{ "slug": "dow-uap-d097", "title": "DOW-UAP-D097 Project-Sign-Progress-Report 1948", "agency": "DoW", "year": "1948", "page_count": 45, "source_page": "https://wearenotalone.space/document/dow-uap-d097/", "original_file": "https://wearenotalone.space/Season 04/release_04_documents/Documents/DOW-UAP-D097_Project-Sign-Progress-Report_1948.pdf", "license": "U.S. Government work — public domain. Text is machine OCR from the original scan; the page image is authoritative.", "pages": [ { "n": 1, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p01.jpg", "text": "Authority:\nNND927545\n•\n•I\nHEADQUARTERS\nAIR KATERI BL COWAND\nMClA/JCB/amb\nWright-Patterson Air Force Base\nKCIA\n2DjytAPH\n0i948\nSUBJECT,\nProjeot \"BIOi\" •\nTOs\nChief of Staft\nUnited Statea ilr Poree\nWaahington 26, D. Co\nATTN s Director ot Int-,lligenoe\nl. Thie ie an initial report on unidentified flying objecta aa\ndireoted by Rq, USAY letter dated SO Deoember 1947, signed by General\nL. C. Craigie, subjeot1\n•r1~Jng Diaea~. Qtarterly reports will be\nsubmitted beginning 1 July 1948.\n2. Ae a reeult of thia letter, Pro~ot HT-304 was a.otiTated on\n26 January 1948 and Technical Inatruotion 2185, dated 11 Pebruaiy 1948,\nwns published. Present ti.lea on Projeot •s10~• represent a oonaolida­\ntion ot reports received directly by Hq, AMC and thoee forwa.rded by\nthe Direotor ot Intelligence, USAF.\n~. Schedules of activities of lighted night-flying adTertising\nblimps have been secured a.nd crosa-oheoked at thi.a Headquarters to\nconsider them as a possible souroe ot incident nporta.\n4. Inoloaure l represents a tabulation am breakdoWll of all\navailable reports through l February 1948.\n5o\nThe following ia a series of interesting observation• that\nwere noted when rev19Wing the many incident 0ase11\na. Rigll rate of olimb, aa well aa the apparent a.bi lity to\nremain mot1onleu or hover for a oonBiderable length of tiu o\nbo\nThe objeot was described aa being oval, d1ac or 1auoer-\nt\nehaped ~l times.\no. Assooiated sound was preae?It ll tim.H o\nd. Reported sizes have varied from that of a 26-oent pitoe\nto 260 feet in diameter, and from the aise or a purauit plane to tht\nePulk of six B-29 airpl.&nea.\n,\nNND 927545" }, { "n": 2, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p02.jpg", "text": "2 3 APir 1948\nover 10\n9\n•\n..\nAMC\nSubject, Project \"SIG!i\"\ne. »umber of objects per aighting,\nObjects per sighting\nl\n2-6\n6-10\nNumber of eightioga\n77\n21\n8\nt. Exhaust traile were reported 23 times.\ng. Speed has been eetime.ted throughout the entire range from\nvery alow or hovering to supersonio.\n6. Incloaures 2 and 5 are anlargementa of photographt taken of\nIncident f40o\nInoloaure 4 1s an evaluation of inolosure 2 by thie\nHeadquarters. Attention 1s iovited to the marked aimilarity between\nincloaurea 2 ands. and inoloaure 6. Similarity also exiata between\ninclosures 2 and 3 and oonfigur&tiona illustre.ted in inolosure 6.\n7. Representatives from tbie Headquartere visited Dr. Ining\nLangmuir of the P~sea.rch Laboratories. General Electric Comp&ny.\nSchenectady, N. Y. to discuss Project \"SIGN\". It was the opinion of\nthis acienti st that prosent a.vai l!I. ble data does not encompass suffi­\nci ent information to enable a positive identific~tion to be ma.deo\nDr. :.a.n&muir was relucts.nt to consider the so-called \"flying discsM\nas a reality. However, it io be'lieved at this neadquarters that it\nis possible to oonstruot a low aspeot ratio airoraft that would d~pli­\noate many of the appearance and performance oharaoteriatics of reported\n\"flyint discs~. Experts have agreed that thie would be possible through\nthe intelligent application of boun:lary layer control.\nFOR THE COMMANDING GENERAL:\n~Me~\n6 Inols\nH. M. ticC~!1. J\nl. Tabulation\nCo lone1. US&F\n2. Photo\nChief ot Intelli gence\n3. Photo\n4. Eval of Incl 2\n6. Horten Parabola\n6. Biology of I'lying Se.ucor\n2\n~\nNND 927545" }, { "n": 3, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p03.jpg", "text": "/ •\nCONFIDENTIAL -\nIncident\nNo.\nDate\n1\ng Jul 47\n;\nla\ng Jnl 47\nlb\ne Jul 47\nle\ng Jul 47\nld\ng Jul 47\nle\ng Jul 47\n2\ng Jnl 47\n~\n7 Jul 47\n4\n$ Jul 47\n5\n4 Jul 47\n6\n4 Jul 47\n7\n4 Jlll .47\n~\n4 Jul 47\n9\n4 Jul 47\n10\n4 Jul 47\nll\n4 Jul 47\n12\n4 Jul 47\n1~\n4 Jul 47\n14\n4 Jul 47\n15\n4 Jul 47\nl.6\n4 Jul 47\n17\n2ll. Jun 47\nl!S\nnot stated\n20 Oot 47\n20\n19\n20 Oct 47\nHour\n0930\n0930\n0930\n09tl9\n1000\n1000\n1200\n1010\n1150\n1305\n1305\n1305\n1305\n1305\n2004\nN<>•\nObser,ed\nLocation\nSighted\nP'rom\nMuroc ilT Field, M'uroc, Calif.\nMuroc,Air Field, Muroc, Cali£.\nMuroc Air li'ield, li&uroc, Cali.f.\nMuroc .lir Field, lluroc, Calif.\nlmroc Air Field, Muroc, Calif.\nUuroc A.Lr Field, itiuroc, Calif.\nMuroc Air Field, Mu.roe, Call!.\nIifuroc Air Field, Vuroc, Calif.\nArea 113, Rogers Dry Lake, Muroc\nAir Field, Muroc, Calif.\n~ortland, Oregon\n1llli.lwaukee, Oregon\nPortland, Oregon\nPortland, Uregon\nPortland, Oregon\nundetermined wt atated\nRoi se, Idaho\n5\nAir\n2\nGround\n2\nGround\n2\nGround\n2\nGround\n3\nGround\n3\nGround\n1\nGround\n1\nGround\nl\nGround\n5\nGround\n3\nGrotmd\n1\nGround\n3\nGround\nnot stated Seattle, Xashington\nl\nr.:.round\n1305\nVancouver, Washington\n20-30\nGround\n1400\nPortland, Oregon\n4\nGround\n16}0\nPortland, Oregon\n1\nGround\n1700\nPortland, Oregon\n3\nGround\nll.00\nMount Jefferson near\n4\nGround\nRedmon, Oregon\n1500\n14t. Rainier, a.shington\n9\n11r\nnot stated Toronto, Canada\n1\nGround\n1320\nDayton, Ohio\n2\nGround\n1100\nXenia, Onio •\nl\nGround\nCONFIDENTIAL\nNND 927545" }, { "n": 4, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p04.jpg", "text": "31\nCO~FIDENTIAL e\nNo.\nSighted\nl~\n1\n2\nl\nl\nl\nl\n10\n1\nl\nl\n1\nl\n1\n1\n1\n1\n1\n1\n1\n1\nl\n,\n~\nl ,l ­\nI.\n~\n\\\n\\\n\\\nI\nObserved\nFrom\nnot stated\nGround\nGround\nGround\nGround\nGround\nGround\nGround\nGround\nOroum\nGround\nGround\nGround\nllr\nGround\nGround\n.\nGround\nGround\nGround\n~\nGround\nGround\nBoat\nIncident\nNo.\nDate\n21\n29 Jun 47\n22\n21 Jwi 47\n23\n30 Jun 47\n24\n12 J\\111 47\n25\n4 Jul 47\n26\n10 Jul 47\n~\n10 Jul 47\n2g\n24 Jun 47\n29\n23 Jun 47\n30\n7 Jan 4!\n30a\n7 Jan 4g\n30b\n7 Jan 4a\n30c\n7 Jan 4g\n1946\n32\n32\nnot stated\n33c\n33d\n33e\n331'\n33g\n34\n35\n7 Jan 41!\n7 Jan~\n7 Jan~\n7 Jan 4g\n7 Jan 4a\n7 Jan 4g\n7 Jan~\n7 Jan~\n13 Oct 47\n12 Nov 41\ndour\n1645\nabout noon\n1745\n1&5\n2345\nnot stated\n~\nnot stated\nnot stated\nLocation\nDes Moines, 1owa\nSpokane, ·1ashingt,on\nBoise, Idaho\nWeiser, Idaho\nVfest Trenton, t~ . J.\nHarmon Field, Newfoundland\nHamon Field, bewfoundland\nIdaho\nBakersfield., Calif.\nl~T Lockbourne AB, Co1umbus, Ohio\n1925EST Lockbourne,!B, Columbus., Ohio\n1915EST Lockbourne AB, Columbus, Ohio\n1940\nLockbourne il, Columbus, Ohio\nmid-December early a.m.\nNorthern Arizona\nafter dark Columbus, Ohio\n133&.l'T,OO\"'\nOocbnan Field, Ky. (south of)\nl4000ST Godman Field, Ky.\n1320CS'J.' · 0odman Field, Ky.\nJ..420 CST 2100 from Oodman Field, Ky.\nJ..430-1600\n11!54-19()6\n05}0\nGQ'l.Jr a.m.\nGedman Field, Ky.\nGodman Field, Ky.\nGodman Field., Ky.\nlladi.eomi-1.le, Ky.\nl4 mi1es north of Dauphin,\nJ.lanitoba, Canada\nticonderoga at sea (40 miles\nsouth of Cape dlanco, 20 miles\no£f shore)\nCONFIDENTIAL\nNND 927545" }, { "n": 5, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p05.jpg", "text": "vu~FIDENTIAL\n-\n.\nlo.\na...nect\nDIOIDD'f\nIs,\n;w.\n12111:.\nr,ooat1cm\nSMaatfd\nrra\n,6\nJot Stated lot Stated !oilt, Idaho\n1\nGround\n,1\n12 oot 47\n1200\nOa•• Creek, Ar1■ ona\n1\nQro\\md\n,s\n10 Jun 47 lot Stated !udape1t, Bung&J\"1\n1\nGround\n,9\n9 Jlll 47\n2,,0\nOnnd Palla, levtoundland\n5\nOJ\"ound\n40\n7 Jul 47\n1600\nPhoenix, Ar11ona\n1\nOroun\n7 Jan 48\n1910&ST V11111ngton, Ohio\n4&\n7 Jan~\n19,0\nY1la1Dgton, Ob1o\n1\nOrcnmd\n-84\n7 Jan 48 1920-1950 111.111ngton, Ohio\n1\nll'ound\n~\n9 Jan 48 2,00-2,15 J>aJffi11e , ltntllolq\n1\nQroimd\nOne at tb11 Orouad\n50\n10 Jan Ji8\n2200\n11lcSVood, In Jei-■r,\ndate, PNT­\n1wa17 1 ..oh\n27 Deo,, JUI\nall at 2000 o1oloek.\n'Sept lf\n1215\non.ao, oneon\n12-15\nGround\n51\n52\n29 Jul 47\n1450\n1181111 ton 11eld, Cal1torn1a\n2\nOroad\n2\nGround\n,,.\n29 1111 •n Atter 1200 llllilton Jield, ca11tarn1a\n53\n28 Jan IJ7\n1515\nLake Jllead, ore1on\n5~\nAir\n1\nAir\n16 Jan IJ7\n22:50\nJorth Sea (50 ail•• troa\n54\ntbe Dutch coa,t)\nl\nOrolll\\d\nBIJ'llCffl Pield, ltvtoundland\n2:, Jul 47\no,45Z\n55" }, { "n": 6, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p06.jpg", "text": "-CQ~F~DENTIAL -\n-\nIAo1c1ent\n?fe,\n15a.\nus.\nLooat1on\nlo.\nsimaa\nOb1enec!\nD:99\n56\n6 Jul 47\n2945\n1-10\nGi-oan4\n57\n20 lul 47\n0015Z\nAbou-c! the BUl'aeo (at sea\none hr. troa 874ne7, Autft11a)\n1\nBoat\n58\n4 Aug 47\nBYeJWII\nBethel, Alaska\n1\nAil\"\n59\n14 Se»t 47\n055ae1T\nReeter Ialand\n1\nill'\n60\n10 Jul 47\n1000\nOor4707, Canac!a\n1\nOPOUDCS\n61\n8 Sept 47\n22:,0\nSalt Lllce CltJ, Unb\n12\nGround\n62\n8 Sept 47 22:S0~:S00\nSalt Like Cit7, Utah\n5 Sl'0'QP8\nGround\neaoh oan­\nta1D1Dg\n:S5~0\n01:tJecta.\n6:s\n29 JuJ. 47\n1205\ncan,on 1em, llontana\nl\nOl'om:ad\n64\n19 Aug 47\n2130\nTv1n Jalll, Idaho\nA.pprox.\n55.\nOl'oun4\n65\n2 Jun 47\nlot stated Rehoboth Beaoh, Delevan\n1\nGround\n66\n10 Aug 47\n2100\n811Yer 8pr1.ngt, Ohio\nl\nOl'ound\n67\nllJ. Aug 47\n1600\nPlacemlle, lalitornia\n1\nGround\n68\n24 Jun 47 Hot 1tattd\nCuoa4e lountaiJ:aa,\nPwtlan4, 01-egon\n6\nGround\n69\n6 Aug 47 22,0-2245\nPh1l.a4elph1a, Pa.\n1\nOl'Ound\n70\n6 iug 47\n1045\nPh1lt4elph1a, Pa.\nl\nOl'oand\n71\n8 Oot 47 lot 1tatecl\nLaa Vega■, leYa4a\n1\nOl'Ound\n72\nlot atate4 Jot 1tatec1\nPort R1obardl0J1, Alllb\n1\nOl\"oand\n7J\n4 Aug 47\n1600\nBoston (101111e1 n) •••·\n2\nA1r\n74\n24 .JW'l 47 App. 1500\n•t. A~IU, ftlh!ngton\nlot stated\nGround\n75\n1, Aug 47\n1300\nsaote Rl•er aaix,on, Idabo\nl\nGround\n76\n1:5 Aug 47 Jlornlng\nSalaon Du, Ic!aho\n2\nOrnnd\n77\n:S 11117 47\n1s,~\nSouth BrookYille, Dine\n10\nGl'O\\IDl2\n78\n:,o Jun ~7\n0910 JIST\nOran4 ClllQ'on, AP1aoaa\n2\nill'\n79\nApr 47\n1100 ES!\nR1oba0nd, V11\"g1n.1a\n1, other■ on Grcnmd\nother ooou1ona" }, { "n": 7, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p07.jpg", "text": "80\n85\n90\n95\n100\ncoNriBcNTIAL\nlno1dent\nJo.\n°'8tl\"Ytd\n19,\nem..\nLooat1op\nSUhtn\nrrw\n1\nGround\n81\n7 Jul 47\n0900\nBiokaa Jield, lava11\n1\n82\n171117 47 2030-2100\n0klahOllll CitJ, OklahOJII\n1\nGround\n83\n9 hl 47\n1217\nBo1 ■t (Between Boise and\n1\nhr1d1&n) Idaho\nz,84\n7 Jul 47 l:500•140aeryer's\n110.\nOpomtion\nIM!¥I8 £1\nYt•Hitr\n57\nBridge Corustruct1on Bot stated\nClear and dark.\n58\nChiet Pilot-\nNot atated\nlfot auted\nPlying 1er-,1oe\n59\nPilot\nHone\nRot stated\n60\nStorek:eepel\"\nlot Stated\nClear at duak\n61\nKot stated\nlfone\nWot stated\n62\nlot stated\nNot stated\nCloudy\n63\nHot stated\nBOYel\"ing and fluttering, 1'1S1ng\nand deecendtng.\nScattered aull\nolouda,\n64\nExecutive Direct­\nHor11onal\nOnNalt\nor ot Housing\nAuthority.\n65\nP1lot\nlfot stated\nNot 1tated\n66\nLt. Col, QSC\nSc1ent1t1c\nHorizonal Pl1.g?\\t\nlfot 1tated\nBranch Research\nGroup.\n67\nInsurance Adjuster None\nClear\n68\nProspector\nBanking\nCleu\n69\nNot stated\nHot stated\nNot 1tated\n70\nInsurance Agent\nNot stated\nClear\n71\nCapt. AC Reser-,es\nNot stated\nClear\n72\nA1!S1 0tf1ce1'\nNot stated\nCloud to1'118t1on\n1oattered abOYe\n10000 tt.\n73\nlavigator\n(Conatellat1on\ntype ail\"cNft)\nNot stated\n5/l.O acattered\ncuaulus vith\ntops at 10000,\nY111b111ty 10\na11H.\n74\nProspector\nStandi.nc on edge and banking\n1n the clouda.\nMot 1tated\n75\nTrout Parm Oper.\nRode up and dovn oyer the hills\nand hollow ot the canyon tloor.\nMot stated\nCounty COlllliaaioner Hot stated\nRot stated\nIt\nNND 927545\n76" }, { "n": 13, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p13.jpg", "text": "In.ctdent\nKo,\n77\n78\n79\n80\n81\n82\n83\n~\n85\n86\n87\n88\n89\n90\n91\n92\n95\n96\n97\n98\n99\n100\nOb ■erTer'•\nQo9upgt109\nAstronomer\nLt, USI (P80 Pilot\nWeather r-,o7tff\nLt. Col. USAP\nC1T11 Service\nbplo,ee\nP1eld Bngtn,er\nPilot\nSign Painter\nPl'1Tate Pilot\nHot 1tated\nU. S. Army\nNot stated\nMajor, USAF\nAdministrative Asst,\nRocket Sonde Section\nCaptain\nRailroad Employees\nCapt, USAP\nL~ Col, Hq, EPlf\nC-47 orew\nBot stated\nAirplane crew\nImmigration Service\nNot stated\nlfot stated\nManemrp\nNot stated\nlot 1t1ted\nRot 1t1ted\nJot ltated\nA1oendtng slowly\nBot stated\nSlow roll or barrel\nCl1Jlb1ng\nlot stated\n'l'm\"ned a corner and seemed\nto roll.\nDescended slowly and then\ndropped in a spiral motion,\nNot stated\ndot stated\nNot at~ted\nTraveling in zig-zag course\nClimbing, diving and reversal\nof direction whioh happened\nenry few aeoonds.\nShooting toward, the eaat at\n45° angle\nDescending vertically - aeaned\nto slow down on nearing the\nearth\nNot sta.ted\nBot stated\nNot stated\nAppeared to be spinning in\nits descent\nBot atated\n?lot stated\nI L\nNND 927545\nJ!eather\nlot stated\nlot ■ tated\nClear\nScattered clouds\nY111b111t7 10-12 ailea.\nlot stated\nS projec­\ntiona on upper sur­\nface which llight\nhan been thick\nfine or nob1. Tne,e\ncroaaed each other\nat intervals, 1ug­\nge1ting either ro­\ntation or oaci lla•\ntion ot alow type\nRound\n.Not 1tated\nDiac\nJllot atated\nDi1e\nMot determined\nDile\nOut ol light be­\nfore det&iled ob­\nHrfttion •d•\nDiec\nOut of 11 ght be­\nror• detailed ob­\naen-at1on made\nDi,o\nMot 1tated\nThin a.nd a.ooth\nNot stated\non bottoa, rough\nappea.rinc on top\nNND 927545\nSound\nMot atated\n■om\nltot atated\nNone\nMot stated\nlot 1tated\n.llom\nJllom\nlone\n!tone\nMone\n!lot stated\nJot etated" }, { "n": 15, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p15.jpg", "text": "II~· ,DENTIAL\nInoident\nllo.\n11\n12\n13\nlt\n15\n16\n17\n18\n19\n20\n21\n22\n24\n25\n25\n26\n27\n28\n29\n50\nColor\nffbi t e\nmot atated\nResembled •tallic\nLin a new di••\nSil•er\nNot stated\nltirror brit ht\nJellow\nReflected the 1un\nbrilliantly\nSilnr\nDirty 1'hite\nShiny d l nry\nBri ght and sil•ery\nGli&tened in av.n\nLuminous\nlot 1tated\nSilvery\n'\nNot etated\n!lot stated\nWhite (.light)\nShape\nSaucer\nLike tlock ot\ngeese\nllot 1tated\nLike a nn dime\nlilot atated\nApproximately\ncircular. no tail\nLike ci ga.ra ­\n11uch longer than\nwide\nRound\nBetwe.n circle\nnnd on.l - in­\n••rt•d aa.ucer\nSlim body\nRal t-circle\nToo far away to\ndotenune ahe.pe\nPlying saucer ­\nDO tai l\nlilot etated\nCitoular in shape\nlike a wagon wheel\n·eomet-11ke\nAlmo1t round\ndot stated\nNND 927545\nShe\nJlot stated\n•ot stated\nlot 1tated\nLike .. run, di•\nlot atated\nNot stated\nDiameter equal to\ndi atan ce between\noutboard enginea\nof DC 4:\nllot s t ated\nJlot atated\nAbout 12 inches in\ndiameter\n175-250 t't. dia:aeter\n12 ft. t hiok\nQuite large\nNot atated\nToo far away to\ndetenain. ahape\nlot atated\nJiot sta'ted\nSame apan •• C-54\nat 10. 000 rt.\nNot stated\nlot stated\nlot atated\nSound\n~t stated\nLow hmmdng\naound\nl ot atated\nlot etated\nllot stated\nlfot auted\nlot atated\nNot stated\nMom\nMone\nLike electric\nmotor or dy­\nnmo\nNot stat ed\nlone\nlot atated\nlot atated\nWot stated\nlot stated\n!lone" }, { "n": 16, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p16.jpg", "text": "vbV~r IDENTIAL\nlnoident\nNo.\nColor\nSha.pc\nSize\nSound\n30&\nAmber\nRound or oval\nC-47 airplane\nJliono\n!Ob\nBright white to amber Cone-shaped. blunt\non top and taper­\ning orr toward\nbottom\n'\nRnonnou•\n30c\nWhite lligbt)\nRoWlld\nComparable 'to\nway light\nrun-\nBone\n31\nWhite\nNot stated\nlot stated\nltone\n52\nAmber\nMot stated\ntiot stated\n!lone\n33\nSun flashes on metal\nor metallic\nRoughly circular\nAt the distance and lone\naltitude the object\nappeared ~o be the\nsize of a11Ter dollar\nffll.1te or luminous.\n·rurnod to be more\nred aa the aun aet\nRound teudi og to\nbe conical\nUnknown - altitude\na.na distance too\ngreat\nIona\n~ot auted\nCone.\nred\ntopped with Jot stated\nlone\n:53e\nSi lver with shadow\nRaindrop\nUnlcnown - believed\nto be lar~\nlJnJcnoa\n53d\n1'h1. te\nRound at time•\ncone ~haped\n-\nUneert&in because\nof distance\n53e\nlfhi.te\nRound\nl/4: she full moon\nlone\n33.f\nl(atallio\nBot stated\nTremendous\nSSg\n\"lfot stated\nCone\n100 ft. high.\n43 .rt. acrose\n!lone\nRedish tinge\nRound\nLarge gre.pef'ruit\nIon•\n35\nFire oolor\nBall\nliot stated\nllot atatecl\n36\n)lot stated\nBot stated\nMot at&.ted\nBot stated\n38\nReddish with blue\nbackground..\nBlack\nwith white baokground\nSilTer\nlot stated\nBall\nS ft. from point of\nview\n.Not ate.ted\nlone\nMot stated\nNND 927545" }, { "n": 17, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p17.jpg", "text": "GONfHltJ'TiAL\nIncident\nlo,\n001or\nShape\n~\nSoupd\n39\nPhosphoru1\nBa-shaped diaoa\nlot 1tated\nlot atate4\n~o\nGray\nEl11pt1cal\n20-,0 tt.\nHo11e like Jet\nairoratt prior\nto 1ts appell\"­\n~.. No\naudible sound\nbeai-d 11h11e\nobject va1 1n\nYiev.\nAluaim\"-\nRound\n3 tt. diameter\nlot atate4\n\"1\n~2\nOH.yilh\nBalloon\n10 tt diaeter\nlot 1tate4\n1'-3\nDirty 1'lite\nBetween a o1.role IJ1d\n12 tt thiolc and\nllectJ\"ie Jlotor\nan oval (ln-.erted\n175-250 tt diameter\nordynaao\nsa~er)\n44\nlfot atat.d\nJlyina Saueers\nWot 1tated\nnone\n(not actually des­\noribed as being\nthis shape)\nlJ-5\nHot stated\nRot stated\nHot stated\nBot stated\n46\nSilvery vh1te Round\nSmall\nlot stated\n47\nNo detin1te\nBo detim.te shape\nC-51'. airplane\nlot deterained\noolor top\ndue to the noise\nai(!e l\"etleot-\not airplane.\ned 11ght.\nlf.8\nRed\nPllUli.ng Red cone\nWot stated\nRot stated\nIJ.8a\nBright light\nCirculU'-like a •tU'\nVe17 lai-ge cOlll)U'ed\nHone\nohangi.ne to\n1n tbe ak7 only luga. to an aeroplane 11,;bt.\nred then to\nWhite OI\" J\"•llow\n48b\nRed - ldltn\nCone\nHot detel'llintd\nJot 1tated\ndescending\nRed men IIO\"fin8 lot atated\nKot 1tated\nlot ■tated\nthen grean and\nblack to red.\nlot stated\nlot 1tated\n48d\nYellow or tlame Rot 1tated\ncolored.\n49\nNot atated\nPencil shaped ob3eot\n!lot ■ tated\nlot stated\nt" }, { "n": 18, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p18.jpg", "text": "cot~FIDENTIAL\nIncident\n10.\ncolor\nShape\nSi•e\nsound\n50\nStated aa\nqueer 11.&ht.\nReferred to aa aauoer\nbut not stated as being\not thie detinite shape.\nKot stated\nJfot atated\n51\n11lver\nBomd\nNot stated\n•ot •tated\n52\nllhite. ah1Dy\nCircular like a ball\nen the bott011 but not\ncompletely round.\n15-25 tt Diameter\n!lot atated\n521\n■ilk mite\nBot atated\n•ot stated\nlone\n53\nWhit.\nC1roular\n36 inches diameter\nRot stated\n54\nRot atated\nNot etated\nRot eta,ed\nNot stated\n55\nRecUab\nlot stated\nBot atated\nNone\n56\nDia glow ot\nlight\nRound\n2 :tt. d1aaeter\nHone\nlfot stated\nKot atated\n58\nBlaok\nSaucer (not det1n1tel7\n1tated •• being tbia\nshape)\nLarger than C~4\nairplane\nNot stated\n59\nIncandescent\n11Cht without\nappreciable\nblue and no\nredd1eh tinae.\nHot stated\nNot atated\nHot stated\n60\nPlame oolor\nDiec shaped (the 11'ter\nglow •de 1t look like\na oone)\nBarrel Bead, dinner\nplate am the aise\not a plane tl71,ng\nhi&h.\nWot stated\n61\nWhite ancS\n111Ullinated\nBot stated\nSue ot Pigeons\nlfot 1tated\n62\nYelloV1ah\nvhite\nBot stated\n811811\nMot stated\nGleuaed and\nShialered\nD1so (not actuall7\nstated aa being ot\nthis shape)\n, rt. a1aaeter and\not no great th1ok•\nneaa.\nlot stated\n64\nColor 111111ar Kot stated\nto eiectr1c 11.&ht.\nlot stated\nHot stated\n65\nlot ltated\nBot stated\n15 1nohea diaaeter\nlot stated\n66\nBright onnge lot stated\nlot atated\nHot stated\n67\nJllutal col01\"\ntop 1urtaoe al1ghtly\nIJ.-6 tt 1n le~h\nll'ot stated\n57\nh1ghl7 po111h- ournd-larger 1n front\n4\ned chi-Ollium.\nthan 1n the rear .\n:~e:O-l 1nchea liOMflDENTIAL\nNND 927545" }, { "n": 19, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p19.jpg", "text": "•\nflDENllAL e\nIncident\n68\nColOJ'\nHot stated\nShape\nI\nD1eo - appeare~\na tail.\nto have\nUU.\n30 tt d1aaeter\nsounc1\nlone\n69\nWhite\nlot 1tated\nNot stated\nBussing sound.\n70\nNot stated\nGiant til'e cracker\nKot stated\nBu11DI aound\nnot aa loud\naa a rocket\nShip.\n71\nRot 1t1ted\nHot 1t1ted\nlot atated\nNot stated\n72\nSilver\nSphere( nt not like\n1auoer or diac.\n2·3 tt diameter\nRot 1tated\nDeep Gold\n1111pt1oal\n15 tt long 2·3 tt\n1n length.\nlot atated\n74\nBot stated\nTapered lbarpely to a\npoint in the tront end.\n,o tt. diaaettr\nHone\n75\nSlq blue\nOblong like a broad rill\nhat with a low crown.\n20 tt. lona am\n10 t,. thiolr.\nKade a\nav1shiq sound.\n76\nNot stated\nJot 1tated\nHot stated\nLite the eoho\not • aotor.\n77\nLight colored\nOnly oonerete evidence\n50•100 tt lfide.\nor tora appeared on the\nlett tangent ot the group.\nLoud roar\n78\nLight gray\ne1rou1ar\n8 tt. diueter\nBot ■ tated\n79\nS1lftl'\nBot atated\nLu•er than a\nPibal balloon When\nobaened through a\ntheodolite.\nNot atated\n80\nRetleoted vh1te\nlight.\n\"Blob\n11\nSMll ail\"plane\nHone\n81\nS11Yer\n'\nLarge Balloon With silver Large\nd11c below it, no attaebing\ncables vere noticed.\nlot etated\n82\nProat7 ltbite\nRound and tlat\nEqual to b\\11.k ot\n6 eaob, B-29 air·\nplanes tdth dia ..\n•t•r to tluomeas\nratio ot 10-1.\nA 1l1gbt\nmahing.\n83\nBlack\nRound\n'tVtnt,-.f'ive cent\npiece.\nlot atated" }, { "n": 20, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p20.jpg", "text": ",.DENTIAL e\nIncident\n110,\n84\ncolor\nSb1Jm7\nShip,\nRoad\nlot ltated\nlore~ le11\nSbJ-111.\n85\nBot 1tated\nReseabled the D5U•l.\nJot 1tated\nlot 1tated\n86\nNot 1tated\nlot atate(!\nIOt ltated\nlot stated\n87\nJotS1t&ted\nBot stated\nlot ata.ted\nlot atated\n88\nlot stated\n1lying di ec (not ao­\ntual ly deaoribed aa\nbeing ot thi• aha.pe)\n)lot 1t1.ted\nlot atated\nRo\\lDd di,o ahaped object 50-60 rt. diameter\nbot at&ted\nRefleote4\nlight\nUnitonn with no protu­\nberano•• euoh •• wing•\nof an airplane\nHot atatad\nBot 1tt.t1d\nLight\nlot atated\nNot stated\nlooe\n92\nSilver\nlot ,tated\nS-11\nlloli ata.ted\n94\nBluish center Appeared to be a\n·.rlth rod on\nits edgH\n!ot atatad\nlot 1tated\ndi10\nReaembled ~ shooting\nat~r; however. ob­\naervera not oertain\nNot stated\nNot etated\nNot ,tated\n95\nNot stated\nNot stated\nKot stated\nBot stated\n96\nNot st:i.ted\nHot etated\nNot stated\nNot atated\n91\nFlaah of\nlight\nKot atat••\nHot stated\nHot atated\n98\nBright light Ahaoat round or perhaps\noval or aauoer-ahaped\n2ti-30 miles diametor lot etated\n99\nShining\nBrightly ehining object\nwith long td 1\nlot atated\nBot atated\n100\nWot ,tated\nlot atated\n!lot stated\nNND 927545" }, { "n": 21, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p21.jpg", "text": "-COt~f\\DENTlAL:­ e\n-\nIncident\nNo.\nExhaust\nTrail\nHeading\nAltitude Ft.\nSpeed\nlffect on Cloud•\nl\nt:one\n320°\n1000-sooo rt.\n~00 mph\nlot at&ted\nla.\nlb\nle\nNot stated\nliorthwest\n7500-8000 ft.\n~50-400 mph\nHot stated\nld\nf.ot stated\nnorthwest\n7000-8000 f't.\n300-400 mph\ntlot atatod\nle\ntlot stated\ntiorthwest\n6000 rt.\n300-400 mph\n~ot stated\n2\ntot stated\nNot at&ted\nFrom very near\nthe ground to\nvory high\nNot ste.tod\nllot atated\n3\nNot ata.ted\nfrost to east\n10000- 12000 rt. 200­ 225 mph\n)lo-r; stated\n4\nNot stated\nNorth of due\neast\nUnder 20000 ft .\nSlower than Hot stated\nlllAXimUDl speed\nor P- 80\n5\nBot stated\nTwo flying\naoutb - S\nflying ea,t\nBo'\\ stated.d\nGreat speed lot atated\n6\nNot stated\nllorthweaterly Undetermined\nTerrifie\nlot stat.d\n7\nNone\nSouthweat\n50000 fto\nTerrific -\nfaster than\nany object\never seen\nby him\nlot stat.cl\n8\n8a\n9\nRone-\nJlone\nNot atated\nSouth\nSouth\nS01..-th\n40000 tt .\n40000 rt.\nHigh over\nGlobe Mille\nTerrific\n?errifio\nTerrific\nlot atated\nNot ,tated\nlot stated\n10\n!Jone\nNorthwest\nllot stated\nCruised for Not atated\n46 min. at\noonventional\nairline apeed\n(180 mph) then\nrapidly dis­\nappeared\n11\nNot stated\nOTer north end lot stated\not Lake 1'o.sh­\nington\nllot stated\n.ttoi; ata.ted\nCG.\"f,DENTIAL\nNND 927545" }, { "n": 22, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p22.jpg", "text": "Incident\nBo.\n12\n14\n15\n16\n17\n18\n19\n20\n21\n22\n23\n•\nF1DENTIAl\nE:xhauat\nTrail\nWot atated\nBee.ding\nHot stated\n.lltitude Ft.\nNot atated\nlot atated\n3 west to\neaat.\nl north\nDid not appear\nTery high\nlot atated\nlot atated\nIot 1te.ted\nlfot 1tated\nl beaded\ns outhea1t.\n2 headed\nnorth1a1t\n.lot atated\nHigh\nlot 1tatad\nlot ete.ted\nnorth to IOUth 9500 rt.\nabout 17h lot stated\nRequired ,-4 lot 1tattd\n1econd1 to\ntnffl 70•\nan.\nTnr1tlo\nlot 1tated\nlot 1tated\nlot 1tattd\nVff\"f t11t.\nlot stated\na.oo,oo\n1ot 1tated\n7ooteoo\nlot stated\n■i,eed WI\naiaoet wit•." }, { "n": 27, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p27.jpg", "text": "Incident\nlo.\nllxhauat\nffiil -\nBgd1ng\n~hr r~eE·~flAl:\niiUuii i\ni\n41t1t1»4e Pt, •\nSp••4\nVtftt op Qlouf•\n72\nIona\nSouth\nBelow 10000\n'flteaendou\nJot 1tated\n1,\nlone\nBa1terl7\napproxillatel1\n110• -,netio.\n7000\n175 IIPh\nRot 1tated\nlot stated\n•ot 1tated\nJlot ■ tated\nOreata\nthd&ft7•\nthm, n•r\nWitneaaed.\n75\nlone\nBaat to wet\n75\nlot ,tated\nloi atated\n76\nlot stated\nBot 1tated\n4000-6000\nlot atated\nJot stated\n77\nlot stated\nJfortihwat(Trut) •ot stated\n600-1200\nlot •ta'-4\n78\nlot stated\n8va1&ht down.\nDeorna1Jlg tr•\napproi111atelJ\n25000.\nInaono~nblt lot stated\n79\nJot atated\nBatt to lfe1t\nLIii t.ban 15000 Jot atated\nKot 1tated\n80\nJone\nsoutheast\nLesa than 500\nCCIIIPUttd at\n·1:550 IIPh,\nhOWffJI IP•\npelNd to\naOTe \"1th\ntbt speed\not • Jet\n11.Jlcntt.\nlot atawd\n81\nlot stated\n• ortlnreat\n6000\nlot stated\nBot stated\n82\nlone\n,5t•\n10000-18000\nTbree t1M1 lot 1tated\nthat ot a\nJet atrontt.\n8:5\nlot 1tated\nlot atated\n11000\nlot stated\nlot atated\n84\nlot atate4\nlortbeaat\n7500\nlot atahd\nlot 1tated\n85\nBot atated\nBorth\n8500\n35011Ph\nlot atated\n86\nJfot etated\nIOJ1thard\nlot stated\nlot 1tated\nRot atated\n87\nlot stated\nNot etated\ntrom 6000\nlot stated\nlot atated\n88\nlot stated\nlot 1tated\n200 yards\n110vhig ra,­\n?idly\nliot stated\n89\nllot etated\nEaet\n11000\n210 mph\nJIJot stated\nNND 927545\nCONFIDENTIAL" }, { "n": 28, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p28.jpg", "text": "11JcnTIAl\nIncident\nBxh&uat\nlo.\nTrail\nBeading\nlltitude Ft.\nSpeed\nUreot on Cloud•\n90\nOne w1tneH lor'therly\n8000-10000\nlot atated\nlot atated\nthought be\neaw Tapor\ntraile\n91\nlot stated\nDiaappeared\nGreat height\nHigh rate\nlot atated\nin the aoutb-\not apeed\nweat\nJlot stated\nW.at\nAbon 1000\nOreat a pffd lot • tated\nDropped troa\nIot atated\nVer, high\nlot atatecl\nsight on north\nTelooity\naide of •t.\nTom near\nHolyoke. MaH.\nGreen and\nDeaoending Ter- Prom lSOOO\n'fery high\nliot atated\nblue tleaea tioally\nrate ot\napeed\n95\nSe..-eral color• Saatwa.rd\nVery high\nJlot atated\not r1..... -\nrate or\nred and green\napeed\npredominating\n96\nlot stated\nBot stated\n1200-1500\nlot atated\nHot atatecl\n97\nWot stated\n1'ot atated\nMot stated\n!lot etated\nMot atated\n98\nlot stated\nJlot atated\nlot at&ted\nlot atated\nlot stated\n99\nMot atated\nlreat to eaat\ntilot stated\nlot stated\nllot atated\n100\nGrey streaks Borth to aouth lot atated\n.llot stated\nlot atated\nwere left in\neky\n..\nNND 927545" }, { "n": 29, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p29.jpg", "text": "lfOtE:\nInc1dent f 18\nIt has now been d•tinit•ly determined that both tho photograph\nand story were t. hou:, perpetrated tor publioity e.nd aooey.\nIncident #8•\nThe peraon malting t he report on thil 1nc1deat was detsrainod to\nbe &n excitable person, ••r/ talkt.tive, and poaseaaing a.n ex­\naggerated.. iugination and 1nol1ned to iJlpreaa people with his\ncontinuous uhatter.\nNND 927545" }, { "n": 30, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p30.jpg", "text": "CONFIDENTIAL\nREPORTED DIRECTIOIS OF PLIGHT\nD\n5\nI\nCircling 16\nStraight down 5\nDirection Indefinite 64\nDirection lot Stated 61\n2Z\n34\ns\n• 1'he re an undetermined number ot ob­\njecta ware reported the minimum number\nof object& are plottedo Same object\nreported by di!'terent p,ople only\nshown oncto\nNND 927545\nCONFIDENTIAL" }, { "n": 31, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p31.jpg", "text": ",\nNND 927545" }, { "n": 32, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p32.jpg", "text": "" }, { "n": 33, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p33.jpg", "text": "eCONFIDENTIAL •\nIdentit1c&tlon ot Subjeot llatter (a, per ••Pl•)\nIIOU\n11CIT\n19 Feb 48\nl\nl. Reterenoe 1a ade to th• £11&1 tann b7 llr. Rhoad•• (In.oident f,40) which\n••re tonrarded tor exuination. Tb• tollcnriq data ••r• dtri·Hd. froa a atucly ot\nthe 1peciaen1\na. It ia oonoludecl that th• me• ii of tne pbotogn.phio m.ture, and\n1• not due to 1~rteotion1 in th• nul.S.011. or lack o1 deTel opaent in the ■ to­\ntion in quHtion. Th• im.c• •xhibit1 a \"tt.11\" indicating th• pn,per t)'~ ot\ndi1to·rtion due to the tne ot 1hutter u1ed, tht apt.cl of the o'bj•ot and tht\nfixed •peed. of the abutter. Thll trailing ott oontona, to th• g.ntral intor••\ntS.oD giT~ 1n th• report.\nl>.\nTh• nport 1tatH th• objeot na •••n a.1- approxiat•ly 2000 t••t\nat tho ti• ot expoaure. !he obaerHl\" allO report, bein& abl• to Ht oltarl1\nt. oanow of •nolo1v•. !h• Tiaual aouity ot an aTerag• perao!lf'woulcl allow tor\nthi• peroeptioa, bu't oH•te:l Illy not auoh t'\\ll'ther •• 'the 1ubjeot Md low fl nal\nooutraat, being cn.y againat a C!'&T •~• It•• ou e1tabl1ah the 41,teoe troe\no&aora ~o 1ubjeot, •• Will h&Te quntlty ,fl. !he report 1tate1 tha.t a 820 oaatrt.\nn.1 u,.ct, in4ioat1ng Hnn.l po111Mlli1••• ti.not tht 620 ia ooa111cle.tur• for the\n•pe>oli~ a.114 width ot the til.a •• aay h&Ye mptiT•I 2t' X 2t\", 2f X ~\na.n4\n2-t x 4f'. The aaapl• aubaitte4 ha.cl been out and it wa1 not po11ible to Ht&blilh\nthe 1xaot traat dse. !be 2t x 2f' Iii• waa rul•d out, 1-anrc 2¼ x st\" a.nd\ni¼ x ~. It 1 t ftre th• ro,...r, them. the tooal leqtii ot the 101 would be •••\nan4 uelisg 2000 teet ... the approid.u.te aubj•ot diatanoe and the lagt dH at\n1/M•, .. ban an app,onaat• ••se ot '4 t••• a, the cllagonal of the objeot.\nlow 1t wa ohoo ■• the latter n.lue ot a• tor t.,eal length, •• h&Te an approxi•\n•te T&lue ot' &&• tor th• cliagon&l.\nPoln-t:1 ot meaauNaent are 1ndioated troa .\nx to x on lxhibit ••••\nCONFIDENTIAL\nNND 927545" }, { "n": 34, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p34.jpg", "text": "•\n\" NND 927545" }, { "n": 35, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p35.jpg", "text": "•\nNND 927545" }, { "n": 36, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p36.jpg", "text": "THE AEROPLAtlE\n18S\nI\nFEBRUARY 13, 194&\n#\nThe Biolo!\nof the Flying Saf cer- I\nThe Story of Low Aspect Ratio Aircraft\nBy A. R. Weyl, A.F.R.Ae.S.\nother hand. the U.S. Air Force considered the matter seriQU\\\nS\nEVERAL MONTHS AGO people on both side.. of the\nenough to warrant inve..tigations into the incidenis which had\nAtlantic rushed into print wnh claims of having ob~erved\nqueer saucer-shaped aircraft which new very fast. Some main­\nbeen reported.\ntained, indeed. that they had seen ,quadron\\ of , uch mysterious\nIn the meantime. the occurrence of Flying Saucer\\ ha.. ceased\nob{\"ccts; others described vividly how these celestial saucers v.ere\nto be new\\. Presumably. the~ have all landed. [A new crop\nab e 10 descend vertically. All agreed on the \\aucer-hl.e , hapc.\nwa<; reported in Tur AER0PLANF for January 16 la~t under the\nheading •• Tuppence Coloured.\"-Eo.]\nSceptics considered that, for non-aeronautical people ltv1ng\nfar from the former playarounds of V. I. V.2, and all the rest\nAerooaudc-al Aotlquities and lniquititt\nof Hitler's \"civilizatory • practices. flying saucer<; might indeed\nAs a matter of fact. saucer-\\haped aeroplane.. are not quite\nconstitute phenomena of threatening aspect, from their experi­\nQuite\nence of domestic disagreements. Doctors, however. hastened to\nas new as some people have tried to mal.e out. (Fig. I.)\nassure the World that saucer-shaped or lenticular objects could\na number of a1rernft have been constructed and nown with\nwell be nothing more than specks in the lenses of the eyes of the\nwi11gs of the ring or disc type which could well have been mis­\nobservers- the so-called m11sae 1·0/ames associated with high\nta ken for saucers. hat-brims. ~pades, doughnut~. diamonds.\nblood pressure. Teetotallers blamed the sorry consequence.. of\nGreek letter,. pancal.e\\, nat fhh. geometrical symbols. dinner\nimbibing intoxicating liquors for the observations.\nOn the\nplates, and other entirely non-aeronautical commodities.\nMoreover. it is quite true. .and not even a minor secret, that,\nat present. aeronautical engineers are paying increased attention\nto s uch queer wing shapes: disc wings. for instance. permit\nceriain disadvantages of conventional wing\\ to be overcome. It\n1s even thought that such shares have been neglected too long\n1 he blame for rheir neglect can be ascribed to the doctrine\nof the induced drng.\nWhen the Lanche..ter-Pranc.ltJ aerofoil\ntheory became recoi,1nized nearly 30 }ears ago, and \\\\hen the\n!>a1lplane movement proved that slender wings were a necessity\nfor soaring. designer, began striving after .. good .. aspect ratios.\nThe theory blinded their eye~ agains, the poss1bili11es of other\nthan convenrional wings. Thi~. hO\\\\Cver. was not the fault C\"f\nthe theory.,\\\\ Prandtl soon sho\\\\ ed its restrictions.\nWe have now come 10 reconsider the matter of wing shape\nin an objective way. as it is quite possible that aircraft design\nis approaching a cul-de-sac ~o long as it retains it~ bias in\n--6----~\nApttro.l\n1L- I._\n' _°'\n, -r.:--i,\nI\nc 6)\n- _____,_ _'°' _1 ______, ==~ (b\nOCl5S• stCTIO!'I\n\\\n,pa\"\nC chor4\nt\n\\\n)(•-,lod a,u\nFig. 1.-\" Turbine flying machine\" (project) of the Munich\nengineer Gustave Koch, 189311894.\nTailless monoplane of\nSquHC'\nlow aspect ratio. propelled by a ducted fan.\nA SO h.p.\n...~ ,\nsteim engine wu deemed sufficient for this flying motor\ncar. The design of the duct shows intelligent anticipation.\nL\n...._______.\nAR • 0-1\nI- b ,__j\nl t t\nFig. 2 (Right).- Definitlon of the aspect ratio of an aerofoil.\nThe arrows signify the direction of the air flow against the\nt t t\nwing. The terms pteroid (feather-like) and apterold have\nbeen introduced by F. W . Lanchester.\nNND 927545" }, { "n": 37, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p37.jpg", "text": "\\\nI\nTHE AEROPLANE\n186\nFEBRUARY 13, 1948\nC..HlUr of the \"well-tried \" convention,\n.. normal \" wings.\nFor the c reasons. a study of. the hi\\lory of the u'IC of low\nasp,.-ct. rat,o) m wing de:.11n will be of interest.\nSp1ruually, the fathers of uch acronauucal exhibits were\nEns!\"hmen. 1 hey were people of good reputation ttnd by\nno _me.ins suspect o( aerodynamic perversion.\nF. W. Lanchcstcr was undoubtedlf the first acrodynamici,t\nto g,~e thought to aeroplane winis ot circular or squ.irc ,hapc.\nlo ht) bool.. publl\\hcd m 1907, he referred c'tperiment th.it we\nlent aspect ratio.\nhope to repeat u ,U a later date on a more ..c:1entific levcl.- Eo.)\nIn common with circular wing,. annular wings have the\nfhe conven11onal aeroplJne \" constituted of two ba\\ic aero­\nremarl..able property that the lift force ,teadily increases with\nfrnh: a \"ing (,, h1ch ,uppl1e~ the lift) and ri tail (,, hich balances\nincidence up to fairly high values without a stall.\nFor all\nand ~tabilize~ the wing). We I.now that \\Uch an arrangement\nI.no\" n arrangements the maximum lift seem, 10 occur at\no.f the 111.0 aerofoil compnnenh i, by no mean, the only pos­\nincidences exceeding 30 degree,.\nA, ,uch high angle~ of\n\\tblc one.\nThe balancing .ind st11b1lmng aerofoil (tailplane)\nincidence are not likely 10 be reached an flight unintentionally.\nneed not to be aft of the lifting wing a, a tail.\nIt can be\nIt 1s obv1ou, \"hy annular wings have become renowned for\narranged anywhere 1n relation to the wing. e.g .. above It, belo11.\ntheir good-natured flying charac1eri,1il:,.\nit. or in front of it.\nAnother property of annular wings (first establi,hed by\nIf the balancing aerofoil i, in front of the main win~. the aero­\nTilghman Richard,) i, that the centre of pre,sure of ,uch wing\nplane i~ of the tail-first type. and if it i, attached to the\n,y,tcm, i, nearly stationary in flight, or that a travel of the\ncentre of pre,wre can be obtained which i, po,itively stable\nunul incidences of the order of 18 degree are reached.\nIn\nfact. no case of longitudmal in,tabihty ha, ever been reponcd\nw11h an annular wing. although the centre of gravity has often\nbeen located d:ingerou,ly far back.\nThe fi~t annular-wing aeroplane dates bacl.. 10 1908.\nIt\nh,1d little succe\\\\.\nTwo type, 11.ere con~tructed m ,ucces\\ion\ntu the de,1gns of a capable German aeronautical engineer, Fritz\nHuth. who \"as by profe\\\\1on a teacher at a technical ,;chool\n( f-tg,. 4 and 61.\nThe ,econd type. which had a less elaborate\na1r,crcw drive. flew in May. 1910: it wa,. however. ,o devoid\nof performance. in spite of a SO b.h.p. engine. that it was soon\n,1f1erv.ards d1..carded as a hopeless proposition.\nBritain'~ Fir..1 Doughnut\nThe Bri11,h concepuon of the idea has been for more\n,ucccs,ful.\nA, it i, cun,1i1u1ed, until now. the best tried\nreprc,cntativc. it~ hi,1ory may be given somewhat more\nc,1cn,1vcly.\nIhe ori~mal idea for an annular-wing aeroplane came from\n(,. A Kitchen. m about 1910; he con,tructed a b1pl.1ne with\nFig. S. Kitchen's doughnut of 1911 .\nrini:-,haped wmg,, but made no progrcs, \"ith it. The stable\nNND 927545" }, { "n": 38, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p38.jpg", "text": "FEBRUARY 13, 1948\n187\nTHE AEROPLANE\nflight of Kitchen's models. however. convinced Cedric Lee\nthat an aeroplane of such de~ign would be-\na succes,. 11nd late\nin 1910 he acquired the patents. At the same time, G. Tilghman\nRichards, who was a qualifii:d aeron:iutical engineer, became ,\n~uffic1ently interested in the mailer to give up a budding\nengineering bureau in order to join Cedric Lee and 10 devote\n·JUI· tl?,!i m\nhib energy 10 tbe idea of a ·• safety \" aeroplane.\nTilghman Richards began with systematic experiment, on\n__.._\nmodels and on large gJiders.\nLater, careful wind-tunnel test~\n(including the observation of the pressure distribution) were\nmade by him in a :!-ft. tunnel he had constructed at East London\nCollege and al~o in tunnels-of tile National Physical Laboratory.\nThe preparation of the design was, therefore, uncommonly\n~-ardul for this early period of 1911 -1914.\nIn order to ap(>reciate the intention~ for the development, the\nfollowing quota11on from a paper read by Tilghman Richards\nin about 1912 is illuminating:­\n... . . 1 he very fnct of high lift occurring at small angles\nrreans the provision of large area for l•nding speed resulting\nin an inefficient altitude of the plane at high speed: and the\ninherent instability of curved aerofoils means a continual\ndependence on extraneou, controls carried at some distance\nf_rom the wing by heavy and redundant Structure. . . . High\nlift at small angles il> u~eles~. likewise high lift/ drag ratio at\n,mall an,les, and what is required is the reversal of the normal\ntype of hft curve i:iving little lift •lit small angles with low value\nof the lift/ drag ratio for landini. . . .\"\nSeen from our pre.sent state of knowledge and development,\nand facing the burning problems of personal aircraft for the\nman in the street. it would seem that this opinion is a very\ni;o~ argument for further experimentation along the lines\nindicated.\n_The. experience with _powered aeroplanes was at first beset\nwith disappointment~. Famine P_oint, Heysham, was apparently\nnot a spot from which aeronauucal experimenters could derive\nany comfort.\nThe original Kitchen biplane with a 50 b.h.p. rotary engine\nwas wrecked by a gale, during I 9 I I. before flight tests could\nb~ m~de.\nAfter recort~truction some flight~ were performed\nwtth 11 at Sho!eham ; for the pilot, but. unlucky for the\nprecious craft.\nAfter havmg flown a large circuit on the first\nattempt. the pilot noticed, when coming in to land that the\naeroplane was exceedingly tail-heavy and getting out ~f control\nthe elevator. bei!Jg insufficient.\nAt about 150 ft. above th~\nground the inevttable stall took place: but the pilot managed\n~~mehow to drop his mount upside down on to telegraph\nwire~ and escaped without personal injury.\nWtth the reconstructed and improved monoplane many\ns\\iccessful flights were made by Gordon England, N. S. Percival\n-:'x:\n- -'­\nFig. 6.-Huth annular biplane of 1909.\nand Gordon Bell.\nFinally it came to i;ricf when flown by\nCedric Lee himself without previous training. After a good\nfliaht he managed to put it into a river.\nAnother incident happened with a subsequent annular\nmonoplane: the elevator jammed anct broke in flight.\nThe\naeroplane merely pancaked to the ground, again preserving\nthe health of i~ pilot, E. C. Gordon England.\nThese types in their final form had lateral control effected\nby differential deflection of the elevators. It was realized that\nthis elevon control was not very effective for lateral manceuvres.\nyet the lateral stability of the wing proved so great that the\nprovision of ailerons seemed superfluous.\nThe loneitudinal\nstability was always satisfactory, once the centre of gravity was\nproperly located.\nBecause of the great inherent ·fore-and-aft\nstability, a separate elevator was, at one time, located on top\nof the vertical fin and permitted the fitting of special ailerons.\nFor directional control a vertical rudder was attached to the\nstern of the fuselage at the trailing edge of the wing. A form\nof tricycle undercarriage was employed.\n-\nIn respect of performance, the wind-tunnel tests indicated\nthat a better lift/ drag' ratio could be expected than with a\ncomparable conventionaf aeroplane., However, no conclusive\nevidence for this has, as,yet, been presented.\nThe third British monoplane of this type also had an 80 b.h.p.\nrotary engine. but this time it was located aft and. further, drove\nthe airscrew by means of an extension shaft. Unlike its pre­\nd~cssors, ~~ dihedral was provided. and because of this the\nflying qualities were found to have been greatly improved.\nFrom early in 1914 until the outbreak of the 1914-18 War\nthis unconventional aeroplane was frequently flown (mostly\nby Gordon\nBell): it was demonstrated before Winston\nChurchill in the hope of securing orders from the Admiralty.\nAltogether, 11,000 miles were flown in about 128 hours, and\neve~ people not previously trained as pilots were able to\nfly 11. In May, 1914. two such aeroplanes were being designed\nfor parlicipation in the Gordon-Bennett Race of 1915. When\nthe 1914-1918 War terminated the work. it had clearly grown\nfar beyond the stage of an untried project and could have\nwell been termed a successful experiment with every prospect\nof becoming a practical proposition.\nIn l?l~-10 Tilghman Richards succeeded in persuading the\nAir Mm1stry 10 place an order for a further experiRlental\naeroplane.\nBut a week after communica1ing this decision\nMajor-General Bagnall-Wild, the promoter of the idea, retired,\nand red tape killed an intelligent intention.\nIt is only fair to record that aeronautical progress has suffered\nfr~m the failure to have this develop'ment continued.\nAs\nTilghman Richards stated many years ago:­\n.. There i~ no!hing myMerious about th~ annular plane.\nIt affords high ltft at large angles, ha~ no >urble point and\nhas ~ good lift/ drag . rati_o for wings with a body. ' The\n!Tiachm~ was very fast in p,ght. for its day, and extremely slow\nm lan~mg: and there bei!)g three dislinct regions of lift, one\naptero1d and two pterygo1d on each half-wing. the movement\nof the centre of pressure was a resultant of three distinct\nregional movements; ,tnd with slight modifications could be\nmade 10 move in any desired manner without affecting the\ngeneral efficiency of 1he plane.\"\nAs _mentioned. th«: c!rcular shape for the wing is not in itself\n~ dec1s1ve cha\".\\c1enst1c. ?reviously. in 1908, A. H. Edwards\ninvented the ring-type wing with rhomboidal or triangular\nshape_ (Brit. Pat. Spec. No. 4519 of February, 1908).\nAn\nexperimental aeroplane of this type, \"The Rhomboidal,'' was\nconstructed and tested at Brooklands. It wa~ not successful.\n(To ~ conlit1u~d.)\nFig 7.-Cedric Lee Monoplane No. 1 of TIighman Richards, 1912.\nNND 927545" }, { "n": 39, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p39.jpg", "text": "..\n,.\nMARCH S, 1948\n279\n-\nTHE AEROPLANE\n-­\n..\nThe Biology of the Flying Saucer- II\nBy A. R. Weyl, A.F.R.Ae.S.\nIn this series of articles the history of low-aspect-ratio aircraft is recounted and\ntechnical aspects of their design discussed. leading up to their use for supersonic flight.\nT\n(Continued from J>Olt 185, February 13 /rut.)\nHE SECRET-CIRCLE \"CONSPIRACY;• mentioned pre­\nviously in connection with circu)ar-aerofoil aeroplanes. did\nnot lack congenially inventive spirits. Early in 1913 an engineer\nin Dijon. M. Bourgoin. made experiments with an annular­\nwing aeroplane. The tests were unsatisfactory. One feature\nof this design was the provision made for varying the wing\nincidence in flight.\nMore recently, a similar idea was suggested by N. H. Warren\nand Th. R. Young (Fig. 8).\nIn 1937 they secured a patent\n(Brit. Pat. Spec. No. 508,022 of December, 1937) for a non­\nstallable monoplane of rhomboidal shape (i.e., leading wing\nswept back and trailing wing swept forwards with the wing lips\nmerged together). This was provided with a conventional tail\nat 1he stern of a long fuselage and a number of advantage~\nFis. 8.-Project by W arren and Young for a liJht twln­\nen1lned two-seater of 90 h.p. (1937).\nThe elevator is\nfitted between fin and fuselage.\nThere Is no tailplane.\nwere claimed.\nlo 1943 a model for a two-seater fighter with\ntail turret show~\nthe separate tail omitt~d; special emphasis\nwas laid oo the triangular shape of each wing and the effect of\nsweep was relied upon. Nothing more bas become_ known\nsince however but it is worth noting that the proJect had\nbeen'based oa ;ound aerodynamic considerations.\nlo 1933 the annular wing of the German sculptor Antes\ncreated a mild s~nsation bc<:ause ?f the good performance oC\nmodels made to this coocepuon (Fig. 9).\nSome.what peculiar was the aerodynamic ~onceP.tion of the\nrhomboidal annular aeroplane of P. Nesbitt W11loughby, a\n=\nFis, 9.--Model of the \"annular wing \" ~f Antes. 1933.\nqualified aeronautical engineer (Fig. 10).\nThe Willoughb}\nDelta Co. of London had taken up the development of th,.,\nidea in 1931 and sufficient means were available to make rather\nextensive tests.\nThe principle is best described as a tandem monoplane with\ntwo aerofoil-shaped parts connecting the leading wing with the\ntrailing wing near the tips. The \"side wings\" had aerofoil\nshape not only in their longitudinal cross-section (i.e., in the\ndirection of flight). but also laterally. This was considered a\ncharacteristic feature and subject to patents. It was claimed\nthat the vortex distribu1ion induced by such shape gave an\nunusually high aerodynamic efficiency in spite of the small span\nof the aeroplane. In addition. it was pointed out that the\nmaximum lift was shifted to very high incidences.\nMoreover.\nthe \"side wings\" should reduce the drag of engine nacelle,\nfilled underneath them.\nAll this was said to be proved by extensive wind-tunnel\nexperimentation here and abroad.\nDesigns of passenger trans­\npon aircraft reaching weights of 40,000 lb. were prepared on the\nbasis of model tests made at the National Physical Laboratory\nand elsewhere. The results must have been so encouraging\nthat an experimental monoplane with two 125 b.h.p. Menasco\nengines and weighing 2,540 lb. was constructed late in 1938\n(Fig. 11). This aeroplane flew indeed and was even publicl~\ndemonstraled (including one-engine flight) a1 a Garden Party\nin May, 1939. Shortly afterwards the experimenter was killed\nin an uneitplained crash during a flight test.\nFrom pressure plots over the \"side planes\" which have been\npublished, apparently trim changes could be eitpected at various\naocidences. These components were thus capable of producing\nlongitudinal inslability and it is not improbable that this and\npoor control efficiency may have contributed to the accident.\nThere was also evidence of a stall at normal incidences.\nalthough of a very mild character and with little apparent\ndecrease in the lift c~fficient (which. however, would not\nexclude the presence of fl uctuating lift forces).\n1 1\nFig. 10.-frinciple or the W illoughby Delta design.\nAnother suggestion for an annular wing was made by L.\nPeel, in 1944.\nThis. however. was concerned less with the\naerodynamic properties of such wing systems than with the\narrangement of two engines facing each other with their air­\nscrews. in order to overcome the torque reacuon.\nA phenomenon of which aerodynamic experimenters were\nalwa)ls well aware. but which aircraft designers failed 10\nu1ilizc, was that wind-tunnel tests clearly proved good-natured\nstalling p_roperties of wings having very small aspect ratios.\nYet even m the very e_arly days when centres of gravity were far\ntoo far back on the old box-kites, the square shape of tailplanes.\nthen unaccountably in vogue, may have saved the pilot's bacon\nmore than once by its refusal to stall under eittreme provocation.\nLater on science came and proved that a tailplane of \"good\"\naspect ratio was more eflkient. It was, but it made the stall\nworse when the centre of gravity happened to be rather aft.\nThe interesting thing is that aerofoils of circular or square\nshape were tested in the early days at incidences up to 90\ndegrees, while on normal aerofoils tests were restricted to rather\nsmall incidences only. generally ucluding the range of stall.\nNND 927545" }, { "n": 40, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p40.jpg", "text": "e\nMARCH S, 1948\nTHE AEROPLANE\n280\nc\n>\n\\\nI\n\\\nI\nI I\nI\nI\nI I\n\\,'\nI I\n\\,'\nFig. 11.-Willoughby's \"Delta 8\" experimental\nmonoplane of 1938.\nThus, an observant student of laboratory tests could have\nnoticed the extraordinary capacity of circular or square shapes\n10 give a very gradual, innocent stall, an~ that at v!!rY high\nincidences. Yet, apart from a few broad-minded experimenters,\nno designer drew the conclusion that wmgs of such shapes\npromised safety in flight, t~oug_h it w~s known f~om ..~rly\npractical experience that fly1Dg 10 the\nsecond regime,\n1.e.,\nat the stall, was positively dangerous.\nIt is true that spinning- Parker's \"Spiral Dive \"-was\nattributed. in those days, to high i~cideoces, and that most_of\nthe lightly loaded rectangular wmgs used at that period\nrendered the stall relatively. innocuous.\nHoweve_r, :iccidental\n~tailing was then, as now. the cause of the maJonty of all\ncrashes. And the nose dive following inadvertent stalls was well\nknown to be of the most serious consequences.\n.\nEiffel, Riabouchinsky, D ines, . Prandtl, etc., began the_1r\nlaboratory experiments on aerofoils of very small aspect rauo\nand the results were generously published (how closely secret\nthey would be kept to-day!).\nEiffel showed that the ratio of\nthe resultant forces reached maxima for small aspect ratios_an~\nthat slender wings gave the greatest drag at ~ degrees 10c1­\n. mcthing like a circular\nwing, and performance estimates were based on the properties\nof such wings.\nYet the question of stalling stability did not\narise, bccau~e of the rotor properties.\nThe real pioneer of the disc wing was a very able American\nresearch engineer of the National Advisory Committee for\nAeronautics (N.A.C.A.), who proved capable of following\nindependent lines of development.\nIn about 1930 Charles\nH. Zimmermann subjected the properties of disc wings to\nNND 927545" }, { "n": 41, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p41.jpg", "text": "MARCH S, 1948\n281\nTHE AEROPLANf\ne\nwing , tructures as well as for the pos\\lbility of housing every·\nthing w11hm a wing.\nHence 1hc1e are very real design reasons for the preference\nof disc wings, quite a pan from the ea~cd accommoda11on of\nshort-span aeroplanes.\nSome Rernurkable Results\nZimmermann establ.shed that the optimum a~pcct rauo \"'\"~\nfound bet,..een the values of 0.75 and 1.5.\nl he,c value,\ninclude both ,quare and ctrcubr wmg ,hapes.\nFor a g1Hn\nwing sccuon (Clark Y) the latter gave the h1gh~t hft coefficient.\n1.85 at 45 degrees incidence, compared \"uh a value of t.:!4\nat 14 degree, mc1dencc for an aspect ratio of six.\nFunhcrmore. an important result \"'•'\\ evidence that at ~,n\na,pect ra110 of unity hquare or elhpllcal .... ,ng,), and :11 an\na,pect rauo of 0.9 (\" mg \"11h faired ups), no tendcnc)' 111\nautorotauon could be found.\nA circular \" mg (:1,ix-ct raw,\n...\n/---\nof 1.27) ind c.llcd the po\\\\1hili1y of ~1urnrntation (1.e., ,rinningl\nat incidence\\ below that of maximum lif1.\n1 he 1nm1biht)' of\n,pinning before the actual ,tall is reached is. indeed, e,tra·\nordinary.\nAll these rcwh, r.:fer to te,t• \"ith the ( lar~ ,\nFig. _14.-A Russian • puabola' glider of 1924.\naerofoil section.\nLess establi,hed \"as the contenuon th:11 d1..c wing would\n11ive improved la11:ral and longuudmal ,1.1h1htv at low incidence,\nextensive wind-tunnel investigation and the publbhed reports\n1 hi, ..ecm, ,11II 10 be a moot point of the Flyin!l Saucer.\n\\till form the ba,is of prc~ent development.\nIn places.\nIn Fig. 16, Fig. 17. and Fig. 18 some charactcri,tic result, ,,f\nthe re,ults confirm, qual1tat1vel)', the experiments made '.!O year~\nbefore. But, as mentioned earlier, these experiments had been\npraet1C111ly forgotten.\nZimmermann's target has been the development of a really\n7\nfool-proof aeroplane for amateur pilots.\nIt is no u<,c hiding\nthe fact that in n.:arly all accidents in which blame is attributed\nto an .. error of /'udgment\" on the part of the p1lo1, th.:\naeroplane is :ietual y at fault.\nThe moq common causes arc\nthe consequences of inadvertent ~tailing.\nOnce this\n1~\ncompletely remedied, the overwhelming majority of accident\nwill become mere incidents or just fun, and instead of coroners\nand hospitals. aircr.1ft manufacturer) and repair shop) will\nI!\nhave the benefit\nI I\nOn such very sound lines (which seem to be generally\nacknowled$ed, but still far too often ignored), Zimrrcrmann\nI I\ndirected his main attention to the stalling problem.\nHe\n:;.,\n;>roved that small variations in the aspect ratio made profound\n't\ndifferences and that the shape of the wing tips also had a great\n0-,\ninfluence.\n...\n~.\n~\nAt the same time he confirmed that the induced drag of\ncircular or square wings is by no means as proh1b111ve as the\nsimple theory of the \" horseshoe \" vortex line would indicate.\nHe also proved that it was simply the induced drag due to the\npredominant influence of the marginal vortices which brou~ht\n••\nabout the behaviour at high incidence~: the idea that the\nprovision of oblique slots might help in this connection proved,\nhowever, abortive.\nAn advantaae which Z1mmermann's research brought to\nliaht was that disc wings gave less profile drag at small\nCIA°', IIC,,O,.\nincidences (high-speed flight). because of the reduction of the\n-1....____..._\n.,,.\nJO'\n-:\nrelative thickness of the aerofoil sections. 1 his drag reduction\nhas indeed become one of the rr.ain reasons for di.c wings\nbeing adopted for aeroplanes capable of flying at ~reeds at\nwhich the compressibility of the air needs to be considered.\nFl&, 16.-N.A.C.A. tests by C. H. Zimmermann which prove\nthe extraordinuy sull1ng qual1t1es of disc wines,\nFo r supersonic flight disc wings seem, at P.rcscnt, to be a\nnecessity.\nAlternatively, for a given aerofoil thickness ratio,\n!he height avail_able f\n• It\n~\n\"\nIt\nti\n0\n11f\n2\n10\nz\nc!, \"\n~\n6\nt i;\nAA\no·\n•\nASP(Cf U flO ( •' 1J\nFig. 117.-These resulu from Zlmmermann's wind-tunnel\ntests on disc; wings (1932) clearly show the character!stits\nof low aspect ratio aerofoils.\n•\nMARCH 5, 1948\nc:,_\ni\ng:\n0\n10\n\"<\nCl ARK I AEAO FOtl SECTION\n\"'\n0\n(i-v-CA\nZIMME~MANN,\n..\n~l P No ()1)\n:;\no'----~---L---JL_.__..L.__...L._......:~,\nASPECT AATIO\n., .,\n18.-Furthcr results from Zimmermann's tesu shown here\nalso indicate the advantages to be gained from disc wings.\nseem to. contradict the experience referred to above and it\nw~s aunbuted. to. a ground effect arising from the rak~ of the\nwing-tips.\nIt 1s indeed rea:.onable to e)(pcct that the presence\nof t_he ground would affect the formation of the marginal\nvort1c~s to an ex\\ent which may markedly influence the\nbeh~v1our of disc wings during take-off and landing. Hoffmann\nproJected a ousher and a twin-engined version but these types\ndid not materialize.\n•\nA\nfurther development was the Arup monoplane of\nR: J. Hoffmann and C._L: Snyder at South Bend, Indiana. The\nw!ng _shape ~as v~ry s1m1lar.\nI~ resembled a semi-circle flying\nw11h 11s straight side a_s the_leading edge; to this wing, ailerons\nwere added as special ups.\n1 he aspect ratio practically\ncorres~onded to. that of the previous Hoffmann types.\nAgain,\naerofoils wtth little centre-of-pressure travel were used.\n1 he latest type ~ad it~ _tailplane and elevator separately\nlocate~ over the wing tr:11lmg edge (similar to the .. Elytro·\nplane\nof De Rouge!).\nIt seems that the longitudinal control\nat certain incidences was not satisfactory.\n1 he ailerons which\nformed part of the wing shape and reduced the aspecl ratio\nto a value ~f I: 15 had a triangular shape and were greatly\ns_kewed (taking_ into account the obliqui: flow over the wing\ntips). The engine was a 70 b.h.p. Le Blond radial; a tricycle\nundercarriage was fitted.\nWith the oilot alone, a gliding speed of 23.S m.p.h. was\nr~o_rded (lhe wing loading was about 3.3 lb./sq. ft.) and a\ngliding angle of 21 degrees was mea~ured, with a sinking speed\nof 12.3 ft. ocr si:cond. wh.ch ~an be accommopated by a sturdy\nundercarriage without nattening out of the glide.\n1 he maxi·\nmum speed was 86 m.p.h .. and the take-off was stated to require\nS secs. in zero wind.\nSeveral more Arup types seem to have been constructed\nan_d _flown during 1935.\n1 h~ flying qualities were pr.iised­\nghding angle~ or I : 2.6 bemg quoted- and the published\nperformance figures sounded extremely good.\nYet, for reasons\nnever disclosed, the production stage was not reached and the\ndevelopment ceased abruplly.\nIt is worth noting that Charles\nZimmermann himself has taken no part in this development,\nb1;11 he was an interested spectator at demonstration flights\nwnh an Arup monoplane at Langley Field.\nAn Italian \"Tortelllno \"\nAt the time .of the Arup development (1934). F. Piana\nCanova. an Italian, began to embark on a development for a\ntajlless aeroplane with a low aspect ratio.\nIn May, 1935, he\nsecured patents for a rhomboidal wing, one diagonal of which\ncoincided with the direction of flight.\n1 he ailerons were to\nbe located at the lateral apices. elevator and rudder at the\nrear apex. while the airscrew was in front of the leading apex.\nAnother patent related to bi-convex aerofoils with ducts and\ncontrol valve~ for the pilot, enabling the latter to neutralize\nthe negative oressure on the forward ventral surface when at\nnegative incidences.\nThe latter patent was, apparently, never\nsubmitted to flight experiments.\nNND 927545\n(To ~ confin~d.)" }, { "n": 43, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p43.jpg", "text": ",\nMARCH 19, 1948\n337\nTHE AEROPLANE\nThe Biology of the Flying Saucer- III\nBy A. R. Wcyl, A.F.R.Ac.S.\nPrevious articles In this series appeared In \" The Aeroplane\" for February 13 and Morch 5\nW\nI 0 -·1UN l· L I F-••n S w.:rc made in I unn and at Rnme\nof five C:anovo1 project\\ {de-.cnbcd m the prcvtom tn\\1,11­\n\"'!Cnl of 1h1, ar1de). It \" in1erc,11ng 10 note that 1he Canov.1\nd1-.c-wmg lype, did not mal.e u,e of rellc'Crcws driven by two 100 b.h.p. engines mounted in 1andem\nan arr.rngemcnt. the wing system i, not tha1 of a di-.c.\nIt is\nm the long fuselage.\n1 he pilot's cockpit was located at the\nmore akin to primitive kites or. belier, to the paper dart of\nroot of lhe fin, and a single·lrack undercarriage w.is adopted.\nour school day~ which. a, we may be able to remember wi1h\n1 here were. however, far too m.iny untried feature\nin th\"\nsome mental effort, exhibited quite remarkable nying quali1ie,\nunusual design 10 make ii a ~rious proposi1ion.\nNothing\nmore has been heard of Payen's cffoA~.\nand made better use <>four schoolbooh than we ever expt-ctcd.\nA rcpresent:11ive of 1his aboriginal 1ype is shown in Fig. 19.\nl he ll)Odern ph:ll!e of . 1he Flying Saucer aeroplane i,\nIt crashed during the first tests (which would not seem very\ncharactcn1ed by two d1,ttncl development~.\nOne is the\nsurprising in view of the; arrangement of engine, and air;crew,).\nhclicop1er-aeroplane, 1he other is the tranb•\\onic or buper,on1c\nAno1her Je,s eccentric arrangement was the French Payen\naeroplane.\nHoth have bccome:-unforiunately--cs<;entially\nsingle-seat racer of 1935.\nThis was a daring experimental\nmilitary dcvcl_opment~; the proJ_!re~~ is ~cnce bhroudcd in the\ntype with a 400 b.h.p. radial engine. An improved type, this\nu~ua I pretcnuou~ \\ecrccy Iwhich implies that the potential\ntime more\nreasonable--a 70 b.h.p. light aeroplane- was\nenemy knows everything) v. hile the work is gravely hampered\nconstructed in 1936.\nTo a very small. conventionally tapered\nby elabora1c securi1y precautions.\nwing, a large triangular tail was fitted: the wing alone had\nThe helicopter-aeroplane is not a novel idea.\nMany }Cars\ndihedral. and the overall aspect ra1io was about 1.76.\nNo\nago, for in,iance, Nicola Te~la (famous for his elccirical\nflights have bc.:n reported of one of these Payen aeroplanes.\nexperiment~ wi1h high-frequency phenomena) bccured a pa1en1\nbut take-off attempts with the ~econd type seem to have\nfor a taille,~ aeroplane equipped with a large lifting air~rcw\nsugges1cd that with 1he small span the 1orque reaction of the\npcrmi11ing a vertical ascent.\nair,;crcw cannot be adequa1ely dealt with.\nIn 1921 Claud Dornier ~ecured a pa1ent for a eonvcnlmnal\n-\n- ·-~\n1/lO C\n1110 C\nL\nFig. 20.-Llft and\n.__._\nGI\ndrag of wings of\nlL:\ndifferent\naspect\nf 120\nc• t\n• 0\nratio. (Left) Wind-\n\\\n~\n. :\ntunnel results\nI\n'--- 100\n,_\nobtained\nat\nGoettingen , in\n~j\n1920; Goettingen\n-\n389 aerofoil with\nn\n...\n~~ 80\n10 per cent. thick­\n~ eo t--t--;illt\":!'-~ -+7\"lr--+--+..-t---c¥~--+~\n19\"\nASPECT RATIO\nness and square\n~\n.»\n0\n1 SQUARE v, ING\nwing tips. (Right)\n\"\n...\n2\nA reduction of the\n1\n0\n...a:; ~60\n+\nr esults to an\nA\n3\n~\n~(\naspect\nratio of\n...\nh\n'\nw 0\n(t\nfi ve.\nby t he\n•\n1·\n._u ,o\n0\n5\nPrandtl\nAerofoil\nTheory\nof t he\n6\n:::; t\n4l\nInduced d rag ,\n()\n7\ns ho ws t hat a\n~ w\nsquar e\naerofoil\n(aspect ratio of\n.t\none)\ndoes\nnot\noQ-\"11~t---t--t--:,~o- r-+ ---l- +-~ 20-+--+--I\nI D\nfollow the theory.\n- i--c\nI\n-\nI- 0 i€\nI\nIts induced drag is\nORAG C0EfFICIENT\n100)\n10\n20\nless\nthan\npre­\nI\n~\nI\nI\ndicted\nby\nthe\nDRAG COEFFICIENT < 100)\n\"h orse-s h o e\n'--\n20\nvortex \" assump­\n0. : I\ntion.\nNND 927545" }, { "n": 44, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p44.jpg", "text": "THE AEROPLANE\n. 338\nMARCH 19, 1948\n•\nt\nL\nl\n100 C\nAR 1\nLA>­ ...l'\n1IO\n~\n--;? ~:a-: L-/\nL,CI\" ,_,...\nf\ni\\ ~ ~ /\n~ 100\nI\n- ,\nAR~\n...:z\n~Vv\nV\n~\n~\n80\n~ ~ ~\" Lu\nV\nV\n,.I.\n00\n,, '\nt:\n't..\n::;\n/\nJ v v l,o'\n'°\n1,,1\" fif (r\nl.,o'\n~ v\n.#J~\ncf\n1-► (l\n10 °\n10\no·\nI\n.,.\n­\n0 '\n•NGt[ or INCll)[NC( ( O!GRCES i\n10\n...\n~\naeroplane with take·off as helicopter {Brit.\nPat. Spec.\nNo.161,948). Earlier still (in 1916), the German, F. Bendemann,\na noted fesearcb worker on a1rscrews, conducted a secret\ndevelopment of an aeroplane with a large tilting airscrew\ncapable of rising and descending as a helicopter.\nThe\ndevelopment of this air observation post was later discon•\ntinued in view ot the Austrian helicopter experiments by\nTh. v. Karman and Petroczy.\nFrom\nhis\nearly\nexperiments\nwith\nlifting\nairscrews,\nF. Bendemann found that hoverihg without forward movement\ncould be achieved- when the power loading of the aircraft was\nless than about 9 11,../ b.b-.p.\nWith fighter aeroplanes, such\nlow power loadings were already then being approached and\n1\noperational experience bad indeed shown that certain single·\nsealers could. under favourable conditions, be held in attitudes\napproaching that of hov.ering (later the Fokker D.Vll biplane,\nwith a large airscrew, became renowned for this trick 10 air\ncombat on the Western Front). Attempts to revive the project\n~ta later date failed. and with the suicide of its promoter (who\nhad gone into the Civil Service), all interest lo the development\nceased.\n•\nCharles W. Zimmermann, mentioned earlier as stimulator of\nthe disc wing, approached the conception of the helicopter\nAeroplane on the basis of his results with low aspect ratio\nwings.\nHe secured basic patents and constructed during\n1934·35, in the cellar of his home, a man-carrying aircraft of\nbis design.\nThis had a wing of only 7-ft. span, with two\nairscrews driven by two 25 b.h.p. engines.\nDue to persistent\nengine trouble, no flights were made; the Little aircraft showed,\nhowever. all the C$SCOtial features of the present types.\nIn 1937 he granted a licence for his patents to the Chance•\nVought Aircraft Division of the Unik:d Aircraft Corporation\nin Strntfort, Connecticut, and /'oined this firm for the further\ndevelopment of his ideas.\nt is possible that the public\nconception of the mysterious \"Flying Saucers\" has origmated\nfrom this develo,,ment.\nZimmermann's intention may have been the development of\na safety-first aeroplaoe for the private owner.\nThe U.S. Navy,\nhowever, took an interest in the possibilities of the helicopter•\naeroplane, and the work done at present is purely for military\npurposes.\nIn 1942 a low-powered piloted scale model type\nV-173 was constructed.\nThis wooden aircraft made many\nflights and proved that the ideas underlying the design were\npractical.\nThe principle is that, at high speed and when cruising, the\naircraft shall fty as an aeroplane, while for slow speed and\nhovering it flies as a helicopter.\nHence the airscrews are at\nthe same time rotors and must have a rarher large diameter.\nWith the V-173 the problem of the prone position for the pilot\nwas studied. and there is reason to believe that the latest types\nhave adopted this feature.\nA further step towards the realization of a naval gun-spotter\nand a fia),ter for use from aircraft carriers bas been the Chance·\nVouaht XF5U·l single-seater (1946), for which a speed range\nfrom 40 m.p.h. landing speed to over 425 m.p.h. has been\nclaimed; in general, it follows the V-173 model. (See p. 185,\nFebruary 13.)\nThe aspect ratio of the wing is lesa than unity.\nStrictly\nspeaking, however, it is not a genuine tailless aeroplane because\nof the attachment of a trimmmg elevator to both sides ot the\nwina. The reason for such excrescences is the need to locate\nI\nI\nFig. 21. -\nLI ft\n100 Cl\ncurves of aerofoils\nt 1,10\n--\nof different aspect\nratios.\n(Left)\n~· O+\nWind -tunnel\n-l\n. o,.\"'\n..\nC\nresults obtained,\n~- 100\n­\nin 1920, at Goet•\no\"'f3.\nI\ntlngcn, w ith\nI A .\nGoettlngen\n389\neo\n~\nASPIC.T RATIO\naero fo i l and\n~\na\n1 Aou,hf\nsquare t ips. The\n0\n?\nWING\nabsence of stall at\nt\nV\n00\n+\n,__ ,__\n.0.\nJ\nnormal Incidence\n::;\nIs In evidence, for\nb\n• •\naspect ratios up\n.o\nI\n,__\nto a value of two.\nI\n­\nt:\n'° t\nI+\n..\nro\n~\n(Right) Reducing\n() ,·\nthe values. by the\nPrandtl theory.to\n,,.\nan aspect ratio of\nfive, shows t hat\nwings\nof\nvery\n10 •\n10\nsmall aspect ratio\n- - <\nI\nAN(;l[ Of tNCIO(N(( t OIGRH\\ I\ndo not follow the\nIO\ntheory in respect\nof the induced­\nIncidence correc•\ntlon.\ncontrol organs directly in the slipstream of tht: paddle-like\nairscrew rotor... The twin rudders, too. are in the slipslfeam.\nUnlike the V-173 type, the XF-SU· l has an all-moving tail\nsurface and the undercarriage is retractable.\nThis interesting hybrid has a modern metal structure.\nTwo\nPratt and Whilney R-2000-2 engines Qf 1,350 b.h.p. each (at\n2,700 r.p.m.) are mounted within the wing, entirely buried and\ncooled by forced draught.\nWater injection for temporarily\nboosting the oower is one of the engine features.\nA special oroblem was the design of a transmission ~ear\nwhich allows both rotors to be driven from either of the eogmes\n- this is a necessity in case of an engine failure.\nThe four·\nbladed rotors are contra-rotating so that there is no residual\ntorque and are ,eared down to about one-fifth of the engine\nspeed, hence their substanlial diameter.\nThe wing loading is\nrather high. reaching the order of 40 lb./sq. ft.\nThe Real Flying Saucer ?\nSince this experimental type was produced, further progress\nhas been made in the development.\nIL seems that axial-flow\ngas turbines have been installed, and it is quite possible that\na combined oropulsion with thermal jet and airscrew rotor\nis alt:eadv under test.\nWilh this, for slow flight (take-off,\nclimb and landing) the rotors are driven by the gas turbines,\nwhile at high speed the rotors are declutched and feathered\nand pure jet propulsion is used.\nThis would, incidentally,\n(\n~01! 1---1---1------.1---1----1----1\n;\n0\n~ -\n,.\n<\ni\nQ\n:::\n...­\nNACA 14 SEC11C)N:~\niS\nV\n..,\n0-00,\n._N•'1·1 , 10'\n~\n0\n0.~L T!HI\ni ,. ~\n...\nI\n~\nT{C\n~ -\n~01\n0-ll\n0-16\n~IO\n0 •1'\nAU,0r0tL TMICKNESS A.ATIO\nFie. 22.-lncrease of profile drq with section thickness, at\n:zero 11ft.\nThe lfnporunce of the tip shape Is obvious.\nThe data refer to an aspect ratio of flve (From D.V.L. wind-\ntunnel tesu at low turbulence).\nNND 927545" }, { "n": 45, "image": "https://wearenotalone.space/transcripts/dow-uap-d097/p45.jpg", "text": "~ ARCH 19, 1948\n339\nTHE AEROPLANE\n.,...\nM. B. Morgan has recently communicated the following\n0·3 r----------------------i~\nvalues for the limit of stability at the stall from this araph:­\n<=o,\n0\nUpper llmic of th• Ansl• of Swetp,back (r•lerred\nto th• l chord) beyond which Hll••tall can be\nA,poc, Ratio 11.•qulr•d\nexpected\nOcareu\n6S\n1\nS4\n2\n46\n3\n38\n'\n2S\n6\n14\n••\n8\ns\nIt is thus advisable to combine sweep-back with low-aspect\nratio w!1en s~fc stallin_g is required.\n. Consaderataon, of high speed lead to a ,imilar combination.\nsince both feature~ tend to delay the shock stall.\nWe have.\n04\nas ~ res!lll, the rare ca~ i;,f two quite different aspects of an\no-a\n1·0\nenginee~ing_ problem pointing to an identical solution.\n1 he incv11able result has been the development of arrow­\nsh<;1ped:. more ?r less triangular, . disc wings, termed \" Oelta­\nFig. 23.-lncrease of xero lift profile drag with thickness ratio\nWangs, _for lhgh~ at sp~eds which are trespassing into the\nof symmetrical aerofoil sectldn. The saving In profile drag Is\ntr~ns•s?nlC\nvelocity rtg1me. Another advantage of such\none of the advantages of disc wings because of their thinner\nwings as that when the shock stall occurs. the backward shift of\naero~oll section. (Data from Gerber, Zurich Report No. 6).\n!he centre of pressure is less than with normal wings. The\ninduced drag doe, not count quantitatively at tbeg high speeds\nexplain the extr~ordinary ability of the reported •• Flying\nDevelopment of such abnormal aeroplane types began i~\n9e:many during the War_. following the progress accomplished\nSaucers·• to be able to fly very fast and high, and also to hover,\n•~ 1et and r~ket propulsion since 1937, which had shown that\nascend _and de_sceod with practically no forward speed.\nNo\nflight . at sonic vcla<:IIY wa, a r,ractical proposition.\nA few\n~ther a!rcraft 1s known to do that.\nOn the other hand, it is\nll!(ODCeavable that whole squadrons of such unconventional\nexperimental delta-wing types had been brought to initial flying\nte~t, when the War came to a close.\natreraft could already be observed at air exercises.\nIt is rare\n. The German ~evclopmcnt had two distinct aims, resulting\nfor military developments to progress as quickly as all that.\n11_1 two separate hn_es of approach. The immediate target neces­\n. For operatao~ with gas turbines a speed range from zero\nsatat~d by the Allied bombing raids. was the creation of very\n(1.c., hovcrin~ flight) to more than .500 m.p.h. has been claimed\nfast Jct fighters or fighter-bombers which could surpass in speed\nfor\nt~e Chance:V~ught-Zimmcrmann\nhelicopter-aeroplane.\neven the Mc 262. _Secondly, there was the long-term develop­\nTechnically. there 1s httlc reason to doubt that such an amazing\nspecect ratio. and a curve based on\nr,rcpared coal which lined the walls of the doct. This develop­\nexten,av~ wind-tunnel te,ts CT11c ~ER0P~~c for July t I. 1947,\nment ha~ bee~ perfected by the German Research In1titutc­\np. 47, F111_. 8) proved that there 1, a dastmct relation between\nfor Soarmg Fhaht.\na,r,ect ratio and an11le of sweep-back in this connection.\n(To ~ continued.)\nNND 927545" } ] }