bluuebunny/crossref_metadata_2025 huggingface dataset:
In a Flying Boat Across the Greenland Ice Cap to U.S.A.
Authors: von Gronau Wolfgang
Published: August 2016

My flight from List, Germany, to Chicago, via Greenland and Labrador, was made in July and August of 1931. I had previously made a similar flight to America in 1930 when I chose the south point of Greenland and became very much impressed by this magnificently interesting country. Ever since that flight I had a strong desire to explore this country more closely. My desire for a second flight became acute when we, in Germany, received the first reports of the British Arctic Air-Route Expedition, under the leadership of Mr. Watkins.

Their weather reports for our prospective flight were very favourable and I immediately set to work to organise my second venture.
Safety in Spinning
Authors: Irving H. B. , Stephens A. V.
Published: August 2016

The purpose of this paper is to give some account of the work on spinning and the progress which has been made since S. B. Gates and L. W. Bryant presented their paper to the Society, which was published in more comprehensive formi by the Aeronautical Research Committee as R, & M. 1001.

Although it is distinctly possible that the aeroplane of the future will be unspinnable it is a fact that the great majority of present day aeroplanes are capable of taking up the spinning motion either inadvertently or by deliberate intent on the part of the pilot. If it were really true that all those aeroplanes which apparently require to be forced into a spin would J ever inadvertently fall into one, a considerable number could be definitely classed as safe by forbidding spinning on such aircraft.
A Review of Aerodynamic Cleanness
Authors: Richards E. J.
Published: August 2016

In this paper an attempt is made to analyse the overall gains that have been obtained in aerodynamic cleanness in the past, to review the overall performance improvement that can be expected in the immediate future from increased cleanness along orthodox lines, and to survey critically certain more advanced concepts aimed at giving still lower drag coefficients and better performance characteristics.
The Meteorological Aspects of Gliding and Soaring Flight
Authors: Entwistle F.
Published: August 2016

The development of aviation, particularly since the War, has led to a growing demand for information on various aspects of meteorological science as applied to flying, and the investigation of the problems thus raised has helped considerably towards increasing our knowledge of the atmosphere and its mechanism.In so far as the subject of wind structure is concerned, attention has been concentrated mainly on the accumulation and interpretation of data regarding the average direction and speed of the wind currents at different levels in various parts of the world.The horizontal variations of wind and the vertical currents which disturb the regular flow of air have received, in comparison, little consideration. The latter aspect of the subject is of paramount importance in connection with the problem of soaring flight; it is also related to the more general question of the stability of aircraft.
The Use of Small Wind Tunnels in Aeroplane Design
Authors: Glauert H.
Published: August 2016

In January of this year Mr. R. McKinnon Wood read a paper before the Society on the new American. wind tunnels, and in his paper he emphasised the importance of making tests at values of the Reynolds number which are actually obtained in flight. These modern developments of wind tunnel design comprise firstly the compressed air tunnel in which high values of the Reynolds number are obtained by testing models of the usual dimensions in a stream of air compressed to 20 atmospheres, and secondly the large wind tunnel with a free jet of 20 to 25 ft. diameter in which it is possible to test the airscrew and fuselage of an aeroplane of moderate size. Mr. Wood also emphasised the importance of a high speed wind tunnel for certain special classes of experiment.
Rocket-Wing-Bomb and Rocket-Torpedo
Authors: Leliwa-Krzywoblocki Zbigniew
Published: August 2016

For the problem of bombing from a distance we may use either ordinary wingbombs or wing-bombs acting by propulsion (e.g., rocket propulsion). The uses of such bombs have been thoroughly discussed by Rougeron in his well-known book “L’Aviation de Bombardement.” (I).
A Comparative Study of the Noise from Turbo-Jet and Reciprocating Aircraft Engines in Flight
Authors: Ghose S. C.
Published: August 2016

Sources of noise in aircraft are discussed briefly with particular reference to the introduction of the turbo-jet engine.

An account is given of a particular investigation made in a Lancastrian aircraft fitted with both turbo-jet and reciprocating engines. The equipment by which the noise spectrum was analysed over, an extended frequency band is described.

The results are examined and the effects of the two types of engine on the noise spectrum are compared, under different representative conditions, in the forward and rear sections of the fuselage.
The Modern Auto-Pilot
Authors: Meredith F. W.
Published: August 2016

When in 1937, I last had the privilege of lecturing to the Royal Aeronautical Society on the subject, the automatic pilot was still in its infancy. The automatic pilot then described was known as the Mark IA. It may now be revealed that it had developed out of researches at the Royal Aircraft Establishment in the field that came to be known during the Second World War as Special Weapons. The Royal Navy had been backing the work, primarily with the object of developing a pilotless target aeroplane.

Under the guidance of R. McKinnon Wood, at that time in charge of the Aerodynamics Department of the R.A.E., the World's first successful pilotless aeroplane was developed as an anti-aircraft target in 1925, after a series of abortive attempts in which failure was due primarily to instability arising from the unsuspected coupling between the yawing and rolling motions caused by downward tilt, in relation to the flight path, of the rotor axis of the azimuth gyroscope used to control the rudder.
Radar as an Aid to the Study of the Atmosphere
Authors: Jones F. E.
Published: August 2016

Apart from its normal functions in aviation the applications of radar have been few. In the post-war period T.R.E., in conjunction with the Meteorological Office, have been making a study of possible uses of radar to the science of meteorology and the results of these investigations are described in this paper.

In the experimental work radar has been used to: —

(a)

investigate precipitation,

(b)

detect clouds dangerous to flying,

(c)

measure cloud height, and

(d)

measure wind speed and direction.

An account is given of how radar may be used to measure the density of the atmosphere at altitudes up to many tens of miles and of some problems still to be solved in the design of a radar sonde system for measuring pressure, temperature and humidity profiles.

It is concluded that radar will become an established meteorological tool and some possible profitable future lines of research are indicated.
A Contribution to Cascade Theory
Authors: Lockwood Taylor J.
Published: August 2016

The theory of the flow past cascades or infinite series of aerofoils, regularly spaced, is of importance in connection with the design of turbo-blower blades, interference between propeller blade root sections, wind tunnel circuit design and kindred problems. The usual development of the theory involves some rather advanced applications of conformal representation which it is rather difficult to translate into numerical terms, and no general solution for an arbitrary form of aerofoil section is available.
Helicopter Hovering Performance
Authors: Britland C. M.
Published: August 2016

The purpose of this paper is to indicate in a simple but quantitative form the primary aerodynamic factors governing the performance of a hovering helicopter (since the ability to hover is its prime virtue) and to show how the necessity to operate at a reasonable forward speed restricts that hovering performance. The paper is mainly of interest to potential users of helicopters and to others not actively engaged on helicopter design.

The standard power relationships for hovering flight, as developed by Glauert and Squire, are interpreted in graphical form, and the effect of forward flight in limiting the choice of aerodynamic and operational parameters, due to the onset of blade stalling and compressibility, is illustrated by means of boundaries on these graphs. The power requirements in forward flight are not considered.
The Growth of Aeronautical Research in Canada During the Post-War Decade
Authors: Green J. J.
Published: August 2016

With the exception, possibly, of the detective thriller most stories are best enjoyed by starting at the beginning. My story is no exception and, if i am to give you some feeling for the accomplishments in aeronautical research in my Country during the past ten years, I must refer briefly to what had been done already in Canada during the earlier years of this century.
The Prospects and Problems of Rocket Propulsion for Aircraft
Authors: Baxter A.D.
Published: August 2016

The successful development of the gas turbine for aircraft propulsion stimulated much thought, some serious and a great deal speculative, on the possibilities of even more advanced forms of propulsion. The ramjet and the rocket immediately sprang to mind. The former was a natural development of the turbo–jet. It could extend the useful field of the turbo–jet but the bounds of that extension could be clearly seen. On the other hand, the rocket was not restricted by the same fundamental limitations and its eventual, although still somewhat remote, exploitation in wider spheres could be prophesied with some confidence. Before the 1939—45 War, the stage of development of the rocket motor was comparable with that of the internal combustion engine a century ago. Pioneers like Tsiolkovski in Russia, Esnault–Pelterie in France, Oberth in Austria and Goddard in America had laid down the basic theory and made some small scale experiments in support, but the first major practical steps came from the Germans during the war.

Before the 1939-45 War, the stage of development of the rocket motor was comparable with that of the internal combustion engine a century ago. Pioneers like Tsiolkovski in Russia, Esnault-Pelterie in France, Oberth in Austria and Goddard in America had laid down the basic theory and made some small scale experiments in support, but the first major practical steps came from the Germans during the war.
Deflection of Clamped Plates by Two-Step Membrane Analogue
Authors: Cadambe V. , Kaul R. K.
Published: August 2016

The Classical Kirchhofif–Love Theory for the deflection of thin plates leads to fourth order Lagrange's differential equation,D△4w — q = 0 for which a general solution is not always possible. Exact solutions are known so far only for a few special cases and, therefore, numerical solutions have often been tried. The advantage of numerical solution is that it can be applied easily to any plate plan form which is in marked contrast to the analytical method where, for mathematical reasons, definite restrictions have to be imposed on the geometrical shape of the plate. Among the various numerical methods, relaxation is the easiest, but when applied to solving a biharmonic equation, the process becomes extremely difficult and laborious as convergence is very slow and the unit relaxation operator cumbersome to deal with.
Power Loss and Fuel Pressure Rise due to Centrifugal Pumping in Tip-Driven Helicopter Rotors
Authors: Payne P.R.
Published: August 2016

When tip–mounted engines are employed on a helicopter rotor, such as lightweight turbines, ram-jets or pulse-jets, the action of the fuel flowing along the blade gives rise to a power loss. For a ramjet helicopter this is of the order of 6 per cent, of the total power requirement of the rotor system. In addition, if the fuel injection nozzles in the combustion chamber face upstream this leads to an additional power loss of 1-6 per cent, of the total power, and it is evident that these effects should be allowed for in helicopter performance calculations. It is shown for a ramjet helicopter that the total spraying and centrifugal pumping loss is of the same order as the total transmission and tail–rotor power loss for a conventional shaft-driven helicopter. The same effect can be demonstrated for pressure-jet rotors, where it has an even greater magnitude.
Aircraft Design Analysis
Authors: Driggs Ivan H.
Published: August 2016

I have chosen to describe the methods employed by the Research Division of the United States Navy Bureau of Aeronautics with the hope that others engaged in a similar line of endeavour may be able to make profitable use of this information in the solution of their specific problems. The development of the material to be discussed arose directly from the need for quick, reasonably accurate and simple means for studying a broad series of aircraft designs leading toward fulfilling an overall military requirement. This process is carried out in the Bureau of Aeronautics by the Research Division prior to the issuing of a type specification with a request for proposal to the various manufacturers. Before these specifications are decided upon, many designs must be investigated and reported to those initially responsible for the issuing of military requirements. By this process intelligent compromises are arrived at and the best possible aeroplane chosen. These compromises reflect the performance, the ability of operation from carriers, and the effectiveness of the design as a military weapon.
Stress Concentration in Cold-Riveted Joints Under Load
Authors: Koenig M.
Published: August 2016

Investigations have shown that with the addition of Kirsch's supplementary stresses to the elastic expansion and rivet side-thrust, there is a liability to dangerous stress concentration at the edge of the rivet hole. The influence of these edge stresses on the adjacent hole(s) and the plate margin, also requires investigation.

However, since in spite of this disadvantage, riveting is in practice found to be superior to welding, it is evident that the edge stresses must be effectively neutralised by combined elastic and permanent deformation of the material around the hole. At the same time, the unavoidable weakening of plate and hole edges by hair cracks, etc., makes it advisable to pay special attention to the following points :—

1.

The initial stresses, in the plates to be joined, should be kept as low as possible.

2.

Rivet holes should be accurate and cleanly finished.

3.

Rivets should not be too closely spaced.

4.

The plate margin should be wide enough to avoid risk of breakdown through stress concentration due to hair-cracks or small notches.

5.

The edges of the plates and rivet holes should be reamed to remove hair cracks and local crumbling.
Design of Tail Pipes for Jet Engines-Including Reheat
Authors: Edwards John L.
Published: August 2016

The principle of the ram-jet or athodyd has been understood for a number of years. It has been applied in many ways, the most prominent being the flying bomb and, rather less spectacularly, the ducted radiator. The principle is to. convert the velocity energy of a high speed air stream to pressure energy by means of a suitable duct, to apply heat energy to the compressed air, and then to expand this heated air in the form of a high velocity jet. The advantage of such a mechanism is an increase in thrust given by the product of the mass flow of air, and the difference in velocities between entry and exit; the disadvantages are, the necessity to project the duct at high forward speed before any thrust is obtained and, except at very high speeds indeed, the low thermal efficiency.
Destructive Energy in Aircraft Pressure Cabins
Authors: Walker P. B.
Published: August 2016

The energy that is suddenly released when a structure fails under load usually presents one of the minor problems in strength testing technique. Care has to be taken to ensure that the strain energy in the structure does not do further damage after primary failure and so obscure the location of the original weakness; and the possibility of risks to personnel must not be overlooked. As a general rule, however, aircraft structures fail in strength tests without untoward effects. Most of the strain energy within the structure is absorbed internally or dissipated in loading gear and anchorages, and the most noticeable effect is the noise and vibration which is produced.
Atomic Disintegration
Authors: Feather N.
Published: August 2016

A Meeting of the Royal Aeronautical Society was held in the Great. Hall of the Institution of Civil Engineers, Great George Street, Westminster, London, S.W.1, on Wednesday, 19th December, 1945, at which a paper by Professor N. Feather, Ph.D., F.R.S., entitled “ Atomic Disintegration ” was presented and discussed. In the Chair, the President, Sir Frederick Handley Page, C.B.E.

The idea of the disintegration of the atom appeared first—as a notion seriously entertained by a scientist of repute—in the hypothesis put forward by Rutherford and Soddy in 1903, in an attempt to explain the phenomena of radioactivity as known at that time.
“The Status of Civil Aviation in 1946”
Authors: Self Henry
Published: August 2016

It is indeed a privilege to be asked to deliver this, the Second Lecture inaugurated by the Royal Aeronautical Society as “ The British Commonwealth and Empire Lecture.” I feel particularly gratified at being asked to follow in the wake of so distinguished a pioneer in Commonwealth Civil Aviation as Mr. Hudson Fysh, who delivered the Lecture last year. I am, however, at the same time distressed by the sequence, because after reading the outline of experience and achievement which was presented in such graphic form by Mr. Hudson Fysh, I realise acutely that I cannot offer you anything comparable. There can be from myself no first-hand account of pioneering or achievement, neither am I a competent spokesman for any of the organisations which have played so great a part in building up the British contribution to world aviation.
The Aeronautical Research Scene -Goals, Methods and Accomplishments
Authors: Dryden Hugh L.
Published: August 2016

Prizes were presented and The Thirty-seventh Wilbur Wright Lecture was delivered before The Royal Aeronautical Society at the Royal Institution, 21 Albemarle Street, London, W.l, on Thursday 28th April 1949. Dr. H. Roxbee Cox, B.Sc., D.I.C., F.I.Ae.S., F.R.Ae.S., President, presided at the meeting.
Notes on the Stalling Properties of Wings
Authors: Richards E. J.
Published: August 2016

Consider the growth of the boundary layer over an aerofoil placed at high incidence, the potential flow pressure distribution of which is shown in Fig. 1. In the region AB, the flow will normally remain laminar because of the large favourable gradient, but after reaching the peak B, instability will begin. Depending on the Reynold's number and the actual adverse gradient, the boundary layer will do one of three things:

1.

It will separate from the surface while still remaining laminar;

2.

It will become turbulent (transition) and will remain on the surface, or;

3.

It will become turbulent and will separate from the surface a little later.
A Critical Review of German Research on High-Speed Airflow
Authors: Smelt R.
Published: August 2016

Even before 1939 the problems of high-speed flow were receiving a great deal of attention in the German aeronautical world. Their leading aerodynamicists, Prandtl, Busemann and Schlichting among others, had contributed largely to the theory of compressible fluid flow, and basic experimental research in the high-speed field had begun both at Aachen and at Göttingen. The activity in Germany in this particular field before the war was, in fact, much greater than in Britain, where Mr. Lock and his co-workers at the National Physical Laboratory carried practically the entire responsibility for such work.

The great increase in aircraft speeds during the war, and in particular the arrival of jet propulsion, completely changed our attitude to the subject in Britain. What had been an absorbing fundamental study became, quite suddenly, an important operational problem, looming large in every new fighter design.
A Review of Recent Progress in Aircraft Gun Design as it Affects Installation in Aircraft
Authors: Wallace G. F.
Published: August 2016

Experience with the installation of guns in aircraft in recent years suggests that there has been little co-operation between gun designers and aircraft designers. This becomes more apparent as gun calibres increase and if satisfactory fighting aircraft are to be produced in the future, closer co-operation between gun designers and aircraft designers will be necessary. In consequence, a brief review of the progress of gun design in recent years, with special reference to its effect on installation, may be of interest.

From 1918 to 1938 the standard guns used in the Royal Air Force were the Lewis gun and Vickers Maxim gun, both Army guns modified for air cooling. The installation of these guns had reached a standard form by 1918 which was adhered to for the best part of 20 years.
Some Aspects of Expenditure on Aviation
Authors: Fairey Richard
Published: August 2016

When one is honoured by the invitation to deliver the Wilbur Wright Memorial Lecture one's immediate concern is to find a subject worthy of the occasion, which (in view of the wide coverage of the field of aeronautics that already has been made in these Lectures) is no easy task, at least to those of us who have no specialised knowledge wherewith to take advantage of the many new technical developments that continue to emerge.

In choosing my subject and in the attempt to draw, within a reasonable margin of error, an overall picture of the human effort that has been devoted to the cause of Aviation, I realise that I have bitten off a very large mouthful, and that some apology is due for the degree to which I may fail properly to masticate it.

On 17th December 1903 the Wright brothers started something, when by the achievement of human flight they opened the road to the tremendous developments in aviation that have taken place in this last half century. This vast and rapid progress in the technology of design, manufacture and operation of the aeroplane is today accepted as a commonplace, and its continuance taken for granted.
Flight Refuelling and the Problem of Range
Authors: Latimer-Needham C. H.
Published: August 2016

The main function of refuelling in flight is to increase the range, or increase the payload over long stage lengths.

The quest for range has brought about a steady increase in aircraft size throughout the years and it has now become apparent that a new barrier, the range barrier, is an even more formidable barrier for designers to overcome than that caused by increasing resistance with increasing speed, especially at the speed of sound.

Figure 1 shows the weight of record-holding aircraft plotted against distance, from the first flight, of 284 yards, by Orville Wright in 1903. By 1909 Bleriot heroically struggled across the English Channel, a distance of 22 miles, and this was followed in later years by the Atlantic conquest by Alcock and Brown in 1919, Lindbergh's solo Atlantic crossing of 1927, and so on to the more recent record achievements of the B29 “Pacusan Dreamboat” and the P2V-1 Neptune “Truculent Turtle.”
Aircraft Metallic Materials Under Low Temperature Conditions
Authors: Teed P. L.
Published: August 2016

The ubiquity of aircraft in being and yet to be, whether civil or military, manned or unmanned, makes them liable to exposure to wide extremes of atmospheric conditions. The range of temperature to which they may be subjected may possibly be from +90° to –90°C. (+194° to –130°F.), that of pressure, from one atmosphere to something approximating to one-tenth of this amount, while the water content (aqueous vapour plus water in suspension; for example, in a very dense tropical cloud), can, on occasion, be as high as 2.5 per cent. by weight and, at stratospheric heights, at least as low as 0.001 per cent. Such variations in ambient conditions are not without chemical and physical repercussions. The engineering problems which arise will be examined, therefore, from both these view points, and attention will be drawn to potential dangers and means suggested for their avoidance.
Power Versus Weight in Aviation
Authors: Roy Maurice
Published: August 2016

The flight of heavier-than-air craft has marked as it were the triumph of man over gravity; while, “the struggle of power versus weight” constitutes an outstanding feature of technical development. Aviation was effectively born on that day when the mechanical engineer was able to design a sufficiently light engine: in France, Ader who conceived and made use of a steam engine weighing only 6.5 lb./B.H.P. (3 kg./C.V.) is credited with the first flight, in October 1897, of a piloted aircraft. A few years later, the Wright Brothers bettered the exploit, thanks to a sufficiently light engine, this time a petrol engine.

The aeroplane in which Louis Blériot flew across the Channel is worthy of attention today, because it is typical of the 1909–1910 type of aeroplane.
An Airline's Engineering Service Experience and its Use in the Design of Transport Aircraft
Authors: Crabtree H. S.
Published: August 2016

The paper “Aircraft Servicing” by Norman and Wilkinson published in the November issue of the Journal demands the close attention of both operators and aircraft manufacturers. The suggestions made can be further developed.

There is little doubt that the attainment of higher utilisation rates is one, if not the ultimate, solution of the economic problems that face air transport. This is even more evident when the present–day capital cost per pound of complete but unladen weight of varying transport vehicles is compared.
Some Aspects of Aircraft Design and Manufacture for Limited Production
Authors: Hollyhock W. S.
Published: August 2016

The emphasis in this paper is on design because the author is engaged on design work and, therefore, is more competent to deal with design than with manufacture. In any discourse on design, however, consideration must be given to the available capacity for manufacture, as this has a considerable bearing on the subject.
Some Aspects of Flight Research
Authors: Davies Handel
Published: August 2016

Aeronautics has advanced a long way since that December day in 1903 when Wilbur and Orville Wright successfully completed the first flight test ever to be made on a powered aircraft. Since then much has been learnt about the science of aeronautics and great developments have taken place in the methods and techniques of aeronautical research. Wind tunnels have been built capable of testing models at very high speeds and at high Reynolds numbers, and many other powerful research techniques have been developed to assist in the design of aircraft. The behaviour of the aircraft itself in flight remains the final test, however, and there are still many problems which can be investigated adequately only in flight with a piloted aircraft.

In this lecture it is proposed to illustrate the contribution which flight research can make towards the advancement of knowledge of aeronautics by discussing some of the more important aspects of this work.
The Technique of Resonance Testing and Flutter Calculations as applied to Fighter Aircraft Design
Authors: Plantin C. P.
Published: August 2016

The purpose of this paper is to explain in simple terms the methods employed in, and the principles underlying, the technique of resonance testing and flutter calculations and to place that technique in its proper perspective within the framework of fighter aircraft design. No attempt is made to present original work, or to examine the more advanced aspects of the subject as both of these are considered to be outside the scope of the paper.

The reasons behind the growth in importance of resonance tests and flutter calculations are dealt with first. The technique of ground resonance tests is then given in detail. A few words follow on model resonance tests, the calculation of normal modes, and some aspects of flight resonance tests. The technique of flutter calculations is considered last of all, an attempt being made to give a simple explanation of “ flexure-torsion ” flutter, plus the basic theory of two-freedom flutter leading to the Lagrangian equations. The methods and instruments described in the paper may be regarded as typical, but as the subject is continually evolving they are far from final.

Some present trends in technique are mentioned, together with the difficulties experienced in dealing with the aerodynamic forces in the transonic region. It is essential that these forces be assessed, and the only known method is by experiment.
The Well–Tempered Aircraft
Authors: Raymond Arthur E.
Published: August 2016

It is forty–eight years since the first powered flight at Kitty Hawk, thirty–nine years since the death of Wilbur Wright, only three since the death of Orville Wright. The entire history of aircraft design and operation lies well within the life span of many of those in aeronautics today. The particular segment considered in preparing this lecture covers a period over half the length of the total. It starts with a series of cloth–covered biplanes not too different in appearance from the one of 1903 and ends with supersonic swept–wing jet–driven monoplanes. Fig. 1 may serve to give perspective and set things in their proper time relation.

The Wright brothers undertook to design and build, simply stated, a machine that would fly. They had to design the entire aircraft including power plant and propellers. Basic research, applied research, development—all of these they had to carry out themselves. They had little to go on by way of prior knowledge and found they could not safely accept what others had written until they had themselves verified it They had meagre financial resources and little formal engineering education.
A Method of Estimating the Loading on an Elastic Airframe
Authors: Hunn B. A.
Published: August 2016

The behaviour of an elastic aircraft in flight may be divided into dynamic and static cases with an intermediate class of phenomena under the heading of stability. The dynamic category is concerned with flutter and divergence effects and since these are destructive when they occur they are naturally given precedence in the aeroelastic analysis of an aircraft.

Having eliminated these dynamic effects by suitable design it is natural to turn to the static case which assesses the manoeuvrability of the aircraft. With the advent of sweepback and the attainment of higher Mach numbers it becomes increasingly difficult to determine the behaviour of modern aircraft even when regarded as rigid.
Air Traffic Control Today and Tomorrow
Authors: Hunt V. A. M.
Published: August 2016

Air Traffic Control is an all-embracing term and on occasion there is some doubt about its scope. For the present purpose it will be as defined within the internationally agreed principles set out in Annex 11 to the International Civil Aviation Convention. Here it is set out that the Air Traffic Control service is for:–

(i)

Expediting and maintaining an orderly flow of air traffic.

(ii)

Preventing collision between aircraft.

(iii)

Providing advice and information useful for the sake of efficient conduct of flights.

(iv)

Preventing collision on the manoeuvring area between aircraft and obstructions.

(v)

Notifying the appropriate organisations regarding aircraft in need of search and rescue and to assist such organisations as required.
The Influence of Edge Conditions and Initial Deflections of a Plate under Normal Pressure
Authors: Eggwertz S. , Norr A.
Published: August 2016

In an interesting Technical Note in the January 1953 Journal, Messrs. Dickinson and Hadley reported some results from tests made to check a proposed extension to the Royal Aeronautical Society Data Sheets on stresses and deflections in flat panels subjected to normal pressure. The test rig was originally too weak and did not provide the edge conditions which were assumed when calculating the curves of Data Sheet 02.09.02. This explains the discrepancy with regard to the deflections, but it is remarkable that the measured membrane stresses f3 were so low. It is a well-known fact that the membrane tension at the centre of a square plate with large deflections is not influenced very much by different edge conditions. This can be seen in Data Sheet 02.09.05 where the two extremes, free edges and edges held apart, are represented for a square plate with edges free to rotate. The membrane tension at the edge is, of course, much more sensitive for an edge displacement, but we suppose that f3, is the membrane stress at the centre of the plate (as in Data Sheet 02.09.05).
Some Aspects of High Performance Jet Aircraft
Authors: Waterton W. A.
Published: August 2016

Most sections of the Aircraft Industry with something to make, something to describe or something to sell will doubtless find much to take issue with in what is about to be said. No apologies are forthcoming, however, since it is proposed to speak about, and of, aircraft as found and experienced by pilots and operators.

Along with Lease-Lend the North American idea of high pressure salesmanship appears to have permeated British aeronautical matters together with all the superlatives ending in " ER." Of all mankind's ingenious devices probably none are more full of compromises than aeroplanes, therefore adjectives describing one or more of their aspects may be noteworthy but, when they tend to overflow, a sceptical eyebrow may well be raised.
A Method of Calculating Space Free Resonance Modes of an Aircraft
Authors: Hunn B. A.
Published: August 2016

The problem of deducing resonance modes of vibration of an aircraft in free space is a concomitant of flutter calculations if the number of degrees of freedom used is to be small. When the structure is complex in that it involves wings, fuselage and tailplane, each of which possesses infinitely many normal modes, it becomes apparent that the number of point masses which must be considered, in constructing a dynamical equivalent to give a sufficient coverage of the frequency range in which flutter is likely, is very large. For example, it may be necessary to use four rods per wing and per tailplane and four point masses on the fuselage. This would involve 8 + 8 + 4 degrees of freedom, and if the usual technique of characteristic roots is used it would be necessary to consider a characteristic root matrix of order 20 × 20.
The Coriolis Effect
Authors: Wylie Paul E.
Published: August 2016

The coriolis effect is a change in the motion of a body passing over the surface of the Earth due to the motion of the Earth itself. The effect may be manifested either as a horizontal acceleration, or, in the absence of the acceleration, as a deflection of the course. The acceleration, which appears in controlled courses such as those of aircraft, usually appears and is significant as a deflection of the vertical. This acceleration appears whenever a body, such as an aircraft, is forced to follow a great circle path over the Earth. The deflection of the course of a moving body appears alternatively whenever the body moves freely in its inertial path above the surface of the moving Earth.
The “Ground” Interference of a Carrier Deck
Authors: Levey H. C.
Published: August 2016

An estimate is made of the “ground” interference effect of the deck of an aircraft carrier. It is shown that in the extreme case of wing span equal to deck width the induced upwash is of the order of 20 per cent less than the usual ground interference value. Thus the landing characteristics of an aircraft should not be markedly affected.

It seems that there should be a difference between landing an aircraft on a stationary aircraft carrier and on the ground, due to modification of the ground-interference effect by the finite width of the carrier deck, particularly if for some reason large aircraft are to be used. In this note an estimate is made of the magnitude of this effect.
Slow Viscous Flow Within Circular Cylinders
Authors: Mabey D. G.
Published: August 2016

An exact solution of the streamlines of the slow viscous motion inside a cylinder with partially moving walls has been obtained and verified experimentally. This problem has been treated by H. B. Squire for high Reynolds numbers.
Design Problems for Interceptor Fighters
Authors: Bailey J. S.
Published: August 2016

This paper does not claim to reveal any epic discoveries. In fact the technical features discussed, if perhaps not well tried are certainly well known to designers and technicians in aeronautical development. Its purpose is rather to emphasise the need for concentration in development in certain directions in the light of up-to-date combat experience with the aid of rather limited, but surprising, information on design trends of modern enemy interceptor fighters.

It is hoped that this will assist the operators, who will readily appreciate the tactical aspects, to assimilate some of the technical implications and to be able to discuss them more freely with designers and technicians.

It is well known that jet aeroplanes operate most economically, from a fuel consumption point of view, at their service ceiling and that with fighters the struggle for altitude supremacy has always been paramount from the beginning.
Notes on the Mean Aerodynamic Chord and the Mean Aerodynamic Centre of a Wing
Authors: Yates A. H.
Published: August 2016

The relations between the various reference chords used in reports on the loading of wings (standard mean chord, mean aerodynamic chord, centroid of area chord, and so on) are reviewed. Formulae are given for the position on these reference chords of the mean aerodynamic centre of certain simple “ additional” load distributions. References to convenient methods of calculating the load distribution on an arbitrary wing are also given.
Design of a Simple Electronic Flutter Simulator
Authors: Smith F. , Hicks W. D. T.
Published: August 2016

This paper describes the construction of a simple electronic simulator for the solution of flutter problems in two degrees of freedom. It was intended as a prototype for a much larger machine to solve problems in six degrees of freedom.

Details of the construction and circuits are given, together with some typical solutions obtained on the machine. As a result of the successful operation of this prototype a larger machine in six degrees of freedom has now been built.
Pressure Tests on Flat Aluminium Alloy Panels
Authors: Dickinson C. J. , Hadley H. R.
Published: August 2016

This note describes brief tests made to check a proposed extension to the Royal Aeronautical Society Stressed Skin Data Sheets on stresses and deflections in flat panels subjected to normal pressure. Simple modifications to the test rig, which greatly improved the edge fixing, are also included.
The Relative Commercial and Operational Properties of Short-Range Transport Aeroplanes Powered by Turbine and Reciprocating Engines
Authors: Toms C. F.
Published: August 2016

There have recently appeared a number of papers and notes bearing on the merits of turbo-prop vis-a-vis turbo-jet transport aeroplanes, mostly exhibiting specific favour towards one type or the other, but disagreeing among themselves and all based upon investigations which, it is contended here, are incomplete.

The basis used has invariably been a comparison of the relative direct operating costs per unit of weight (i.e. per passenger or per ton) per mile, and the relative earning capacities have not been considered. This, it is believed, is a serious omission which can only lead to a distorted assessment and erroneous conclusions.

The author has been associated with a thorough-going investigation into the relative merits of twin-engined turbo-prop, turbo-jet, and reciproeating-engined aeroplanes, all designed on a strictly comparable basis to do, as far as the performance of suitable available engines would allow, the same job in terms of capacity payload and associated operational stage length, take-off and landing performance and one-engine-inoperative climb performance in given atmospheric and altitude conditions.
The Excitation of Structural Vibrations by Noise
Authors: Franklin R. E.
Published: August 2016

A considerable research effort is now directed at the problem of vibrations excited in aircraft structures by airborne sound from the power plants. Both jet and propeller aircraft are involved, although perhaps for different reasons. With jet aircraft the problem is to make the structure strong enough to withstand the vibrations and the accompanying stress fluctuations; with propeller aircraft the problem is usually to prevent the transmission of sound through the structure into the passenger cabin.
Titanium - A Survey
Authors: Teed P. L.
Published: August 2016

Before making an appreciation of present knowledge about a single metal, it is not inappropriate to say something of all metals, for the ever-increasing tempo of material civilisation has largely depended on man's increasing knowledge of these constituents of his World. His first discovery in this field was copper. To it and to its alloys he gave an exclusive allegiance for some 100 generations, then about 3,000 years ago iron became, and still continues to be, the predominant metal of his needs.

In the eighteenth century, when alchemy finally gave way to the logic of scientific thought, the metals employed by man for purposes other than currency and decoration were practically confined to iron, copper, tin, zinc, mercury and lead. Today, when over seventy metallic elements are known, only a small number of these are used by the engineer.
The Evolution of Arctic Airways
Authors: Grierson John
Published: August 2016

When men of the first Elizabethan era looked to the Arctic, they dreamed of a North–West Passage over the sea to enable them to reach by a short cut the fabulous riches of the Far East. Between 1576 and 1578, Martin Frobisher doggedly took three expeditions beyond Greenland to explore what he thought was an open channel but which in reality is the bay of Baffin Land and today bears his name—as tribute to a great pioneer. Others to take unsuccessful expeditions North were Davis, Baffin and Hudson, and their names too have been immortalised in the geography of the Arctic. These men had to contend not only with the severity of the elements and with inadequate equipment in their frail sailing craft; mutiny at sea was prevalent in those days. Thus in the huge bay which now bears his name, Hudson with eight of his companions was put ashore by a mutinous crew and abandoned to his fate. Not until 1847 came Sir John Franklin's triumph in which he and his expedition perished after the moment of discovery, his two ships Erebus and Terror being crushed in the ice.
Weight of Aircraft
Authors: Barlow T. M.
Published: August 2016

Major T. M. Barlow : All historical records of aviation from the earliest attempts at flight to our present-day Schneider Trophy and other record flights, show that in common with those nineteenth century experimenters our modern engine and aircraft designers are in one continuous struggle with the physical laws of weight. It is true that the early pioneers were faced with the problem of flying as such to the extent of carrying one man by a heavier than air machine a few hundred yards, but once this was achieved development quickly enlarged, the problem, and weight, with its relationship to power, lifting surface, safety factors, performance, range, and later—with the coming of civil transport—financial weight in the form of pay load, have become the all important item with the aeronautical engineer and constructor.
Polar Exploration and Survey by Air
Authors: Scott Hall R.
Published: August 2016

One of the latest branches of scientific research in which aircraft have been employed is that of polar survey and exploration. It is well known how much time can be saved, and how much labour avoided by using aircraft for surveying large areas of difficult country. There is probably no part of the world more difficult of access than the regions surrounding the two Poles, and there is certainly no part of the earth where exploration and survey is harder to carry out.
Air Crew Fatigue and Flight Time Limitation
Authors: Newton J. A.
Published: August 2016

At approximately 14.00 hours on an overcast December day in 1954, persons in the vicinity of Idlewild Airport, New York, were startled by a violent explosion followed by the signs of an intense fire. Investigation revealed that an incoming European aircraft, a DC-6B, had crashed into the pier supporting the approach lights to Runway 4, had been demolished by the impact and had carried 26 persons to their deaths in the icy waters of Jamaica Bay. An inquiry into the accident was made by the Civil Aeronautics Board and their findings published. The probable cause of the accident was determined as an erratic approach which resulted in a descent too low to avoid striking the pier, but a significant rider was added to the effect that a contributing factor was pilot fatigue due to the particular and difficult circumstances of the flight.
Stability Criteria for Linear Equations with Time-Varying Coefficients
Authors: Grensted P. E. W.
Published: August 2016

Recent interest has been shown in stability problems in which the parameters in the relevant characteristic equations are not constant. For instance, the coefficients in the characteristic equation for the stability of flutter of an aeroplane's wings are functions of the speed of the aircraft. When the aircraft is accelerating or decelerating it is therefore necessary to consider whether the resulting variation of the coefficients is sufficiently rapid to invalidate a calculation of stability which is based on the assumption that the coefficients are constant. Similar stability problems arise in connection with guided missiles.
The External Forces on an Airship Structure
Authors: Cox Harold Roxbee
Published: August 2016

A system of external forces on the structure of a rigid airship can be analysed into two or more of the component systems due to

1.

W. The Weights of the members of the structure and the weights of the masses carried by it;

2.

L. The Lift and pressure of the gas;

3.

A. The Aerodynamic forces consequent on the relative motion of the airship and the air;

4.

T. The Thrusts of the airscrews;

5.

R. The Reactions due to either the mooring arrangements, the hauling-in guys, the supports used in the shed, or handling on the ground.

As these component systems, though restricted by their interdependence, are individually variable, a very large number of complete systems is represented by the possible combinations and variations that can occur. It becomes necessary, therefore, for the purposes of design, to attempt to limit the number of combinations to be considered, and to restrict the variations of the components, but in such a way that the structure designed to carry the resulting systems with adequate factors of safety, shall be able to carry any other possible system with an appropriate factor of safety.
The Spinning of Aeroplanes
Authors: Bryant L. W. , Gates S. B.
Published: August 2016

We should like to preface our essay on the subject of spinning by mentioning the circumstances under which our investigations were carried out and the sources of our information. The Panel of the Aeronautical Research Committee which has been appointed to deal with all questions connected with the stability and control of aeroplanes was requested in 1924 to consider the urgent problems connected with the alarming accidents due to certain machines failing to retover from a spin. After the issue of a preliminary report on the situation by the Panel, the writers of this paper were asked to go into the whole question as far as existing information from full-scale and wind tunnel experiments would permit. We have had ready access to all available data, coming chiefly from Farnborough on the full-scale side, and from the N.P.L. on the model side.