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TECHNICAL NOTES
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
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Wo. 257
“TECHYIGAL PREPARATION OF THE AIRPLANE
"SPIRIT OF ST. LOUIS"
Written for the
Yational Advisory Comittee for Aeronautica
By Donald A. Bali
Chief Engineer, Ryan Airlines, Inc.
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only, 37NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS.
. TECHNICAL NOTE NO. 257.
TECHNICAL PREPARATION OF THE AIRPLANE
“SPIRIT OF ST. LOUIS!"
Written for the
National Advisory Committee for Aeronautics,
By Donald A. Hell,
- Chief Engineer, Ryan Airlines, Inc.
In order to clarify the current impressions as to the
technical preparation, in connection with both the design and
performance, of the airplane used by Colonel Charles A. Lind-
bergh, the following information is presented.
- The development of this airplane wes begun with the idea
of using a standard model Ryan M-2 and making modifications to
suit the special purpose. Upon Colonel Lindbergh's arrival at
the factory, it wae quickly determined that modification of
the U-2 was less practicable than redesign. Colonel Lindbergh
laid out the following basic specifications: That the air
plane should be a monoplane type, powered with a single Wright
J-5-0 engine, have a good power reserve on take-off when carry-
ing more than 400 gallons of gesoline and must have the pilot
located in rear of all tanks for safety in a forced lending.
The decision on these basic specifications immediately de-
+ termined the inadvisability of using the standard Ryan U-2
model. The airplanc waa then laid out anew, the fuselage fol-
lowing the standard model approximately in regard to design andN.A.G.A« Technical Note No. 257 a
stricture, but being lengthened by 2 feet. The fuselage struc-
ture was redesigned to suitable load factors in flight and
landing with full load. A wide tread split axle chassis was
Gesiged to » four load factor at full designed load. The wing
structure wes designed to suitable load factors in high inci-
dence, low incidence, and diving conditiona at full designed
load.
At this point Colonel Lindbergh began to take a very active
interest in the desi of the airplane, and until the airplane
had completed its flight tests he closely cooperated with the
engineering department of the Ryan Company. The location of the
pilot's cockoit (cabin) in the rear of the fuselage and entirely
enclosed, which is the,wost radical feature of the design, had
ite Gevelopment tased on the primary requisite of safety, it
being considered that in the event of an accident the pilot
would be in the safest position in which it would be possible to
be placed.
The periscope was suggested by Mr. Randolph, of the Ryan
Airlines, who had had coneidereble submarine experience. This
suggestion was acccpted by Colonel Lindbergh with the limita-
tion teat if it was not satisfactory or was of any aerodynamical
disadvantage it would be discarded at New York. The periscope
consisted of a panel in the instrument board (shown in the illue-
tration) through which a view directly to the front was afforded
by an angular mirror, having a frontal size of about 3 by 5