : 193.5 [kg]
weight 2 wheels (630 [mm] by 74 [mm]) : 9.5 [kg]
weight nose skid : 0.8 [kg]
weight undercarriage with axle 12.7 [kg]
total weight landing gear : 23.0 [kg] (5.9 [%]
*******************************************************************
********************************************************************
calculated empty weight : 297 [kg](76.8 [%])
weight oil for 0.2 hours flying : 0.2 [kg]
weight cooling fluids : 4.0 [kg]
calculated operational weight empty : 302 [kg] (77.9 [%])
published operational weight empty : 300 [kg] (77.5 [%])
_____________
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weight crew : 81 [kg]
weight fuel for 0.2 hours flying : 4 [kg]
********************************************************************
operational weight : 386 [kg](99.8 [%])
fuel reserve : 0 [kg] enough for 0.00 [hours] flying
possible additional useful load : 1 [kg]
operational weight fully loaded : 387 [kg] with fuel tank filled for 100 [%]
published maximum take-off weight : 387 [kg] (100.0 [%])
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calculation : * 4 * (engine power)
power loading (operational without bombload) : 10.36 [kg/kW]
total power : 37.3 [kW] at 1100 [r.p.m]
calculation : *5* (loads)
manoeuvre load : 0.8 [g] at 1000 [m]
limit load : 3.0 [g] ultimate load : 4.5 [g] load factor : 2.0 [g]
design flight time : 0.16 [hours]
design cycles : 62 sorties, design hours : 6 [hours]
operational wing loading : 73 [N/m^2]
wing stress (3 g) during operation : 160 [N/kg] at 3g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.34 ["]
max. angle of attack (stalling angle) : 14.39 ["]
angle of attack at max. speed : 10.97 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° :0.10 [ ]
lift coefficient at max. angle of attack : 1.17 [ ]
lift coefficient at max. speed : 0.92 [ ]
induced drag coefficient at max. speed : 0.0943 [ ]
drag coefficient at max. speed : 0.4694 [ ]
drag coefficient (zero lift) : 0.3751 [ ]
calculation : *8* (speeds
stalling speed at sea-level (OW): 36 [km/u]
landing speed at sea-level: 38 [km/hr]
min. drag speed (max endurance) = minimum speed*1.1 at cruise height : 38 [km/hr] at
6 [m] (power:85 [%])
min. power speed (max range) : 38 [km/hr] at 6 [m] (power:85 [%])
cruising speed : 37 [km/hr] op 6 [m] (power:81 [%])
design speed prop : 39 [km/hr]
maximum speed : 41 [km/hr] op 6 [m] (power:100 [%])
climbing speed at sea-level : 76 [m/min]
calculation : *9* (regarding various performances)
take-off speed : 38.1 [km/u]
static prop wash : 43 [km/u]
take-off distance at sea-level : 57 [m]
lift/drag ratio : 2.44 [ ]
time to 500m : 9.32 [min]
max attainable height is limited by amount of fuel carried
published ceiling (6 [m]
practical ceiling (operational weight) : 616 [m] with flying weight :383 [kg] line 3385
max. dive speed : 63.2 [km/hr] at 103 [m] height
turning speed at CLmax : 39.4 [km/u] at 50 [m] height
turn radius at 50m: 20 [m]
time needed for 360* turn 11.4 [seconds] at 50m
load factor at max. angle turn 1.17 ["g"]
calculation *10* (action radius & endurance)
operational endurance : 0.20 [hours] with 1 crew and 0.7 [kg] useful load and 100.0 [%] fuel
published endurance : 0.20 [hours] with 1 crew and possible useful load : 0.7 [kg] and 100.0 [%] fuel
maximum action radius : 4 [km] with 1 crew and 0 [kg] useful load ( 6.1 [litre] additional fuel needed)
max range theoretically with additional fuel tanks for total 6.1 [litre] fuel : 8.8 [km]
useful load with action-radius 250km : 0 [kg]
production (500 km) : 0 [tonkm/hour]
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°_I>-/
Literature :
Praktisch handboek vliegtuigen deel 1 page 40,41
Historische vliegtuigen page 20
Jane’s record breaking aircraft page 7
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 19 July 2020 contact : info.aircraftinvestigation@gmail.com python 3.7.4
