bluuebunny/crossref_metadata_2025 huggingface dataset:
Automatic Air Traffic Control
Authors: Pike E. W.
Published: July 2016

World interest in the development of a satisfactory fully automatic all weather landing system has increased considerably in the past year or so. Statistics on accidents reveal the disquieting fact that a very large percentage occur in the landing phase, either in poor visibility or in conditions where limited or misleading visual clues conspire to affect a pilot's judgment of the required vertical descent path. Factors such as the changed performance characteristics of large turbo-jet aircraft, higher approach and landing speeds and differences in the approach attitude of new aircraft all add to the pilot's difficulties during the landing operation.
The Australian View
Authors: Cumming R. W.
Published: July 2016

In both civil and military flying take-off and landing accidents represent a major part of all accidents. In both take-off and landing, the problems are becoming more acute with the current change to larger and faster aircraft, and even more significantly with the change to jet engines.

The majority of accidents occurring in these two phases of flight are attributed to “ human error,” or “ pilot's error of judgment,” but recent human engineering studies have shown that in many cases the real cause has been due to the engineering situation overloading the pilot in some way, or requiring him to make judgments based on insufficient information.
Wakes in Axial Compressors
Authors: Wiles W. F.
Published: July 2016

The note in the July Journal by H. Pearson and A. B. McKenzie (p. 415) shows that the flow into an axial compressor is nearly at a constant velocity at all points in the entry plane; and that if a wake of low energy air is fed into it, the compressor reduces the static pressure locally in this wake, in such a way as to tend to preserve constant velocity over the whole face.
Damage to Axial Compressors
Authors: Coles A .
Published: July 2016

I would like to point out a possible ambiguity in the paper by J. Dunham, in the October issue of the Journal. When considering the relative stresses in similar steel and aluminium alloy blades the author states that for blades “ doing the same duty ” the maximum stress in the steel blade is three times that in the aluminium type. This would seem to be true only if both blades are made to vibrate with the same tip amplitude, whereas the term “ doing the same duty” implies withstanding the same air loading, and consequently the steel and aluminium alloy blades would suffer different deflections.
THE PROTEAN PRINCIPLE OF PROPORTIONALITY: HOW DIFFERENT IS PROPORTIONALITY IN EU CONTEXTS?
Authors: Bjorge Eirik , Williams Jack R.
Published: July 2016

THE Legal Services Board, tasked with the supervision of approved regulators of persons carrying on legal activities, granted an application (by the Bar Standards Board, Solicitors Regulation Authority, and ILEX Professional Standards Board) for approval of alterations to their regulatory arrangements to give effect to the so-called Quality Assurance Scheme for Advocates (“the decision”). The Scheme provides for judicial assessment of criminal advocates in England and Wales: only those deemed “competent” would gain full accreditation for upper levels of criminal work. Judicial review had been sought, unsuccessfully in the courts below, by barristers practising criminal law. The question in R. (on the application of Lumsdon and others) v Legal Services Board [2015] UKSC 41; [2015] 3 W.L.R. 121 was whether the decision was contrary to Regulation 14 of the Provision of Service Regulations 2009 (SI 2999/2009), which implemented Directive 2006/123/EC (O.J. No. L 376, p. 36). Regulation 14 requires that any authorisation scheme cannot be set unless, inter alia, the need for such a scheme is “justified by an overriding reason relating to the public interest” and the scheme's objective “cannot be attained by means of a less restrictive measure” (see Regulation 14(2)).
DECLARING THAT EXTRA-STATUTORY GUIDANCE VIOLATES CONVENTION RIGHTS
Authors: Feldman David
Published: July 2016

SECTION 3(2) of the Immigration Act 1971 requires the Home Secretary to lay down Immigration Rules regulating “entry into and stay in the United Kingdom” by “persons required by this Act to have leave to enter”. The rules are glossed by voluminous, extra-statutory, internal guidance and Immigration Directorate Instructions (hereafter referred to as “guidance”) drawn up in the Home Office.
UNDERSTANDING THE “HOUSEHOLDER DEFENCE”: PROPORTIONALITY AND REASONABLENESS IN DEFENSIVE FORCE
Authors: Dsouza Mark
Published: July 2016

IN Collins v Secretary of State [2016] EWHC 33 (Admin), the High Court refused to declare that Criminal Justice and Immigration Act 2008, s. 76(5A) – the so-called “householder's defence” – was incompatible with the right to life enshrined in Article 2 of the ECHR, in that it failed to protect the lives of attackers sufficiently. Section 76(5A) was inserted into the 2008 Act by Crime and Courts Act 2013, s. 43, and came into force in April 2013.
RESCISSION OF THE DOCTRINE OF RESCISSION FOR FRAUD
Authors: Turner P.G.
Published: July 2016

THE decision in Robb v National Crime Authority [2014] EWHC 4384 (Ch); [2015] Ch. 520 has an ironic aspect. Etherton C. upheld the claims of 71 buyers of off-the-plan properties to be developed in Turkish Northern Cyprus. Robb had defrauded them. They had paid sums to Robb, Robb's company, or Robb's agents. Robb later caused those sums to be transferred into his personal bank account with a London bank, intending to transfer the funds to a bank in Thailand. Since 71 of the investors had rescinded their investment contracts, the Chancellor held those investors entitled to trace their moneys into the London bank account. The irony is that the Chancellor's reasoning would itself unravel the modern doctrine of rescission for fraud.
SUBROGATION AS A REMEDY FOR UNJUST ENRICHMENT IN THE SUPREME COURT
Authors: Watterson Stephen
Published: July 2016

WHERE claimant C is responsible for discharging a liability of debtor D to creditor X, secured over D's assets, C is sometimes entitled to be subrogated to X's extinguished security interest. Typically, C is a lender, who loaned money to enable D, the borrower, to purchase property or refinance existing borrowing from X, in return for some agreed security. If that security proves defective, the courts commonly find that C is subrogated to X's security, which was paid off via the loan. Where C's loan funded a valid purchase transaction, that commonly entails subrogation to the “unpaid vendor's lien”, which the vendor held as security for payment of the purchase price. Why might C acquire these rights? Banque Financière de la Cité v Parc (Battersea) Ltd. [1999] 1 A.C. 221 suggested a bold new rationalisation: such subrogation is a “restitutionary remedy” which prevents or reverses “unjust enrichment”. The Supreme Court had its first opportunity to explore the implications of this insight in Menelaou v Bank of Cyprus Plc [2015] UKSC 66; [2016] A.C. 176.
Design and Operational Problems of the Electrically–Driven Transonic Wind Tunnel
Authors: Hills R.
Published: July 2016

The Aircraft Research Association's tunnel was designed from the start as a transonic tunnel. Two important decisions were taken at the beginning of the design of this tunnel. First, that a separate auxiliary suction plant would be used to suck air out through ventilated walls of the tunnel instead of using diffuser suction for this purpose. This decision was taken mainly because the total power required with auxiliary suction is appreciably less than for diffuser suction. The plant is also more flexible and provides, for example, the possibility of running a smaller supersonic tunnel from the auxiliary suction plant.
Summary of the Discussions
Authors: Dunsby John A.
Published: July 2016

At the start of the discussions, the Chairman (Major G. P. Bulman) gave a warning that parts of the subject of transonic wind tunnel testing were still classified and therefore he asked speakers to be careful in what they said. In spite of this, it was possible to discuss a wide range of topics without transgressing security restrictions. Those members of the audience who were familiar with the subject were able to put many questions to the lecturers and to raise several new points, while the large proportion of the audience to whom the subject was relatively new were able to gain a useful insight into the problems involved in the operation and design of transonic tunnels.
Heat Transfer in a Laminar Boundary Layer with Constant Fluid Properties and Constant Wall Temperature
Authors: Smith A. G. , Spalding D. B.
Published: July 2016

A simple method is given for the calculation of the heat transfer from a laminar flow surface. Computation is by a quadrature. The method is essentially a simplification and extension of the Eckert(1) method, and is applicable both to two–dimensional and to axisymmetric flows.
A Method for Calculating the Energy Available in the Exhaust Gas at the Inlet End of an Exhaust Pipe of a Two- or Four-Stroke Cycle Engine
Authors: Benson R. S.
Published: July 2016

The Nature of the flow in the exhaust pipe of a turbo-charged two- or four-stroke cycle engine is in general so complex that practical tests on running machinery are necessary to compare the merits of one exhaust system with another. The analysis of the results of these tests is rendered somewhat difficult by the lack of reliable methods for measuring accurately the transient temperatures in the exhaust pipe. Indicator diagrams have therefore to be used in conjunction with empirical methods for computing the exhaust energy, these methods being associated with the measured exhaust pyrometer temperature. In calculating the theoretical possibilities of different exhaust pipe configurations for four-stroke cycle engines Jenny has suggested that the total energy was the sum of the internal and kinetic energies of the gas entering the pipe. In the present treatment it is suggested that a better criterion is the enthalpy available if the gas expands isentropically from stagnation conditions to atmospheric pressure, the justification being that this would be the energy utilised in the turbine.
Temperature Distributions in Aircraft Structures and the Influence of Mechanical and Physical Material Properties
Authors: Legg K. L. C. , Stevens G.
Published: July 2016

Thermal effects in aircraft may arise from kinetic heating, engine installations and auxiliary systems. The first source is potentially of greater importance, although problems in connection with the second source can be severe, especially with vertical take-off aircraft of the “flying bedstead” type. The difficulty encountered in a formal analysis of heat conduction problems when practical boundary conditions are to be satisfied frequently suggests a finite difference approach. This may take the form of direct numerical integration or the use of digital or analogue computers or network analysers in which electrical circuits are arranged to be analogous to the thermal system. Several examples illustrating the use of these finite difference methods are instanced, such as the growth of temperature in a thick plate, the transient distribution of temperature in a rib carrying a hot duct; the chordwise distribution of temperature and transient loss in torsional stiffness in a thin wing due to kinetic heating, and the distribution of temperature and spanwise thermal stress due to kinetic heating in a bay of an integrally stiffened panel. The importance of experimental methods is emphasised and a brief description and illustration of a model fuel tank for simulated kinetic heating tests is given. An urgent plea is made for correlated data on thermal contact resistance of typical aircraft joints, some examples of which are also illustrated. Data is given on some physical and mechanical properties of materials likely to be used for airframes where thermal effects are expected. These include thermal expansion, conductivity, diffusivity, creep, fatigue, specific strength and stiffness, and a parameter called here the “Thermal Stress Efficiency.”
Recent Advances in the Design of Aircraft Tyres and Brakes
Authors: Trevaskis H. W.
Published: July 2016

Ten years ago take-off speeds rarely exceeded 130 m.p.h. and the maximum inflation pressure used in aircraft tyres was about 120 lb./in2. Today tyres have to cater for speeds up to 230 m.p.h. and pressures of 350 lb./in.2. The increased requirements have produced serious problems of heat generation within the tread and carcass of tyres, which, if not solved, result in disintegration. Fig. 1 shows the effect of speed on tyre temperature and also, the effect of lightening the tyre construction.

Beyond the speed range shown, the temperature rises rapidly and tyre failures would occur. To meet these conditions, improved materials with lower hysteresis losses, and capable of operating at higher temperatures, have been produced. Control can also be obtained by modifying casing cord angles, reducing casing and tread thicknesses and so on.
A Simplified Form of the Auxiliary Equation for Use in the Calculation of Turbulent Boundary Layers
Authors: Black T. J.
Published: July 2016

A New type of auxiliary equation is given for calculating the development of the form-parameter H in turbulent boundary layers with adverse pressure gradients. The chief advantage of this new method lies in the rapidity and ease of calculation which has been achieved, without apparent sacrifice of accuracy.

Whereas the growth of momentum thickness in the turbulent boundary layer can now be rapidly calculated by methods involving only simple quadrature, the prediction of the form parameter development remains a laborious task, while the results obtained do not always appear to justify the complexity of the calculations.
Note on Matching a Supersonic Intake to an Aircraft Gas Turbine
Authors: Stephenson J. M.
Published: July 2016

The Function of the air intake of a gas turbine engine is to deliver whatever air mass flow is required, with the best recovery of ram stagnation pressure, over the desired range of flight speeds and altitudes.

Although it is generally shown in other forms, the performance of an air intake for supersonic flight can be represented on charts very similar to those of a rotating compressor. In Fig. 1 the ratio between ambient (static) pressure and stagnation pressure at the diffuser of a typical intake is shown as a function of corrected inlet and outlet air mass flow (which are themselves functions of the local flow Mach numbers), for a series of flight Mach numbers.
The First Trenchard Memorial Lecture
Authors: Boyle Dermot
Published: July 2016

The First Trenchard Memorial Lecture, “Lord Trenchard,” was given by Marshal of the Royal Air Force Sir Dermot Boyle, G.C.B., K.C.V.O., K.B.E., A.F.C., Chief of the Air Staff, at the R.A.F. Station, Halton, on 20th February 1958. This was the 30th main lecture of the Society to be given at a Branch and was held under the auspices of the Halton Branch. The large and distinguished audience included The Dowager Viscountess Trenchard and the present Lord and Lady Trenchard, Sir John Nott-Bower, Commissioner, Metropolitan Police, the Mayor of Aylesbury, a number of members of Council of the Society, the Commanders-in-Chief of Fighter Command, Technical Training Command, Maintenance Command and Home Command of the Royal Air Force, the A.O.C.s of No. 24 and No. 41 Group, the Commandants of Andover, Bracknell, Cranwell and Halton, and many other serving officers of the Royal Air Force.
Rotary Stability Derivatives from Distorted Models
Authors: Chan Y. Y. , Ward John R.
Published: July 2016

Foster and Haynes recently suggested the possibility of measuring the rotary stability derivatives of an aeroplane by testing a suitably distorted model in a wind tunnel. This possibility has been examined for an isolated wing by the authors and has been found to be in error for the derivatives due to rolling and yawing.

In what follows it will be assumed that thin aerofoil theory and Prandtl’s lifting line theory may be applied.
Rear-Engined Air Liners
Authors: Smith A. W. J.
Published: July 2016

I Should like to raise a point on the projected rear-engined jet air liners now under active consideration by several major British firms and of which “artists’ impressions” have recently been published, the latest being the V.C.10.

The rear-engine layout has so many advantages that its use seems entirely logical, but I am curious to know whether or not such a design has been investigated with a noseplane layout in preference to the conventional tailplane. I have been interested in this possible configuration for some years and put the idea forward in a short Branch lecture at Derby when it appeared that quite a few of those then present agreed in broad principle.
Fail-Safe Structural Design
Authors: Harpur N. F.
Published: July 2016

Around the end of the fifteenth century were written what must have been about the first set of airworthiness requirements ever compiled. These were notebooks of Leonardo da Vinci in which he discussed the physics of flight and the design of flying machines. In one of these notebooks he wrote:—

“ In constructing wings one should make one cord to bear the strain and a looser one in the same position so that if the one breaks under the strain the other is in position to serve the same function.”
Rear-Engined Air Liners
Authors: Smith A. W. J.
Published: July 2016

I wish to thank Mr. Wingham for his clearly relevant criticism of the proposed noseplane layout. I would suggest that the trouble which Mr. Wingham forsees might be avoided by mounting the noseplane as low as possible, as shown in the figure, with careful detail attention to engine positioning, alignment and air intake configuration. Also, the servo-plane would be relatively small and, trailing the air stream, cause little disturbance—surely, too, the high rear mounted mainplane now shown would exert a major smoothing effect on the general air flow pattern—per Jetstar and Caravelle?
Francis Herbert Wenham, Honorary Member 1824—1908
Authors: Laurence Pritchard J.
Published: July 2016

In December 1905 Wilbur Wright wrote to Octave Chanute, “ We were indeed very much gratified at the commendation of Mr. Wenham, whom we regard as one of the ablest and most useful men who have laboured in the cause of human flight.”

Wenham had written to Chanute expressing his delight at the success of the two brothers and adding, “It removes me from the list of cranks who always stated I was advocating an impossibility.”
From Aviation to Astronautics
Authors: Allen J. E.
Published: July 2016

Now that major space flight operations are under way in Russia and America there is a natural interest in such topics in this country among those working on aeronautics and guided missiles. At present one can only speculate on how this country will eventually contribute to space flight. As the Duke of Edinburgh has remarked, the difficulty is not due to lack of scientific talent but to the absence of surplus funds. Even so, we can make effective contributions in many ways and we should not lack boldness in seeking out possible ways of doing this. In the meantime, however, there seems to be a place for a review of the present technical situation and prospects for the near future, as seen from the standpoint of one in the British Aircraft Industry. As the majority of interplanetary flights will begin through the Earth’s atmosphere and many will finish by way of the same medium, the Royal Aeronautical Society can claim a special and legitimate interest in these matters. Ever since its inception the Society has encouraged the discussion of new technical advances, although its ability to do this has sometimes been hampered by the requirements of security. The same restrictions apply to this paper with the result that I have chosen to draw upon published material throughout, and to review the subject on a broad basis. I hope the work will not be less acceptable on these grounds.
The Man-Powered Aircraft
Authors: Nonweiler T. R. F.
Published: July 2016

An appreciation is made of recent experimental and project work of relevance to the design of a very light weight aircraft capable of being taken off and flown by two men. The emphasis is on the aerodynamic problems involved. It is concluded that, although there are many difficulties still needing attention, all the information supports previous assertions that flight by muscular power alone is possible. The merits and de-merits of a particular projected design are studied, and its performance and stability assessed.
The Definitions of Terms Relating to Various Flow Regimes of a Gas—Some Proposals
Authors: Warren C. H. E. , Young A. D.
Published: July 2016

In recent years there has been a rapid expansion of the ranges of speed and altitude that are of practical interest to aircraft and missile designers. In consequence, several new terms have been introduced to describe the new flow regimes that require to be considered and, at the same time the meanings of some of the older terms have undergone a measure of modification. The meanings attached to these terms by different workers have not always been consistent, differences have sometimes arisen from the differences of outlook between theoretical and experimental workers or between those concerned primarily with the motion of a fluid and those concerned primarily with the forces on a body in the fluid. To avoid the confusion that may readily arise if such differences become too well established it was felt desirable at this stage to attempt the formulation of unambiguous definitions of the more important terms in current use.
Strut Testing
Authors: Crawshaw A. H.
Published: July 2016

In the July JOURNAL, page 528, Dr. H. Fessler describes a method of testing struts using links in tension to apply the load.

A much easier and cheaper method is to use sharpened rods as struts tested between hard flat plates. As the load increases the ends continually crush so that there is no restraint and the equivalent to a pin joint is obtained.

Eccentricities can easily be obtained by bending the rods and the amount can be checked by mounting between female centres and rotating. At least three specimens of each length should be tested. A strut curve consisting of failing stress plotted against length divided by radius of gyration can then easily be obtained for use with the material, without the use of theory.
Aeroelastic Problems Associated with High Speeds and High Temperature
Authors: Broadbent E. G.
Published: July 2016

Two simple examples of aeroelastic effect are given in which chordwise distortion is important. The first relates to static distortion of a solid wing at high temperature using non-linear relations derived by Mansfield. It is shown that the chordwise distortion is stabilising as regards divergence, but leads to considerable loss of lift. The second example shows that chordwise distortion can reduce the flutter speed of a flat plate.
Simulation Techniques in Aeronautics
Authors: Foody J. J. , Paul R. J. A.
Published: July 2016

The science of aeronautics has developed rapidly in a very short space of time, when one reflects on the remarkable achievements which have been made since the advent of powered flight just over fifty years ago. This rapid advance has made the aircraft designer more keenly aware of any new design techniques which would assist him in his further understanding of the problems involved. In the pioneering days of aircraft development the aerodynamic characteristics were obtained largely at the flight test stage of a design. Through time, however, the designer learned that quite a lot of useful information could be obtained from ground tests in wind tunnels, and he therefore made use of an aerodynamic simulation in its broadest terms, in the form of a wind tunnel model. This was an important advance in design technique in that the concept was established of evaluating performance by means of a “model,” in the initial stages of a project design. A much later generation of aircraft resulted in the need for automatic and power control aids to flight. Further advances have resulted in completely pilotless and automatic flight.
Notes on Air Breathing Engines for Supersonic Flight
Authors: Morley A. W.
Published: July 2016

Aircraft operate within a domain of altitude and Mach number, the limitations to which are prescribed by the present state of technical knowledge. With the perfection of the aircraft gas turbine we have witnessed the boundaries of flight recede beyond the sonic barrier and are now approaching the stage where the vastly improved propulsiorl technique will permit cruising supersonic flight. Several excellent papers referring to this subject have been given.
The Application of Automatic Digital Computers to Aeronautics
Authors: Hollingdale S. H.
Published: July 2016

The last occasion on which a lecture was given to the Society on the subject of digital computing was in 1954, when Dr. Goodwin, of the Mathematics Division, N.P.L., spoke on “ The uses of the ACE Pilot Model Computer.” At that time there were very few electronic digital computers in regular operation in this country and only one was primarily engaged on aeronautical work.
The Eddy Dijfiisivity in Annular Flow
Authors: Barrow Henry
Published: July 2016

An investigation into the turbulent flow characteristics in a smooth-walled annulus has been continued. Velocity and its correlation has already been dealt with in the author's note in the November 1958 JOURNAL (p. 830). In the work presented here, the eddy diffusivity in gas flow is discussed, its distribution predicted, and experimental results for the eddy difiusivity of heat in an insulated annulus with a heated inner wall are included in support.

The distributions of velocity, shear, temperature and heat flux for an annular flow with heat transfer at the inner boundary are shown diagrammatically in Fig. 1. The features of the turbulent velocity profile and methods of correlating velocity distribution are outlined in Ref. 1. The shearing stress T is given by the equation
Stress Corrosion—The Engineer̕ s View
Authors: Wall P. H.
Published: July 2016

Of all those forms of corrosion with which the engineer must deal, such as atmospheric corrosion, galvanic and fretting, stress corrosion is perhaps the most difficult to understand, to predict and to prevent.

Unlike that other troublesome characteristic of metals, namely fatigue, which also defies exact analysis, it is caused by static tensile stress acting in a corrosive environment (in many cases, the atmosphere). This may be due to internal residual stress or externally applied assembly stress and under such circumstances the possibility of stress corrosion occurring is ever present and is not necessarily removed by the cessation of the working loads.

Most alloys are susceptible to some degree ranging from those which suffer in practice to those which only exhibit the phenomena under exaggerated laboratory conditions. Some examples are railway locomotive boilers, stainless steel construction, commercial spot-welded construction and, of course, aeroplane structures in light alloy.
Elastic Instability of Stiffened Sheet under Compression Reacted by Shear
Authors: Caldwell J. B.
Published: July 2016

Figure 1 illustrates a structural problem which occurs in naval architecture, and which may also be of interest in the structural design of aircraft. Compressive loading is applied to one transverse edge of a stiffened flat sheet and reacted, not by equal compressive loads on the opposite transverse edge, but by shear forces along the two longitudinal edges. These shear forces, and the complementary shear forces acting on the transverse edges, arise from the connection of the stiffened sheet to adjacent structure. This situation arises, for example, at a ship's transverse bulkhead. The lower edge of the bulkhead is subjected to vertical loads applied by the ship's bottom structure, and these loads are transmitted upwards and outwards to the vertical edges of the bulkhead, thence to be diffused into the side shell plating.
Approximate Solution of Linear Second Order Differential Equations
Authors: Squire William
Published: July 2016

In a recent paper(1) Collar discussed some aeronautical applications of linear differential equations with variable coefficients. Part of the paper deals with the approximate solution:

of the differential equation

This asymptotic approximation, which dates back at least to Liouville, has an interesting history(2). It is widely known as the WKB approximation because of its use in quantum theory by Wentzel, Kramers and Brillouin. It has been applied to compressible flow by Imai(3).

While very useful it breaks down at the zeros of n(t) and there are problems in joining solutions passing through such points. Recently(2,4,5) extensions of the approximation which circumvent this difficulty have been developed. This note deals with the extension due to Bailey.

This approximation can be developed from the equivalence of equation (2) and the Riccati equation: —
Earth Satellites
Authors: Stephens W. H.
Published: July 2016

So much has been written, both of fact and fancy, about satellites and space travel in the past few years that the selection of material suitable for presentation to the members of a learned Society concerned mainly with purely aeronautical matters is a hazardous and difficult task. I propose in this paper to tackle it by restricting the subject severely to a description of the general characteristics of near earth satellites and the scientific exploration made possible by their use as observing platforms. The later sections of the paper have a bearing on the possibilities and engineering problems of space probes and space travel; I leave it to others to speculate on the likely time scale and types of such activities and attempt instead to make sure that the basic factors involved are made reasonably clear. To set the background it is important to review briefly the actual practical achievements up to the present time.
Safe Mechanisms
Authors: Crawshaw A. H.
Published: July 2016

I should like to thank Mr. Hafner for his paper on “ Safe Mechanisms ” published in the May Journal (p. 273). There is much scope for thought and invention along the lines he suggests and such thought will result in increased safety.

In Section 3.1 on page 276 “ Safety Standard,” it is suggested that accident statistics should be quoted on an hourly basis and not per mile. A man expects to live three score years and ten; it is, therefore, the risk of spending a proportion of this time in a given occupation which is significant. It is then possible to compare the relative risks of lying in bed, train travel, air travel, space travel and so on.
Theoretical Principles of Guided Missile Systems
Authors: Burt E. G. C.
Published: July 2016

A guided missile system is a very complex assembly of interacting sub-systems, and rarely fits into a neat mathematical framework; but the need for a sound theoretical background is perhaps even more acute in this than in other fields, because of the almost prohibitive cost of protracted experimentation and cut-and-try methods. A theoretical model—even an approximate one—can greatly reduce the amount of experimental work necessary to prove a system, since the less efficient arrangements can be eliminated without a shot being fired. The use of simulators and computers, although indispensable, is in no way a substitute for this theoretical understanding: for the computer solutions can be obtained only for specific cases, and are of limited use unless they can be generalised to apply to other situations.
Water and Ice in the Atmosphere
Authors: Jones R. F.
Published: July 2016

Over the past years many questions which come under the broad heading of cloud physics have been put to the Meteorological Office by aircraft firms and others, questions on the water and ice crystal contents of clouds and the size distribution of raindrops are examples. These questions have invariably been easy to ask and at first sight the answers would appear to be straightforward, but almost equally invariably these simple questions have proved difficult to answer with precision and in many cases estimates only have been possible. This may well appear surprising and it is the purpose of this paper to indicate some of the difficulties encountered.
An Estimate of the Suction Peak on Infinite Sheared Wings
Authors: Weber J.
Published: July 2016

It is shown that, for infinite sheared wings with symmetrical aerofoil sections, the value of the suction peak near the nose in incompressible flow depends primarily on the value of the lift coefficient and the nose radius and not on the angle of sweep.

When investigating the suitability of a basic wing section for an aircraft design with comparatively large aspect ratio, it is useful to know up to which lift coefficient one can expect the flow to be attached over the wing surface, and separation to occur at the trailing edge only. For aerofoils of small or moderate thickness-chord ratio, flow separation tends to occur first near the leading edge.
Problems of Hypersonic Aerodynamics— A Survey
Authors: Monaghan R. J.
Published: July 2016

Real gas effects are among the major complications of hypersonic flow and this is illustrated by examples of the temperatures and pressures attained when a flow is brought to rest. Once dissociation appears, these depend to a marked extent on the type of compression.

In designing for the alleviation of aerodynamic heating there are two distinct cases. The first is the uncontrolled re-entry of a freely falling body, for which it is best to have a shape with a high pressure drag. The second is sustained flight, for which a shape with low pressure drag could be better, radiation giving appreciable control of surface temperature.

Low pressure drag accords with design for aerodynamic efficiency and there is scope for research on three-dimensional lifting shapes. There is some discussion of this and also of the philosophy of securing maximum amounts of separated flow.

Finally, there is continual emphasis on the need for experimental research, since hypersonic flow fields may differ considerably from those that would be expected by extrapolation of
conventional supersonic experience.
Some Special Aspects of Hypersonic Flow Fields
Authors: Mangler K. W.
Published: July 2016

When a body moves through air at very high speed at such a height that the air can be considered as a continuum, the distinction between sharp and blunt noses with their attached or detached bow shocks loses its significance, since, in practical cases, the bow wave is always detached and fairly strong. In practice, all bodies behave as blunt shapes with a smaller or larger subsonic region near the nose where the entropy and the corresponding loss of total head change from streamline to streamline due to the curvature of the bow shock. These entropy gradients determine the behaviour of the hypersonic flow fields to a large extent. Even in regions where viscosity effects are small they give rise to gradients of the velocity and shear layers with a lower velocity and a higher entropy near the surface than would occur in their absence. Thus one can expect to gain some relief in the heating problems arising on the surface of the body. On the other hand, one would lose farther downstream on long slender shapes as more and more air of lower entropy is entrained into the boundary layer so that the heat transfer to the surface goes up again. Both these flow regions will be discussed here for the simple case of a body of axial symmetry at zero incidence. Finally, some remarks on the flow field past a lifting body will be made. Recently, a great deal of information on these subjects has appeared in a number of reviewing papers so that little can be added. The numerical results on the subsonic flow regions in Section 2 have not been published before.
The Prediction of Three-Dimensional Stress Concentration Factors
Authors: Allison I. M.
Published: July 2016

Two-Dimensional Stress concentration factors may be obtained more quickly and simply than the corresponding three-dimensional factors, either by experiment or mathematical analysis. It would be convenient to obtain information, for varying geometry in the two-dimensional case of a particular type of stress raiser, e.g. a shoulder, groove or hole, and use this either to predict the three-dimensional stress concentration factors or to extend the range of existing three-dimensional results. Clearly a comparison is only possible if the three-dimensional stress raiser embodies a plane of symmetry (which gives the geometry of the similar two-dimensional stress raiser), and if the loading conditions can be reproduced in both the two- and three-dimensional cases. The latter requirement restricts the correlation to the stress concentration factors obtained in tension and in bending. The three-dimensional torsional loading system has no plane of symmetry which can be simulated in two dimensions.
A Controlled Experiment on the Subjective Effects of Jet Engine Noise
Authors: Copeland W. C. T. , Davidson I. M. , Hargest T. J. , Robinson D. W.
Published: July 2016

With the Co-Operation of 1,600 members of the public a series of aircraft noise assessment tests was made at the 1959 Farnborough Air Show to obtain further information on the way in which the perception of these noises is influenced by subjective effects. This provisional analysis shows that Beranek's empirical method for assessing the perceived noise level is adequate for the comparison of existing types of fixed-wing aircraft. A secondary part of the experiment, dealing with noise simulating the ducted-fan engine, is also described.
Agricultural Aviation
Authors: Wheeler A. H.
Published: July 2016

The first International Agricultural Aviation Conference, held at the College of Aeronautics at Cranfield between the 15th and 18th of September 1959, was well timed to mark one stage in the development of the art of airborne farming—it was the stage when the art ceased to be mainly experimental and became essentially a commercial business.

Intermittently for the past thirty years, in various parts of the world, attempts have been made with varying degrees of economic and practical success to do certain operations connected with farming, forestry or other allied activities. Two main factors within the past decade have served to intensify the interest and activity in the art. One important factor is the general improvement in aircraft, including helicopters, coupled with the very large number of relatively suitable ones which became redundant (and therefore cheap) at the end of the Second World War. The other factor, equal in importance, concerns the development of the science of agricultural chemistry which has given the farmer a new and wide range of fertilisers, selective weed killers and other chemical forms of pest control which are effective in reasonably small bulk.
Operational Requirements for Aircraft in Australian Territories
Authors: Coombes L. P. , Munro J.
Published: July 2016

At its fifth meeting, the Commonwealth Advisory Aeronautical Research Council discussed the need for a better understanding of the operational requirements for aircraft in different parts of the Commonwealth. It therefore asked for papers from the respective countries, bearing in mind particularly the possibilities of V.T.O.L. and S.T.O.L. aircraft.

A survey has been made in Australia. The general impression gained is that within the Australian continent there are no outstanding future operational needs, if the term outstanding is interpreted in the sense of V.T.O.L. or S.T.O.L. or other extraordinary condition of operation. This is not surprising since Australia has, on the whole, excellent conditions for flying; there are no high mountains, very little icing or fog, and the country tends generally to be flat and low. In external operations conditions are not so favourable and certain definite requirements emerge. Theses together with some general observations, have been recorded as of interest to designers. It is clear that simpler forms of V.T.O.L. aircraft than rotary winged types are needed, and this may well indicate a need for more research.
The Low Speed Approach and Catapult Launch Problems in High Performance Naval Aircraft
Authors: Whitehead D. J.
Published: July 2016

In the first half of the paper some of the basic aerodynamic engineering and piloting problems that have been encountered during the design and development of modern naval deck landing aircraft are enumerated and described. Such aircraft, of basically swept-wing configurations and high transonic or supersonic performance, have to be capable of being flown comfortably under full pilot control at the low speeds expected for carrier deck landings.

In Part II, the many devices of aerodynamic and engineering design will be described which have been evolved in an attempt to overcome or minimise the problems.
Vertical Transport Business
Authors: Cummings Robert L.
Published: July 2016

Turbine-powered helicopters mark the most important step taken thus far in the transition from development to business for that segment of the transportation industry which utilises the capability for vertical flight.

Completing more than a year ot detailed study and evaluation, New York Airways recently announced its commitment to purchase ten multi-turbine Vertol 107 aircraft designed to cruise in excess of 150 miles per hour with 25 passengers. They will be introduced into service in the spring of 1961. With these machines commercial revenues could, for the first time, offset all operating charges and produce a fair return on the capital investment—without government financial support. The availability of the Fairey Rotodyne in 1964 will place New York Airways in a position to offer the public a substantially enlarged and even more useful service operating on a business basis.
Lift-Curve Slope and Induced Drag Factors of Large Aspect Ratio Straight-Tapered Wings
Authors: Nonweiler T. R. F.
Published: July 2016

The difficulties of computing a solution to the Prandtl lifting line equation for large values of A/a0 are well-known, at least to any investigators who have tried. In attempting to deduce the loading over straight-tapered wings, like those used on sailplanes, the author has used an iterative method by which the nth. approximation to the downwash is obtained by a numerical integration based on the (n–l)th. approximation to the distribution of circulation. The main difficulty here is essentially one of making a good initial guess of circulation for the first approximation to the downwash.
Approximate Solution of the “Inverse Problem” of Boundary Layer Theory
Authors: Bradshaw P.
Published: July 2016

Existing approximate formulae for the thickness of laminar and turbulent boundary layers are used to derive a method of calculating the free-stream velocity distribution corresponding to a given variation of shape parameter.

Thwaites has given the formula

for the momentum thickness of a laminar boundary layer with free-stream velocity u (x). This is the integral form of the empirical equation
The Subsonic Ram-Jet as an Aid to Technical Education
Authors: Hilton P. A.
Published: July 2016

For some years the author has been interested in subsonic ram-jets as a means of helicopter rotor tip propulsion and has done a considerable amount of experimental work with this end in view. Most of the effort has been concentrated on producing engines to operate at the lower end of the speed range as it was thought that, however simple a ram-jet may be, this advantage is lost when other means of propulsion are needed for starting purposes.
Elementary Stress Analysis of Circular Frames in a Cylinder Partially Filled with Fluid
Authors: Halliwell A. R.
Published: July 2016

Expressions are found and curves given for the bending moment, direct force and shear force around a circular frame, in a cylinder partially filled with fluid. The maximum bending moment is found to occur when the cylinder is half full, and its position to be at the level of the fluid surface.

The analysis is an elementary one, that is, engineer's bending theory is assumed to hold in the cylinder. Hence the resultant pressure of fluid on the frame is balanced by a sinusoidal varying shear flow around the frame.
Buckling of Unstiffened Shear Webs with Flanged Lightening Holes
Authors: Michael Maureen E.
Published: July 2016

Although many investigators have set out to find a method of determining the buckling and failing stresses for unstiffened shear webs with flanged or unflanged lightening holes, it seems that so far no really satisfactory method has been found.

A number of empirical and semi-empirical expressions have appeared over the years which agree closely with the limited series of tests on which they are based, but which the writer has found not to agree with the general mass of experimental data which is now available on this subject.

Following a recent examination of the available data another attempt has been made to derive some expressions or formulae that would help the designer to estimate buckling and failing stresses of such panels, and as a first step a semi-empirical formula has been derived that appears to fit the test results reasonably well for the initial buckling case. It applies to panels with edges fixed.
The Aircraft Constructor's View
Authors: Warde R. H.
Published: July 2016

Flight Safety is a subject which ranges outside the control of the Aircraft Constructor and so it has been interesting to learn the other points of view from the other papers. While it should be the natural aim to see that the aircraft matches the highest standard of safety, the constructor's control over this in the hands of the operator is limited.
Experiences with an Operational Heliport
Authors: Brie R. A. C.
Published: July 2016

The subject matter of this paper is primarily an account of operational experience over a comparatively short period resulting from helicopter activities at the Westland London Heliport. At the outset it is appropriate to recall publication by the Helicopter Association of Great Britain, in January, 1958, of a widely circulated report entitled “Examination of the Case for a London Heliport”. There in was expressed the opinion that there existed an immediate need for an operating base in the inner metropolitan area for use by single-engined helicopters. Further, that it was mistaken policy for the then Ministry of Transport and Civil Aviation to relate the need for a London heliport to the future advent of multi-engined helicopters. In the meantime the initiative had been taken by Westland Aircraft as a private venture to provide a suitable site, and to accept financial responsibility for all procedural and constructional work associated with its development and operation.
A Simplified Presentation of Shock Wave Parameters in Dissociating Air Flow
Authors: Nonweiler T. R. F.
Published: July 2016

As is well known, the analysis of shock waves is complicated when the gas becomes dissociated on passage through the wave. As well as showing a dependence on the Mach number of the incident flow and non-dimensional quantities characteristic of the nature of the gas, as does the analysis when applied to a perfect gas, it then also shows a dependence on the thermodynamic state of the upstream air, as described for instance by its temperature and pressure. A growing number of calculations is becoming available, especially for air in complete thermal and chemical equilibrium, but the interpolation to give results appropriate to the three independent variables (of upstream state and incident velocity) needed in any particular application can often be rather troublesome, and one has still less faith in extrapolation.