J. W. Dunne edit

Serialism edit

Katie Price; Loving faster than Light: Romance and Readers in Einstein's Universe, University of Chicago Press, 2012, p. 192. Influence of Dunne in John Buchan's The Gap in the Curtain. (must await publishing of correspondence or similar to establish overt link before adding in main article space).

Dunne aircraft edit

Origins edit

"When a man pursues a line of thought for nine years" - written in 1910 (suggests Dunne started thinking in 1901).^{[dunne 1]}

Zanonia fallacy edit

(Even Walker falls for it)

Are there more refs for the denials from Dunne and Aero Soc. colleagues, besides these:

Dunne, J.W.; "The theory of the Dunne aeroplane", The aeronautical journal, April 1913, pp83-102 (reproduced in Flight over several issues from 16 August 1913): "Violently opposed to the Zanonia type in most characteristics are the wing forms in ... the division to which I have given most of my attention since 1904."
Review of Raleigh's "The War in the Air", Aeronautical Journal, July 1922, p243.

Some unreliable sources edit

Atholl (Duchess of)
Frater
Gurr
Goodall & Tagg
Penrose (in part)

List of types edit

Attempting a definitive list;

(R) indicates a redirect with no standalone article.

Need to clean up and expand per contemporary RS, especially Flight and Dunne's SM correspondence.

Burgess-Dunne deserves its own article.

Maxim triplane

Unmanned tethered fairground flyer which Dunne and a few hardy souls rode anyway. Sources: Maxim, Science Museum image gallery

Monoplane models

Gliders made prior to and/or after joining the Balloon factory. The size, sophistication or status of these models appear unknown. No confirmation there ever was a single "showpiece" model. [Penrose based on Gurr, but P became less certain in his second edition and we know G was unsound (there's even a cite for that somewhere)]

Biplane model

3 ft. glider made at the Balloon factory and flown on Caesar's camp.^{[dunne 2]}

Dunne D.1

1907, flown as a glider by Capper at Blair Atholl; the powered version (2 x Buchet) was badly damaged on the launch apparatus.^{[dunne 3]}^{[dunne 2]}

Dunne D.2 (R to Dunne-Huntington triplane)

Proposed smaller glider version of the Dunne-Huntington biplane, not built.^{[dunne 3]}

Dunne-Huntington

"Triplane:" design 1906–1907, built 1910, flown query 1911.^{[dunne 3]}

"biplane:" Flown 1910 at Sheppey.^{[dunne 4]}

"triplane," identified as the D.2. Modified and improved, flying 1913.^{[dunne 5]}

Dunne D.3 (R to J. W. Dunne)

1908 glider, smaller version of D.4, flown by Gibbs.^{[dunne 3]}^{[dunne 2]}

Dunne D.4 (R to Dunne D.1)

D.1 repaired and with wheeled undercarriage. Short hops at Blair Atholl in 1908.^{[dunne 3]}^{[dunne 2]}

Dunne D.5

Completed June 1910.^{[dunne 5]}

1910, flown 11 March 1911. 60hp Green. Short Bros. manufacture. The first tailless aircraft to fly. It flew well but following an accident, was rebuilt in modified form as the D.8.^{[dunne 6]}

Built by Short Bros. who had free choice of materials and fittings. 50 h.p. Green, Twin propellers of 7ft. dia, constructed by Short Brothers to the designs of Capt. Carden, rotate in same sense, with a counter-torque weight attached to one wingtip. Tricycle u/c with tailwheel bumper. Conical camber (illustrated in the ref.)^{[dunne 1]}

(alternatively named Short-Dunne 5)^{[citation needed]}

Dunne D.6 (R to Dunne D.7

Taxi-ed round Larkhill but never flew. May have been the A-frame version. Rebuilt as the D.7. Also referred to as the "Dunne-Capper monoplane."

D.7

"1911 monoplane" wing has reversed cone orientation and elevons. Green engine with single pusher propeller, twin-wheel-and-skid undercarriage.^{[dunne 7]}

D.7: 50hp Gnome, 1912-13: D.7 bis was 2-seater with 70hp Gnome.^{[dunne 5]}

At least one Dunne monoplane was built and flown in France.^{[dunne 8]}

(1911–1912 monoplane)^{[citation needed]}

Likely list, according to the Smithsonian ^{[dunne 9]}:

D.7 Auto-Safety - The rebuilt D.6, exhibited at Olympia in 1911. May have had an A-frame at one time. Also referred to as the "Dunne-Capper monoplane."
D7 bis - Two-seater.

Dunne D.8

1912-13. 60hp Green. Identical to D.5 except one propeller instead of two.^{[dunne 5]}

(1912, rebuilt and modified D5, following an accident; flew from Eastchurch to Paris in 1913; license built by Nieuport and Burgess.)^{[citation needed]}

Upper and lower ailerons. 80 hp Gnome with single pusher prop. Tricycle "front skid" u/c with tail bumper skid. Span 46 ft, sweepback 14 ft, areas: upper 280 + lower 265 = total 545 sq ft.^{[dunne 10]} [This would be one of the D.8 machines: how many were there?]

D.8 bis - The two machines built for the War Office (only one delivered). [Dunne note to Science Museum].

Dunne D.9 (R to J. W. Dunne)

1912-13. Biplane, 80hp Gnome. 5 under construction as at 1913. ^{[dunne 5]}

Dunne D.10 (R to Dunne D.8)

A failed design, subsequently converted to a D.8 ^{[dunne 11]}

Nieuport-Dunne (R to Dunne D.8)

Variously the D.8 machine flown to France by Cmdr. Felix or the one that Nieuport built or both? [Refs for both machines in Flight]

Burgess-Dunne (R to Dunne D.8) Deserves it own article if I can find better sourcing.

License-built, derived from the D.8. Several designs in the series. (needs sourcing)

Burgess-modified designs manufactured under license in U.S from 1913 to 1916; many land- and seaplane versions; flew with U.S. and Canadian military air arms.^{[dunne 12]}

Belmont Aeroplane Co. "James monoplane" aka "Leonie monoplane"

1913 monoplane of swept, near-delta planform. Hit a ground obstruction and destroyed before its first flight.^{[dunne 13]}^{[dunne 14]}[This is a Belmont type and emphatically not a Dunne design, ref. Jane & Lewis versions of the D.9. But other sources so conflicting (e.g. Penrose, G&T) that an adequately sourced article is probably impossible.]

Stability and control edit

Biplanes had upper elevons. One control lever for each elevon, moving fore-aft.^{[dunne 1]}^{[dunne 15]} (Note: "two-control" design would be revisited nearly 20 years later.)^{[dunne 15]}

Dunne understood the "dihedral" effect of the rear surface for stability, which was why he washed-out the wingtips.^{[dunne 1]}^{[dunne 15]}

For turning, Dunne used the differential drag of the ailerons (as well as their lift). Because the tips had negative incidence, raising the inner aileron increased drag while lowering the outer reduced drag.^{[dunne 16]}^{[dunne 15]}

Dunne's monoplanes, with their turned-down tips for lateral stability, never had quite the same degree of "automaticity" as the biplanes.^{[dunne 15]}

Climbing and descending largely done "on the throttle" except, e.g. for an uphill landing.^{[dunne 15]}

Other design features edit

"1910 machines" have tricycle undercarriage.^{[dunne 15]} D.5 also had a tailwheel bumper.^{[dunne 1]}

References edit

^ ^a ^b ^c ^d ^e "The Dunne Aeroplane", Flight 18 June 1910, Pages 459-462, 477-481.
^ ^a ^b ^c ^d Walker, P; Early Aviation at Farnborough, Volume II: The First Aeroplanes, Macdonald 1974
^ ^a ^b ^c ^d ^e "Correspondence: Letter from Science Museum." Flight, 17 June 1955, p. 852. Quote:The following is an extract from a note in our records written and signed by J. W. Dunne on 28 June 1928.
^ "British Flyers at Sheppey and Elsewhere", Flight, 30 April 1910, pages 330-331.[1],[2]
^ ^a ^b ^c ^d ^e Jane 1913, p. 47.
^ Angelucci and Matricardi 1977
^ "The Dunne Monoplane 1911, Flight 24 June 1911, Pages 542-545.
^ "British Notes of the Week", Flight 12 April 1913, Page 419.
^ [3]
^ "The Dunne Biplane", Flight 15 Nov 1913, Pages 1241-1245.
^ Lewis 1962.
^ Deane, W.J. The Burgess Company 1909–1919. Wakefield, Massachusetts: Massachusetts Aviation Historical Society, 2009l.
^ Birmingham Post
^ Geoffrey Negus & Tommy Staddon; Aviation in Birmingham, Midland Counties Publications, 1984, pp.14-15.
^ ^a ^b ^c ^d ^e ^f ^g Poulsen, C'; "Tailless Trials", Flight 27 May 1943, Pages 556-558.
^ Dunne, J. W.; "Correspondence - The Dunne Aeroplane Control", Flight 25 June 1910, Page 493.

[tda-1] "The Dunne Aeroplane", Flight 18 June 1910, Pages 459-462, 477-481.

[walker-2] Walker, P; Early Aviation at Farnborough, Volume II: The First Aeroplanes, Macdonald 1974

[scimuseum-3] "Correspondence: Letter from Science Museum." Flight, 17 June 1955, p. 852. Quote:The following is an extract from a note in our records written and signed by J. W. Dunne on 28 June 1928.

[4] "British Flyers at Sheppey and Elsewhere", Flight, 30 April 1910, pages 330-331.[1],[2]

[Jane13-47-5] Jane 1913, p. 47.

[6] Angelucci and Matricardi 1977

[7] "The Dunne Monoplane 1911, Flight 24 June 1911, Pages 542-545.

[8] "British Notes of the Week", Flight 12 April 1913, Page 419.

[9] [3]

[10] "The Dunne Biplane", Flight 15 Nov 1913, Pages 1241-1245.

[lewis-11] Lewis 1962.

[12] Deane, W.J. The Burgess Company 1909–1919. Wakefield, Massachusetts: Massachusetts Aviation Historical Society, 2009l.

[13] Birmingham Post

[14] Geoffrey Negus & Tommy Staddon; Aviation in Birmingham, Midland Counties Publications, 1984, pp.14-15.

[ttrials-15] ^ ^a ^b ^c ^d ^e ^f ^g Poulsen, C'; "Tailless Trials", Flight 27 May 1943, Pages 556-558.

[16] Dunne, J. W.; "Correspondence - The Dunne Aeroplane Control", Flight 25 June 1910, Page 493.

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[dunne 2]

[dunne 3]

[dunne 4]

[dunne 5]

[dunne 6]

[dunne 7]

[dunne 8]

[dunne 9]

[dunne 10]

[dunne 11]

[dunne 12]

[dunne 13]

[dunne 14]

[dunne 15]

[dunne 16]

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