bluuebunny/crossref_metadata_2025 huggingface dataset:
The Problem of Landing Commercial Aircraft in Fog
Authors: Stussel R.
Published: August 2016

(1)

Survey of the present methods of carrying out air transport service when visibility is bad.

(2)

What is essentially required of technical aids for landing under bad weather conditions.

(3)

Short survey of current German methods for solving the problem of landing in fog.

The necessity for being able to carry out air transport unhindered by weather conditions is inseparably associated with the idea of commercial air service. This great problem of “ flight in any weather ” has confronted us since the inception of regular services between places having corresponding traffic needs, that is to say, since the very birth of air transport.
Results from the Compressed Air Tunnel
Authors: Relf Ernest F.
Published: August 2016

The Compressed Air Wind Tunnel has now been in more or less regular use fpr a little over a year, during which time some interesting results have been accumulated. While these results are not yet by any means complete enough to enable an exhaustive study of scale effect to be made, they are nevertheless of sufficient extent to throw light on several points in respect to scale effect which have hitherto been somewhat obscure, and in particular to show more clearly the relative effects of scale and turbulence on the important phenomenon of the maximum lift of aerofoils.

It may be well to review briefly the history of the development of the Compressed Air Tunnel and to give a very short account of the construction of the tunnel at the N.P.L. and of the preliminary work associated with its special measuring apparatus, as no mention of these matters has yet been made in the Society's publications
Commercial Aircraft
Authors: De Havilland G.
Published: August 2016

The present stage in the evolution of commercial aeroplanes brings questions of speed and load into prominence, and it is hoped that an attempt to look at these things from a designer's point of view may be justified.

An aeroplane at first glance might appear to be an uneconomical vehicle. It may have over 100 h.p. installed per passenger, and this gives an expensive impression. The other side of the picture is that aeroplanes can achieve over 60 passenger miles per gallon of petrol at a higher speed than any other form of transport.
Some Notes on The Pressure Piping Effects on Fuel Injection
Authors: Lawson C. W.
Published: August 2016

During the last few years the use of the Diesel engine for aircraft has become important; it has advantages and some disadvantages when compared with the petrol engine, and what we are directly concerned with is overcoming, or at least reducing, the disadvantages. The most obvious of these is the relatively high weight-power ratio of the engine, but it is to be hoped that this will be overcome as rapidly as it was in the development of the petrol engine. In any case, the unfavourable weight-power ratio of the compression-ignition engine is, for long flights, offset by the weight of fuel required to be carried.
On A New Aircraft-Sextant for Use with Visible Horizon
Authors: Becker L.
Published: August 2016

When this instrument is in its observing position the visible horizon is reflected at three points vertically downwards into a telescope. The portions of the horizon observed are facing the observer and lie 60° to his right and left. The images of the visible horizon appear as three straight lines in the field of view intersecting at about 60°. The observation consists in bringing the image of the celestial object into a certain point defined by the configuration of the horizon-lines. It is of no consequence whether all the rays after the downward reflection are again reflected into a horizontal direction, and whether this occurs before or after the rays enter the object-glass. It will be shown below how the observer is enabled to keep the error of inclination so small that its effect on the result, of second order, can be neglected.
The Training of an Aeronautical Engineer
Authors: Sutton Pippard A. J.
Published: August 2016

It is with some misgiving that I come here this evening to lecture to this Society on the training of an aeronautical engineer. The subject is not one which I chose myself; indeed, I think that it is probably the very last which I should have selected to talk about, but the Council of the Society, for some reason which I have not yet been able to understand, invited me to deal with it. I rashly promised to do it, but now that the time has come to redeem that promise I feel that I ought to have refused and chosen a subject on which perhaps I could speak with a little more authority. I suspect, however, that the Council was anxious to obtain a discussion on a topic which to any Society is a very important matter and that I have been put up to serve as a target for your criticism in the hope that something useful may emerge from your comments rather than from my paper.
The Turbo - Compressor and the Supercharging of Aero Engines
Authors: Whittle F/O. F.
Published: August 2016

If the amount of printed matter published on a technical subject is any guide to the general state of knowledge on that subject, then neither the turbo-compressor nor the general problem of the supercharging of aircraft engines can be very well understood at present, much less the combination of the two. Apart from the brief treatment accorded to the behaviour of engines at high altitudes, and supercharging in the well-known text-books on engines, the only printed matter available on the subject is contained in papers published in technical journals (so far as one knows), viz.:—

“ Supercharged Aero Engines,” R. F. R. Pierce, the Journal of October, 1926.
High-Speed Aircraft Design
Authors: Clarkson Richard M.
Published: August 2016

The MacRobertson Air Race, with its carefully thought out rules and conditions, has turned out to be one of the greatest incentives to the progress of aircraft design in the history of aviation. The fixing of the average distance between control points along the route of the race, together with the necessity for compliance with a British normal Certificate of Airworthiness, and the need for high speed all combined to make a problem for the aircraft designer the solution of which cannot but benefit very materially the advancement of aeroplane design.

Many long range records have been taken in the past, but never with an aircraft possessing a Certificate of Airworthiness. Many speed records have been taken, but few with an aeroplane which complies with Certificate of Airworthiness requirements. Here we had a contest which demanded of the aircraft the utmost range and speed consistent with the possession of a Certificate of Airworthiness.
A Note on Miss Chitty and Prof. Southwell's R.38 Memorial Prize Essay For 1931
Authors: Morris J.
Published: August 2016

An interesting item in the above essay, published in the Journal for December, 1931, is the solution, given in Appendix II, of the determinantal equation

ΔN=0,

But before this equation is discussed a dynamical problem will be formulated in the solution of which a similar determinantal equation arises.
Tailless Aircraft Design Problems
Authors: Lee G. H.
Published: August 2016

A few of the outstanding problems connected with the design of tailless aircraft are discussed. The paper does not set out to be in any way a comprehensive dissertation of the whole field of tailless design, as it was considered that it would be more useful to concentrate on some of the recent problems which are exercising the minds of designers at the present moment.

Since the problems discussed are those which are currently causing some degree of speculation, it follows that in the majority of cases only possible means of solution may be suggested and only tentative conclusions drawn.
The Structure of Timbers in Relation to their Uses
Authors: Jane Frank W.
Published: August 2016

“ The last thing I purposed to speak of, is, Those several Qualities of Timber or of Trunks, by which they are fitted for Mechanical Use.…. The Visible Causes whereof are observable. Partly in the Structure of the several Parts; sc. the Insertions, Sap-Vessels and Aer-Vessels; as to the Number, Size or Position of any of them. And partly, in the Nature of the Parts; I mean such as is manifest to sense. According to our clear and distinct observing of all which Causes, we may understand, Wherefore any Wood is made use of for any certain purpose. And also, wherein fitly to apply it to further Use.”
How Insects Fly
Authors: Snodgrass R. E.
Published: August 2016

A particular interest attaches to the study of the wings of insects, because, in some respects, they act more after the manner of human inventions for aerial locomotion than do the wings of any other flying creature. Though man has never been successful in equipping himself with wings, and has largely given up the hope of acquiring them, he has succeeded in making machines that will fly; and, whether his craft is lighter than air or heavier than air, its driving mechanism is a set of rotating blades, the nearest counterparts of which in the animal world are the rapidly-whirring wings of certain insects.
The Manufacture and Use of Light Alloys
Authors: Devereux W. C.
Published: August 2016

At quite short notice I was asked to deliver this paper and told at the same time that I must make it popular and not adhere too much to technicalities. This makes it very difficult for me.
Wing-Beats III
Authors: Batten J. D.
Published: August 2016

On the assumption that for winged flight a man would have to rely on the phasic activity of his muscles (that is to say on an activity induced by nerve impulses from the brain at a rate of 50 per second, or thereabouts) it is easy to believe that for man such flight is impossible.
Some Results Obtained on the Cathode Ray Engine Indicator
Authors: Dodds E. M.
Published: August 2016

We have published elsewhere a considerable amount of work on the development of the cathode ray engine indicator and, while most of the pressure elements and circuits which have been developed are perfectly satisfactory on normal petrol and Diesel engines, it has been impossible up to the present time to obtain a really satisfactory pressure-time card on the high duty boosted aircraft engine, the main difficulty being due to the super position of mechanical vibration on the pressure-time diagram. A satisfactory knock indicator has, however, been produced and a few of the results are here discussed, in the hope that they may be of general interest.
Aero Engine Accessories
Authors: Taylor W. L.
Published: August 2016

Since the Armistice the gradual development of the various types of aero engines, together with the abandonment of windmill driven accessories, has necessitated an increase in the number of auxiliaries incorporated in the engine structure, and the engine designers are to be complimented for the ingenuity and compact arrangement of the auxiliary drives and housings on present-day aero engines.

The auxiliary drives for valve operation, dual magnetos, oil pressure and scavenge pumps, water and petrol pumps, supercharger, turning, starting and gun gears, are usually grouped in a housing or housings at the rear of the engine, except that on the radial air-cooled engine the valve gear is arranged at the front and the water pump is unnecessary.
Aircraft and the Fire Problem
Authors: Denne R. A.
Published: August 2016

Fire control has two phases, prevention and cure. Of these the first is obviously the most important, but equally obviously serious attention must be given to the second.

Great advances have been made towards the minimising of the fire hazard as it affects aircraft. Previously inflammable components have been replaced by ones of metal; tanks have been made much less prone to disintegrate in a crash, and the press has provided us with a non-inflammable fuel.

It is not my intention to-night, however, to deal with this aspect of the case; it has received a great deal of attention and is constantly before you as aircraft designers. I propose to elaborate the subject of curing those cases we are unable to prevent.

The subject of fire extinction has been curiously neglected scientifically. Recently, one must admit, some attention has been bestowed upon it, but attention of rather a haphazard nature.
Air Transport in Fog
Authors: Meredith F. W.
Published: August 2016

It is not possible to go fully into all the aspects of this problem in the time at my disposal. I am accordingly confining myself to a discussion of the feasibility of operating heavier-than-air craft in fog with reference to the instrumental equipment required. The meteorological aspects were dealt with in a paper by Captain Entwistle two years ago.

In order to obtain a correct perspective on the problems of flying in fog it is necessary to realise that many cases of impaired visibility, which would not normally be regarded as fogs, may seriously increase the risks of flying. This reduction of visibility may be caused by fog proper or by haze, drizzle, rain, snow or dust. The problem I wish to consider then is that of flying, navigating and landing when the visibility is such, that flight would be impossible or unduly dangerous without special equipment.
The Art of Flying Landplanes and Seaplanes
Authors: MacMillan Norman
Published: August 2016

Since this paper is prepared at the request of the Council of the Royal Aeronautical Society–a body which represents in the main the scientific aspect of aviation–I have endeavoured in preparing it to remember that I must infuse into its composition something of worth to the technician as well as to the pilot. If I manage to convey to the former some of the problems which confront the latter and which are not quite the same as those with which he is himself faced, I may have rendered some small service in response to the honour which the Council of the Society has done me in asking me to undertake this duty.
High Altitude Equipment of Aircraft
Authors: Stewart
Published: August 2016

The problem of keeping pilots and observers warm when flying at high altitudes was brought into prominence during the late war. At a height of 20,000 feet the normal temperature is approximately − 25°C. or “45° of frost,” Whilst in winter at an altitude of 30,000 feet temperatures of the order of − 5o°C. or “90° of frost” are frequently encountered. When flying at probably 100 miles per hour in temperatures of this order, all ordinary means of keeping the body warm are quite inadequate and no padding or lagging capable of being worn as a suit will keep the body warm for more than a few minutes.
Racing Seaplanes
Authors: Holroyd F.
Published: August 2016

The development of racing seaplanes has been so very rapid in the last few years that all other means of locomotion has been left a long way behind. Over 350 miles per hour has been reached in level flight by a machine controlled by a human being with a fair amount of ease and in comparative safety. A skilled human being it is true, but all advanced science requires skilled control.
Preventive Medicine in its Relation to Aviation
Authors: Goodwin Rawlinson E.
Published: August 2016

Air transport has now become so important a factor in the life of the community that preventive medicine must seriously take into account the new problems that inevitably have arisen. Increased speed of transport brings about more frequent contact with rapidly increasing numbers of those of other communities as well as of their own.
Wing-Beats
Authors: Batten J. D.
Published: August 2016

In my little book, An Approach to Winged Flight, published in 1928, I advanced the view that the flight of all human gliders might fairly be regarded as a winged flight with locked wings.

I suppose that if the wings were unlocked they would flap upwards and the aviator would come down; but that if they could be unlocked and yet restrained by springs so strong that, until any other force were applied, they would retain their horizorital position, then it seemed credible that their movement would be under the control of the aviator and that, as soon as he knew how to exercise that control to his own advantage, he would actually be flying.
The Autogiro
Authors: De La Cierva J.
Published: August 2016

I have, for the second time, the honour of addressing you. Four years ago I told you how I had had the good fortune to discover a new method of flying with characteristics altogether different from the conventional aeroplane.

To-day, taking advantage of your kind invitation, I come to tell you of how the crude experimental autogiros of 1925 have been developed into practical flying machines. I will also deal with a number of theoretical points in justification of the assertions I have often made about the qualities of the autogiro and in answer to the criticisms of which my system has been made the object from time to time.
Authors: Baldwin J. E. A.
Published: August 2016

I wish to make it quite clear that any opinion expressed in this lecture is merely a personal opinion, and does not tend in any way to express the official view.

As a serving officer it has been necessary for me to obtain permission to give this lecture, and a copy of the proposed lecture has been submitted to the authorities, but this in no way implies that they are in agreement with the opinions expressed in the lecture.
The Use of Models in Research and Design
Authors: Wood R. McKinnon
Published: August 2016

If I wish to know the load which a structure will support without yielding or breaking, or its deflection under some load, I usually make calculations embodying numbers representing certain properties of the materials used, determined by some simple experiments. Sometimes the mathematics may be exceedingly difficult, or even intractable; or the mathematical solution may be achieved only at the expense of assumptions whose validity seems to need confirmation. I may then experiment with my structure, full scale; but it may be large and costly and I may wish to know the answer before I venture to build it. I may make a small scale model and experiment with that.
New Methods of Research in Aeronautics
Authors: Wimperis H. E.
Published: August 2016

It is twenty years ago almost to the day since the world was saddened by the news of the death of one of its heroes—Wilbur Wright. The inspiring story of the successful attack made by the two brothers, Wilbur and Orville, on the age-long problem of human flight is too well known to be told at length here. But it is remarkable that the first flight by a motor driven aircraft on 17th December, 1903, was made only two years after Chanute, in a speech before the Western Society of Engineers, had felt compelled to use such cautious words as: “There is some hope that, for some limited purposes at least, man will eventually be able to fly through the air.”
Atmospheric Winds
Authors: Davies D. M.
Published: August 2016

The role of meteorology in air operations is becoming increasingly important and an understanding of meteorology is desirable in the consideration of a number of the problems to be faced. The forecasting of winds en route and the use of these forecasts is one such problem, which has been brought into greater prominence by the advent of fast, high-flying aircraft. A great deal of work is being done on upper air winds and it is already clear that curious and significant phenomena sometimes occur. Thus very high winds are sometimes found in belts of limited lateral extent—the so-called “jet stream.” Not only high winds, but high rates of change of wind occur in such regions and they are clearly a potential source of difficulty to the navigator. Apart from the jet stream —a meteorological highlight of recent development—airline operators are also concerned with the problem of route planning.
Night Air Mails
Authors: Florman Carl
Published: August 2016

The work for the development of air traffic in Europe into a generally recognised means of communication in conjunction with railways and steamships,has hitherto mainly been done through the conveyance of passengers and goods. Mail has certainly been carried by the aeroplanes, but as a rule only in small quantities. As managing director of the Aerotransport Company, the Swedish Air Line, I have seen this development with a certain amount of worry and distrust, and submitted therefore to the International Air Traffic Association a suggestion lor organising, at the earliest possible moment, a general European air mail net, mainly for night traffic. My suggestion was dealt with by a Committee appointed at the Iata's last session in Antwerp, and the suggestion was discussed also at the Postal Congress which was held at Brussels in October,1930.

I realise that the question of establishing air mail conveyance between London and the various parts of the Empire is of great importance from a British point of view, but as this object has nothing to do with the aims for which I am working, I shall not touch upon it to—day.
Aircraft Riveting
Authors: Giddings H.
Published: August 2016

Many engineers probably regard riveted joints as a very elementary feature of construction, worthy only of a passing reference in a first year Engineering Course, or a page or so in the appropriate “Handbook”.

In fact, modern aircraft riveting is an extremely complex subject.
Design for Maintenance
Authors: Bishop R. E.
Published: August 2016

There is nothing new in attempting to design an aircraft to give trouble-free service. This has always been one of the major parts of a designer's job. In recent years there has been a lot of talk about improving design from the maintenance point of view and suggestions for “maintenance cells” in drawing offices. I would suggest that if aircraft have become too difficult to maintain, it is not entirely due to lack of appreciation of the problem in the drawing office, but mainly to the great increase in complexity of the modern aircraft, particularly in the past 10 years.
Some International Aspects of Air Transport
Authors: Cribbett George
Published: August 2016

In accepting the invitation to address the Royal Aeronautical Society I am deeply conscious of the honour that has been paid to me and of the responsibility I have undertaken. My sense of responsibility flows from the realisation that I have been called upon to contribute from personal knowledge and experience to the great volume of recorded and authoritative opinion already contributed by these lectures.

I have chosen to address you on some international aspects of air transport because it is my firm belief that the lack of an enlightened multilateral code in an important field of international air transport is one of the more serious impediments to the full exploitation of the technical advances with which air transport has been presented in recent years.
Work in an Experimental Seaplane Tank
Authors: Smith Leonard
Published: August 2016

In addition to the usual aerodynamic and structural problems the seaplane designer has a number of problems to solve which are associated with the behaviour of the seaplane on the water. The operation of a seaplane on the water is well known and in these days accepted as a matter of course. However, behind these apparently easy operations there lies a background of continued effort and development.
Prototype Testing of Aircraft
Authors: Dickinson D. R. H.
Published: August 2016

The title of Prototype Testing is taken here to refer to the flight tests carried out on a new aircraft by its constructor. It embraces a wide field of subjects and in a short paper, it cannot be covered in any way comprehensively. I propose therefore to deal mainly with very general aspects of the subject.

The paper does not attempt to embrace out of the ordinary types with special problems peculiar to themselves—an extreme example of which is probably the Brabazon I. Most of my experience on this subject has been concerned with small aircraft, many of them single-seaters, and consequently some of my statements may apply more particularly to this type of aircraft, although many will probably apply equally to other types of aircraft.
A Note on Repeated Loading Tests on Components and Complete Structures
Authors: Cox H. L. , Coleman E. P.
Published: August 2016

The purpose of this paper is to describe a method for making repeated load tests and to illustrate several applications of the method.

The general characteristics of fatigue testing machines operating on the resonance principle are described, with particular reference to the mode of excitation. A method of excitation different from that in common use is described, and its advantages and disadvantages are explored. Four applications of the new method are instanced.

The new method proves particularly applicable to the repeated loading of complete structures and components, because it is readily adaptable to parts of awkward shapes loaded in special ways. Moreover, application of the method is not seriously restricted by large strains of the component under test, nor by moderately heavy absorption of energy by the component.

Several further applications of the method to the testing of complete structures are under consideration, and the development of types of fatigue testing machines based on the same method is being explored.
Some Trends in the Development of Aircraft Electrical and Starting Systems
Authors: Woodall R. H.
Published: August 2016

The main task of the aircraft accessory designer is to provide fully developed and type-tested equipment to meet the needs of the Aircraft Industry at the time when a new aircraft is at a stage in construction where accessories are to be fitted.

But he must do more than this, particularly with equipment for multi-engined aircraft. He must endeavour to set up and test a complete aircraft ancillary power system. This is particularly important for the electrical system, where two or more generators have to operate in parallel, successfully sharing the load on the system and providing over-voltage and other protection in such a manner that failure of the complete system does not result from failure of one engine, generator or its attendant equipment.
Note on the Bending of a Circular Plate under Continuous Non-Normal Loading
Authors: McKenzie K. I. , Rothman M.
Published: August 2016

In a previous note the authors gave a method of solution for the problem of a finite rectangular plate under non-normal loading. The problems considered in the present note are those of constant and variable inclined loading on a circular plate.
Helicopter Stability in Hovering Flight
Authors: Payne P. R.
Published: August 2016

The primary purpose of this note is to draw attention to the powerful influence of Coriolis forces and flapping pin offset on helicopter stability. It is shown that, for a conventional rotor of small offset, the damping in pitch and the flight stability are greatly reduced by the absence of drag hinges, an effect which may explain the use of stabilising bars on the successful helicopters which use this configuration. A “see-saw” rotor without some form of synthetic damping would be very unpleasant to fly by present-day standards.
Problems in the Development of a New Aeroplane
Authors: Edwards George R.
Published: August 2016

The title of this paper clearly has a wide scope. None will dispute the presence of many problems in aircraft development. It was suggested in the first place that this paper might take the form of a description of the workings of a chief designer's mind when a new aeroplane is conceived. Such a paper would deal largely with technical considerations, such as choice of engines, wing loading, plan form and so on.

The diversity of uses to which the modern aeroplane is put gives rise to great differences between types. A jet fighter, for example, will be influenced by considerations far removed from those controlling the design of a long—range civil transport. To attempt to cover in detail such a wide field would result in an encyclopaedia rather than a paper; to tackle it in general terms would beget a vagueness lamentably devoid of interest.

Therefore, it has been thought wiser to attempt an assessment of some of the more fundamental problems confronting aviation.
The Solution of Aeroelastic Problems on Wings of Arbitrary Plan Form by Matrix Methods
Authors: Foody J. J. , Reid L.
Published: August 2016

It has been adequately demonstrated that the reduction of structural and aeroelastic problems to a form suitable for computation is best done using a matrix formulation. The present paper outlines such a formulation of the aeroelastic problems on wings of arbitrary plan form and gives a method of solution which has been found satisfactory over a wide range of practical calculation. In the symmetric case the problem of manoeuvre margin due to aeroelastic effect is considered and in the anti-symmetric case the rolling effectiveness and the reversal speed for aileron controls are dealt with.
Note on the Accuracy of Supersonic Tunnels
Authors: Meyer R. E.
Published: August 2016

The effort required to produce very accurate supersonic nozzles has suggested the need for criteria from which the order of accuracy required for quantitative experiments can be deduced. The purpose of this note is to indicate a way of obtaining such criteria for measurements of aerodynamic forces, but also to point out that “ sufficiently accurate ” nozzles for such measurements are indeed very difficult to produce and to suggest that a remedy might first be sought in interference corrections.
Instability of Integral Panels
Authors: Dunne P. C.
Published: August 2016

The paper by Dr. A. H. Chilver (October 1955 Journal) purposed “ to present alternative theoretical approaches to the problem of local instability of a simple type of panel with unflanged stiffeners.”

Examination of these alternative approaches reveals that they are in fact identical and are based on the same approximate representation of the buckled form of the plate by sinusoidally varying lengthwise and transverse deflection, and of the stiffener by sinusoidally varying twist. The difference in the results obtained by Dr. Chilver is explained by the fact that whereas in the first analysis he uses plate theory correctly to express the strain energy in the stiffener, in his second analysis he omits entirely the torsion-bending energy.
Empirical Formulae for the Determination of Stress Curves
Authors: Voce E.
Published: August 2016

The Paper by A.C.Nicholls in the October 1954 Journal (p. 724) describes two empirical equations neither of which possesses the first essential of an acceptable strain hardening function, namely that the stress attained in a preliminary straining operation shall become explicitly the threshold stress at which subsequent deformation begins. Eight years of study and the analysis of hundreds of published curves have convinced me that the exponential function put forward in 1948 faithfully reflects the strain hardening process. Far from being empirical, it can readily be deduced from a few simple and credible assumptions, and has counterparts in many branches of physics.
The Development of the Aircraft Industry in the Union of Soviet Socialist Republics
Authors: Wilford Rizika J.
Published: August 2016

Progressively less information becomes available from the Soviet Union about the development of its aircraft industry. In examining the material that has been released during the past five decades, much confusion arises in the initial attempts to piece this material together chronologically and to show realistically the development of the aircraft industry in the Union of Soviet Socialist Republics. It seems that much time would be spent before a somewhat realistic picture might be obtained. Therefore, it appears appropriate that a definitive analysis be presented at this time.

The industrial development under the Communists in the Soviet Union is, and has been, a direct result of a bureaucratic state-planned economy. Voznesensky points out that the balance of the national economy, which lies in the hands of the State, includes the production and allocation of the social product, the production and allocation of fixed capital, the balance and distribution of man-power, the production and allocation of national income, the balance of money incomes and outlays of the population, and the balance and allocation of material resources.
A Note on the Use of Preferred Number Series in Aircraft
Authors: Conway H. G.
Published: August 2016

The so-called Preferred or Standard Number Series is neither well-known nor often used in the British Aircraft Industry, perhaps because the series has not been published by the British Standards Institution or any other official body. Its use has much to commend it on the grounds of convenience and standardisation. Just as it is necessary for the international comprehension of science to standardise on basic symbols and terminology, so is it sometimes beneficial that numbers themselves should be widely used in the same manner.

The Series is published in France as the Renard Series, and also by the International Standards Association, using rounded off numbers to suit the metric system. The American Standards Association has published an American Standard differing from the I.S.A. table only in so far as certain values are rounded off to reasonable inch figures; included also is a table of more approximate fractional sizes.
The Silencing of Aircraft
Authors: Fleming N.
Published: August 2016

During the war period, effort has been concentrated on the design of military aircraft, in the performance of which operational efficiency has been an overriding consideration. Speeds and powers have increased, resulting in a greater production of noise; but since noise reduction usually involves some loss of performance, perhaps from the additional weight of a soundproofing treatment, or the slight loss of engine efficiency which may accompany the use of an exhaust collector system, noise has had to be largely ignored. In the military machine, moreover, the incidence of noise on the ears of the crew is mitigated to an appreciable extent by the use of flying helmets incorporating well fitting earphones–a measure which it is hardly practicable to apply to civil machines.
Operational Flying
Authors: Torrens–Spence F. M. A.
Published: August 2016

The title “Operational Flying” gives considerable latitude, although a title such as “Naval Air Operations” would be more descriptive. I propose to spend rather less than half my time talking about operations with which I was personally connected. One reason for this is that my experience of firstline flying did not extend beyond the end of 1941 and therefore can hardly be considered to be of topical interest.

After that I will say something on the subject of Naval air operations as a whole. I will also touch on such points as ship-based flying from the pilot's point of view; the way in which the carrier is fitted in as part of the fleet; the relative merits of ship– and shore-based aircraft in different circumstances; the so–called vulnerability of the carrier; and finally, a brief outline of the current types of aircraft in service and. of the capacity of a typical carrier from which they would operate.
The Second Mitchell Memorial Lecture: Some Problems and Prospects in Civil Air Transport
Authors: Masefield Peter G.
Published: August 2016

Reginald J. Mitchell of Supermarines—a North Staffordshireman, like myself, and, in the words of Joe Smith, “ a practical engineer possessed of an abundance of plain, straightforward common sense; a man of drive and genius”—will go down to history as among the most inspired of those who had the good fortune to live and work in Aviation's pioneering days. During the short span of his active designing and engineering life—for the 16 years between 1920 and 1936—he produced 24 different aircraft types, so brilliantly and affectionately discussed by the great Joe Smith in his foundation Mitchell Memorial Lecture in January 1954. Mitchell's aircraft included, in the civil transport field, the “ Sea Eagle ” of 1923, which opened air services to the Channel Islands, the unique “Air Yacht” of 1929 and the very advanced 75,000 lb., 174 ft. span, six-engined, 40-passenger commercial flying boat of 1930 (Fig. 1), the contract for which was unfortunately cancelled as an economy measure in January 1932 after work was well advanced.
The Uses of the ACE Computor
Authors: Goodwin E. T.
Published: August 2016

When I accepted the invitation to give a lecture on “The Uses of the ACE Computor” my first thought was to ask for the title to be corrected. The “ACE” as such has yet to be built and the machine that has been in use in the Mathematics Division of the National Physical Laboratory is a pilot model. However, to an audience whose chief interest is in aeronautics, the ambiguity of a title including the phrase “Pilot ACE” probably outweighs the advantage of its accuracy.

As its name implies, the Pilot Ace was built,at the N.P.L., with the intention of testing out the practicability of various ideas in the design of a full scale automatic computing engine, or ACE as it was called. The over-riding consideration was economy of equipment but, despite the rudimentary nature of the facilities provided on the machine, it was found to be a fast and powerful computor and has been fully and successfully employed for the past three years on a 13 hour basis.
A Note on the Vibration of Systems Containing Epicyclic Gears
Authors: Bishop R. E. D. , Alison Todd M.
Published: August 2016

The Purpose of this note is to present a table of the receptances of simple epicyclic gears and to show how they may be used. This table of results has two main uses. In the first place the receptances simplify the calculation of the natural frequencies of torsional systems containing these gears by the methods explained previously. Secondly, responses of systems (which incorporate these gears) to given harmonic excitations may be estimated, either in the absence of damping, or when there is damping present of known amount in the component sub-systems. This second use of receptances is illustrated by a simple example in this note; it is based upon the fact that the receptances of a compound system may be built up from those of its sub-systems irrespective of whether there is damping present or not.
A Note on the Excitation of Vibrating Systems by Gearing Errors
Authors: Johnson D. C. , Bishop R. E. D.
Published: August 2016

In a recent paper, Yates has shown that it is convenient to distinguish between two main types of stimulus which induce torsional vibration in geared-shaft systems. The first, which is dealt with in detail in the literature, is “force excitation” by which periodic torques act upon the system and throw it into oscillation; for the purpose of this note, it will be convenient to refer to a previous article as dealing with this problem.

The second type of excitation to which Yates refers is “displacement excitation.” It may be thought of as arising from errors in the cutting of gears which cause periodic variations in the velocity ratio of mating components. A Hooke's joint which couples two rotating systems which are capable of torsional oscillation would give rise to this form of stimulus.
Undercarriage Developments
Authors: Dowty George H.
Published: August 2016

The loss in efficiency which arises in connection with present aircraft designs has been dealt with very fully during recent years. It has been shown that the perfect streamline aeroplane would only have a drag of one-third that of a conventional machine. While it is improbable that this ideal design will ever be attained, considerable improvements can be made by refinements in design and careful revision of those items which are the cause of comparatively big losses.

Many attempts are being made to reduce parasitic drag and interference effects, for the importance of obtaining increased performance by aerodynamic cleanliness rather than by increased power is apparent.

Referring more particularly to the undercarriage component, it can be fairly stated that until quite recently the aeronautical engineer has been more concerned with the provision of a satisfactory undercarriage mechanism than the more difficult problem of providing a low resistance unit.
The Testing of Seaplanes and Flying Boats
Authors: Coombes L. P.
Published: August 2016

The field covered by the title of this paper is a very comprehensive one, and is too large to be dealt with in a single lecture. Only certain aspects of the subject, therefore, will be dealt with, and very brief reference made to such tests as have been described in other papers.

The subject naturally falls into three divisions:—Ground tests, tests on the water, and aerial tests, and it will be convenient to deal with them in this order. The methods of test described are those in use at the Marine Aircraft Experimental Establishment, Felixstowe, the official seaplane testing station, and, as far as is known, these methods are as up to date as those in use in other countries.

If it is felt that gaps exist on which information is desired, the inquirer is referred to Squadron Leader England's lecture on “ The Practical Side of Performance Testing of Aircraft,” which was published in the Aeronautical Society's Journal of January 1928, and to other papers which are mentioned.
Aero Wheel Brakes
Authors: Hall Mr.
Published: August 2016

The trade was only just emerging from the stage when aero wheel brakes were merely adapted forms of automobile wheel brakes, and the aeroplane industry from the point of view of wheel brakes is now in about the same stage as the motor industry was with car brakes six years ago. In this respect the United States is very far ahead of us.

The aircraft industry is now realising, however, that the brake needs of an aeroplane have to be specially catered for, and it is to this end that research is being made, the ordinary motor car two-shoe brake being abandoned as inefficient.

The lecturer stated that the average reduction in the landing run of machines fitted with the modern Bendix-Perrot brake was 50 per cent., and that the fitting of brakes has the effect of assisting Ground Crew.
Approximate Solution for Tapered Pin-Ended Struts
Authors: Templeton Haydn
Published: August 2016

Approximate solutions for the critical load of an axially loaded strut, and for the deflection produced in an eccentrically loaded strut, are obtained by the Energy Method. For most practical purposes these solutions compare favourably with solutions based on successive approximation, since for the same accuracy the time required for a solution by successive approximation is much greater.
The Producing of a Prototype Aircraft
Authors: Wilkins C. T.
Published: August 2016

In presenting this paper on the producing of a prototype aircraft it is not the author's intention to deal with the overall conception of the type or such matters as operational requirements, performance, type of construction and so on, but rather to start from the point where the general arrangement of the aircraft has been drawn and to try to describe what, in his opinion, should be the best way to produce the aircraft in the shortest possible time and at the least possible cost.
Use of Hybrid Functions in the Method of Collocation
Authors: Kelin Bertram
Published: August 2016

As pointed out in previous work, in the method of collocation the functions used usually need not be orthogonal or integrable in closed form. Therefore function of different types may be mixed together in representing unknown quantities. Such function may be aptly called hybrid functions. Also, it has been found that usually it is better to represent unknown quantities by similarly looking functions instead of by a series involving higher harmonics. The idea is that by using similar looking functions it is possible to avoid poor regions for collocation, such as near nodal points, and so on, and closer fit in certain regions is assured. Thus if one knows approximately what the function sought looks like, one should try to find a set of function all of which resemble this desired shape, instead of taking an arbitrary set of harmonics when using the method of collocation. Simple examples below illustrate this approach and indicate the good results that can be expected in general.
Analytical Treatment of Linked Levers and Allied Mechanisms
Authors: Carter B. C.
Published: August 2016

In systems for transmitting control motion there may be two shafts set in any relative position, each carrying a lever arm, and the ends of the lever arms may be connected by a link having ball ends. In general, the range of working movement for such a system is somewhat limited and the relationship between the angular movements of the two shafts is non-linear.

Although for some purposes it may suffice to mock-up the system and determine the motion experimentally, for other purposes analytical treatment may be required. The general solution given below is readily applied to particular cases, which may be simpler.
The General Theory of Cylindrical and Conical Tubes Under Torsion and Bending Loads
Authors: Hadji-Argyris J. , Dunne P. C.
Published: August 2016

As stated in the introduction to Section 6.5 the practically important case of an open section tube with no St. Venant torsional stiffness (see Fig. 38) will be treated as the limiting case of the open tube with J as J→0. It will be shown that the stress system g1h1over the open tube degenerates into a stress system gгhг which is statically equivalent to the torque TBS about the shear centre. This stress system is for a uniform cylindrical tube with no J identical to the Wagner-Kappus torsion-bending stress system in open tubes.
The Design of Propellers
Authors: Gardiner G. C. I. , Mullin J.
Published: August 2016

The 773rd Lecture was read before the Society on the 17th March 1949 at the Institution of Civil engineers, Great George Street, S.W.I. Dr. H. Roxbee Cox, B.Sc., D.I.C., F.R.Ae.S., F.I.Ae.S., President of the Society, introduced the lecturers, Mr. G. C. I. Gardiner, A.F.R.Ae.S., Chief Engineer and Mr. J. Mullin, B.Sc., A.F.R.Ae.S., Chief Aerodynamicist of de Havilland Propellers Ltd.
The Electrical Measurement of Strain
Authors: Redshaw S. C.
Published: August 2016

The electrical measurement of strain is an art which has been developed gradually over a considerable number of years. It will be realised that the electrical measurement of strain includes the electrical magnification and measurement of a strain indicated by a non-electrical pick-up, such as a mechanical strain gauge, as well as the case of pure electrical measurement in which the pick-up unit itself operates electrically.

The principal reasons for the popularity of electrical gauges are their ability to record data at a station remote from the point of application of the gauge, thus allowing gauges to be attached in positions which would be inaccessible for direct measurement by mechanical or optical means, and the high dynamic response of the electric gauge which renders the gauge invaluable for dynamic work.
Note on the Use of Ceramics in Gas Turbine Design
Authors: Foster S. W. G.
Published: August 2016

In the design of gas turbines, the most important limitation is imposed by the materials of which the combustion chambers, guide vanes, and, most important, the turbine blading are made. Any improvement in the heat resisting properties of the materials used in the construction of these parts will immediately show as an increase in power output.

As Major Halford stated before the Royal Society of Arts in a recent lecture on the gas turbine, a gas temperature of 850°C. at the turbine blade will allow a maximum take-off thrust of 15,000 lb. for one unit, running at 6,200 r.p.m.

The present temperature reached is around 750°C, this being attained after six years of war-time development. From this it will be seen that unless the metallurgist produces a new alloy, the limit with metal blades will soon be reached. Of course, cooling of the blades could be resorted to, but this brings with it the attendant difficulties.