bluuebunny/crossref_metadata_2025 huggingface dataset:
Recent British technical progress in aeronautics part Three—Space Activities
Authors: Dauncey S.R. , Holmes‐Siedle A.G.
Published: November 2014

SPACE' in Britain over the past year could well be likened to a half‐finished crossword puzzle. It is clear that the empty spaces must at some time be filled (possibly with black squares!) but the clues are so devious that each answer awaits letters from other words; anagrams and conundrums abound and, what is more, there is no dictionary in which to look up the words. One might even say that half the clues have not been given. Like a crossword, the parts of the whole are tenuously connected and every clue has several possible meanings.
Part Three—Flight Control System
Authors: Fearnside K.
Published: November 2014

AT the present day the operations of civil transport aeroplanes are severely restricted under conditions of poor visibility and not infrequently flights have to be diverted or cancelled. The work of the Blind Landing Experimental Unit of the Ministry of Aviation in the development of a system of automatic landing for military aircraft has been described elsewhere.1 A flight control system is described in this paper, which given the necessary azimuth guidance signals from ground based installations, will extend the advantages of automatic landings into the civil field.
University of Southampton
Authors: Davies P.O.A.L.
Published: November 2014

ALTHOUGH the University of Southampton has had an independent existence for ten years it has roots going back almost a century in the Hartley Institute. An early pioneer in aeronautics, F. W. Lanchester received his technical training in Southampton and the first of the new engineering buildings at the university has been called after him.
Engine Design Trends—I
Authors: Morley F.W.W.
Published: November 2014

IN this Paper an endeavour is made to indicate the way in which design has progressed from the complex military piston engine, through the elegant simplicity of a new prime mover and then, as technical progress showed how it could be improved, on to the complex modern gas turbine engine.
Simplified Helicopter Ground Resonance Stability Boundaries
Authors: Price H.L
Published: November 2014

A method is developed or drawing ground resonance stability boundaries in the (?1, ?) plane for arbitrary values of the parameters ??, A1 and Aa. The current values of ?1 and ? are expressed simply and directly in terms of the co‐ordinates (Y, Z) of points lying on a parabola whose equation involves ??, A1 and A3. The position of the intersections of this parabola with a certain unique curve in the (Y, Z) plane determines into which of three classes each stability boundary falls. All stability boundaries split up into two separate branches, and only in one class of boundaries do the branches align themselves in such a way as to permit the possibility of stability for all rotor speeds ?. A method is given showing how ??, A1 and A3 may be determined to achieve this effect.
Simplified Helicopter Ground Resonance Stability Boundaries
Authors: Price H.L.
Published: November 2014

THE TABLES I, II and II which have to be read in conjunction with figs. 4, 5 and 6, show the structure of each class of stability boundary regarded as a function of the parameter Y. The end column marked ‘N’ indicates the number of real points of the boundary arising from each value of Y in the range considered. On each boundary the arrows indicate the way in which the curve is traced out as Y increases from zero to infinity.
Current Developments in All Weather Landing
Authors: Webber G.W.
Published: November 2014

THE task of reviewing the American all weather landing scene is considerably more difficult than the corresponding task of reviewing the European scene. The most obvious reason for this is the difficulty of keeping fully up‐to‐date with all developments and proposals emanating from an industry which is several times as large as the corresponding British industry and 3,000—5,000 miles away. Hence the author cannot claim to have comprehensive knowledge of every development in progress and can only hope to givs what he sincerely hopes is a reasonably full and balanced account of the major developments.
Structural Design
Authors: Bentley K.
Published: November 2014

THE structural design of the BAC One‐Eleven generally follows closely that of the Vickcrs Vanguard and the VC10†—involving the use of a considerable number of integrally‐machined components. As a short‐haul aircraft the average time per flight of the BAC One‐Eleven is expected to be of the order of 45 min. during which period full cabin pressure differential will be attained, speeds of the order of its design cruising speeds will be achieved and the undercarriage and flaps will be operated for take‐off and landing. Based on current estimations this involves a design aim of a minimum crack‐free life of 40,000 flights, landings and take‐offs —a much more severe requirement than that for the long‐range subsonic jets. Critical areas of the aircraft (undercarriage, flaps, tailplane and cabin pressure skins) are thus designed on fatigue considerations related principally to the number of flights made. The accent has therefore been placed on building a rugged structure which is easy to maintain and has a long service life. Small amounts of additional weight, properly disposed, can effect large improvements in the service life, particularly necessary on a short‐haul aircraft, and although weight saving is always of prime importance it must be balanced by other factors—especially in the primary structure.
Smooth Air Inlet and Maximum Lift Conditions for a Cascade of Thin Aerofoils
Authors: Wannenburg J.A.
Published: November 2014

SUMMARY Schlichting's cascade functions are expressed as power series in terms of the blade solidity, which makes it possible to derive analytical expressions for the lift coefficient and velocity distribution of an arbitrary cascade of thin aerofoils for solidities of less than unity under smooth air inlet conditions. It is shown that, within the scope of the assumptions made, the angle of attack for shock‐free inlet conditions must be zero, irrespective of the cascade configuration, and that a symmetrical camber line will then yield the maximum lift coefficient. Expressions for this lift coefficient and for the corresponding velocity distribution are derived in terms of the maximum camber and cascade configuration. The analysis is based on Schlichting's cascade theory, and is intended primarily for application to fan blade design.
Fuel Boiling in Turbojet Reheat System Manifolds
Authors: Woods W.A.
Published: November 2014

SUMMARY This report describes briefly the problem of fuel boiling in reheat manifolds and the special tests which were carried out to investigate it. In order to analyse the test results the concept of a fuel manifold flow number was used. During these tests the two common types of aviation turbine fuels were used and the conditions at the onset of boiling were established.
Gas Turbine Aero Engine Rotor Balance and Vibration
Authors: Hodgkinson K.S.
Published: November 2014

A Description of the Early Problems Encountered by Rolls‐Royce Ltd., which Led to the Appointment of a Specialist ‘Rotor Balance’ Engineer, and a Review of the Company's Current Balancing Techniques. THE advent of the gas turbine aero engine brought a state of passenger comfort, never before experienced, into the field of civil air transport; this was possible because the unbalanced forces due to reciprocating masses are entirely absent and the purely rotating masses of a turbine engine can, theoretically, be brought into perfect balance. The resulting smooth running engines produce lower levels of passenger fatigue due both to physical effects (i.e. a reduced feeling of ‘pins and needles’ in those parts of the anatomy touching the cabin floor or scat) and to aural effects (i.e. a lower noise level from engine buzz or cabin panels and fittings resonances).
An Undergraduate Course in Airline Engineering
Authors: Buchanan S.
Published: November 2014

IN major airlines now, the engineering function has progressed far beyond simple maintenance. When less complicated aircraft were operated on simpler route patterns, the scope of skilled licensed engineers sufficed, but complexity has so multiplied the problems that now management of maintenance has assumed a large role in the engineering function. Further, many airlines now employ technical staff to study and improve the equipment in use, to compare alternative possible replacements and to specify the engineering requirements of aircraft for future operations.
Structural Design Part III—Testing
Authors: Brocklehurst R.J.
Published: November 2014

An Outline of Project Development, Detail, Pre‐Flight Prototype, Resonance, Static, and Full‐Scale Fatigue Testing. THE designer of an aircraft is allowed a considerable amount of latitude with regard to the method adopted to prove compliance with the strength requirements. It is necessary at the commencement to decide on a design philosophy balancing theoretical structural analysis and previous experience with laboratory strength testing in order to achieve an efficient airframe with the required standard of strength. Agreement must be reached with the Air Registration Board on the extent to which each factor will be used. The research and development costs on a new project are high, and the necessary work must be carefully considered in the light of useful information gained. Basing design on calculation and experience with an absolute minimum of testing is the economical method with regard to initial expenditure but this approach can lead to a heavy structure. An intermediate path using a single airframe for static and fatigue work allows for a comprehensive series of tests, but here the time scale of the important high static loadings required to demonstrate the safety factor is retarded to a degree where aircraft will be in service before this work is completed. Safety, and secondly retrospective modification action have to be considered and it may be that the engineer will in this case think it prudent to err on the heavy side when deciding on the sizes of the main scantlings. Efficiency is then sacrificed but with certain designs the cost of two airframes for test cannot be justified especially so if the design is a carry‐over of previous experience on similar types of structure.
Selecting Adhesives for Structural Metal Bonding
Authors: Merriman Mrs H.R.
Published: November 2014

A Review of the Properties and Applications of High‐Strength Metal‐to‐Metal Joints and Sandwich Constructions Bonded with High‐Strength Adhesives. TODAY'S adhesives are the complex products of continually expanding technologies. Their applications appear to be limited only by the skill and ingenuity of the designer and his fabricators. Even in a single area such as metal‐to‐metal bonds in aerospace and electronic uses, evaluation and selection of an adhesive requires familiarity with a large number of adhesive systems.
The Direct Stress Anal/sis of Swept Cantilever Plates of Low Aspect Ratio
Authors: Coull A.
Published: November 2014

The paper describes an approximate method for the direct stress analysis of anisotropic swept cantilever plates, without the usual need for intermediate deflection calculations. The method of analysis employs the Principle of Least Work, in conjunction with the assumption that the load and stress components may be represented with sufficient accuracy by a power series in the chordwise co‐ordinate, the coefficients of this series being functions of the spanwise position only. The validity is thus limited to these loadings for which the series involved are convergent. A system of oblique co‐ordinates is used to simplify the analysis. Particular attention is focused on the parallelogram cantilever plate, subjected to a uniform normal loading and to a system of tip bending moments, twisting moments and shear forces. Theoretical predictions are compared with the results of an experimental investigation.
Aircraft with Variable‐Sweep Wings
Authors: Page R.K.
Published: November 2014

The development of variable geometry in general is traced as applied to aircraft wings with particular emphasis on variable sweepback, including discussion of some experimental aircraft. The characteristics of swept wings illustrate the reason for variable sweep in some advanced aircraft and a comparison made with jet lift. Some of the implications and problems involved in variable sweep design are discussed in detail and some observations made on the weight aspect. To illustrate the discussion, three sketch designs of aircraft with variable sweep are presented.
The VC10 for Royal Air Force Transport Command
Authors: Barfield N.A.
Published: November 2014

A review of the background, design philosophy and control, a detail description of features of the Troop Transport, Freighter, Combination Troop/Freight and Casualty Evacuation roles, flight refuelling facility and other engineering changes, and the programme of the Royal Air Force's newest strategic jet transport the VC10 C Mk 1.
The Shock Tube Pressure Transducer
Authors: Scibor‐Rylski A. , Glover D.D.
Published: November 2014

SHOCK tube measurement techniques require the use of instrumentation capable of sensing pressure variation across passing strong shock waves. The speed of shock wave passage along the shock tube is of the order of 6,000 to 7,000 ft./sec. while shock thickness is of the order of 0·1 in. This is calculated from the equation:—
Electrical Power for Supersonic Airliners
Authors: Burns D.O.
Published: November 2014

CURRENTLY it is usual to demand that the entire electrical power for proposed super‐sonic airliners should be generated at a constant (400c/s) frequency. In order to do this a device called a constant speed drive (C.S.D.) is used to couple the shaft take‐off from the main propulsion engine to the electrical generator. These constant speed drives are extremely expensive items requiring specialised maintenance. On current subsonic airliners they absorb approximately 80 per cent of the time and expense required for the maintenance of the entire generating and distribution system on the aircraft. If these constant speed drives could be dispensed with a great step forward in simplification would result.
Powered Flying Control Systems—the State of the Science Today
Authors: Fuell F.J.
Published: November 2014

POWERED Hying controls have been fitted to aircraft for more than 20 years and with larger or faster types—both aeroplanes and helicopters—have become almost taken for granted. But their form can vary considerably and the present is a good time to take a long look at some of the factors which govern the system adopted.
The Library Shelf
Authors: M.J.N.
Published: November 2014

As these two volumes are complementary to each other it is convenient to consider them together, and no doubt most students of fuel injection as applied to spark ignition engines would prefer to read them as a unit. The two volumes concentrate on the motor industry applications, but Vol. 3 has two chapters on the use of fuel injection in aero engines.
British Aircraft Corporation One‐Eleven 500 Series
Authors: Barfield N.A.
Published: November 2014

An introduction to the latest British jet airliner and giving the background of experience and development which has led to the stretched version of the short haul One‐Eleven with 97/99 seats for British European Airways and world airlines from 1968. LAUNCHING a major new development in Britain's most successful jet airliner programme and forging the fourth major link in a two decade chain of co‐operation between British Aircraft Corporation—née Vickers—Weybridge and British European Airways, is the airline's order for a fleet of 18 of the newly defined One‐Eleven 500 99‐seat short‐haul jet (FIG. 1), with an option on a further six. The B.E.A. One‐Eleven 500 (FIG. 13) is designated Model 510 and is to incorporate a 97‐seat layout. The first production aircraft will fly in the spring of 1968 and B.E.A. plans to begin One‐Eleven service in the winter 1968/69.
Developments In Rate Gyroscopes
Authors: Collinson R.P.G. , Essex A.R.
Published: November 2014

GYROSCOPES are widely used in flight test instrumentation for measurement of angular rate of rotation.
The Source and Magnitudes of Variation in the Strength of ‘Typical Aircraft Quality’ G.R.P. Laminates
Authors: Mead J.A.
Published: November 2014

THE mechanical properties of 112 nominally identical glass reinforced laminates prepared by four different organisations have been determined. A statistical analysis of the results investigated the effect of variability in the raw materials and laminating techniques. It was concluded that the total variability was approximately 7 per cent.
Introduction to Concorde
Authors: Gedge G.T.
Published: November 2014

IN order to keep this introductory article on the Concorde supersonic airliner within reasonable bounds and within the general sphere of interest of readers of this journal, I propose to begin with a brief description of the aeroplane itself and an outline of its development history, and then to deal rather more fully with the engineering organisation which has been built up on this major bi‐national project.
Channel Hovercraft Operation
Authors: Colquhoun L.R.
Published: November 2014

IN June, 1965, Swedish Lloyd and Swedish American Line gave the hovercraft industry the boost it so desperately needed by having the courage to order not one but two SR.N4 hovercraft to operate a cross‐Channel service starting in 1968. For the previous two years both Vickers and Westlands had tried to interest British companies in this new form of transport. There was even talk of a grant issued through the NRDC to encourage would‐be operators. Such an operation was to be known as Operation Shop Window, and its purpose was to demonstrate to the world the potential of hovercraft travel and the undoubted lead that Britain had in this field. However, it was the Swedes who, true to their adventurous seafaring tradition, took up the challenge, and it was indeed a challenge for at that time the fund of hovercraft knowledge, particularly in the commercial field, was not as great as it is today.
Application of Advanced Materials
Authors: Weil J.D.D.
Published: November 2014

HIGH strength high stiffness composite materials offer the engineer a solution to many problems, and are of considerable interest to gas turbine designers. The particular mechanical problems associated with compressor rotor blades become more severe as the blade tip speeds and stage loadings increase, and in many respects composites lend themselves ideally to their solution. The advantages of using composite materials are stated, and the problems, together with possible solutions, are discussed.
Harness Fabrication in the Aircraft Industry
Authors: Wilkinson John
Published: November 2014

THE electronic and electrical systems built into modern aircraft represent not only a very high proportion of the total cost but a major factor in their performance. As these systems become more complex, so greater attention is being focused on new methods used in design and assembly of the wiring to assure fundamental reliability. A simple and standardised wiring system is the key to controlling costs of manufacture, inspection and servicing.
Development of New Structural Materials
Authors: Morley J.
Published: November 2014

THE mechanical properties of structural materials are ultimately set by the type of atoms forming the solid and the nature of the forces between them. If we want to produce materials having superior mechanical properties to those currently available with metal alloys we have to consider using materials formed from light atoms having strong bonding forces between them. Such substances are ceramics and, as normally encountered, are weak and brittle. Research has been aimed at the production of such materials in the form of strong fibres and on the use of such fibres to reinforce a matrix as glass fibres are used to reinforce plastics.
The Scope of Electron Beam Welding
Authors: Russell J.D.
Published: November 2014

THE conversion of the kinetic energy of a beam of electrons into heat on striking a metal work‐piece has been known for a very long time, a patent was in fact taken out for an electron beam melting device by Pirani in 1905. It was not, however, until the late 1950s that serious attempts were made to use more refined devices for welding. The main difference between the early melting machines and present day welding devices lies in the degree of power intensity due to beam focusing developments which lead to the discovery of a completely new welding mechanism.
Spreading and Development of the Parallel Wall Jet
Authors: Naib S.K.A.
Published: November 2014

A description of an experimental investigation of a round air jet projected parallel to a wall and the resulting velocity profiles, maximum velocity decay and the rate of jet growth. This paper concerns an experimental investigation of a round air jet projected parallel to a wall. Experiments were carried out to establish the shape of the velocity profiles, the decay of maximum velocity and the rate of growth of the jet. The results are compared with Tollmien's theory for the free jet. All data are presented in a form readily available for design purposes.
The Airworthiness of Supersonic Aircraft
Authors: Black H.C.
Published: November 2014

IF the history of air transport is traced back we find that superimposed on a steady rate of development, there have been several important milestones standing out as major jumps in technological progress. The first cabin airliner‐the first monoplane‐the first pressure cabin‐the first turbine‐the first jet and now the first supersonic transport.
Fuel Management in Aircraft
Authors: Turner H.G.
Published: November 2014

THE fuel content of an intercontinental aircraft at take‐off constitutes a considerable proportion of the all up weight of the aircraft. The weight of fuel in a typical subsonic passenger carrying aircraft at take‐off represents about 45 per cent of the aircraft's all up weight and this proportion increases to about 55 per cent in a typical supersonic transport aircraft. Due to the substantial change in the weight of these aircraft between the take‐off and landing phases, and the cost of the fuel, the importance of precise and effective fuel management will be readily appreciated if the trim of the aircraft and the operational economics is not to be disturbed during an intercontinental flight.
The Undercarriage in Aeroplane Project Design
Authors: Cameron‐Johnson A.
Published: November 2014

THE undercarriage, with some justification, has been referred to as one of the more challenging and technically satisfying areas in the realm of aircraft design, since it demands of its practitioners an expertise in mechanical and structural engineering, hydraulics and kinematics, and a highly developed understanding of good detail. However, the satisfaction, let it be said, is not always unalloyed by a degree of frustration, as the designer finds himself obliged, by the limitations of a predetermined landing gear envelope, to devise an undercarriage structure which he may find in time to prove unreliable in service, and not particularly good in the performance of its duty as a shock absorber. He may then be inclined to brood upon the possibilities of creating a perfect undercarriage and having the aeroplane designed around it, while the stark realities of his situation confront him with the age‐old problem of the quart in the pint pot. This however, is no ordinary quart‐and‐pint, since not only may the volume ratio be wrong, but so, too often, is the shape of the volume at his disposal. If the relationship between the wheels and the points of attachment of the gear to the airframe is one that lends itself to the evolution of a straightforward and mechanically satisfactory unit, the designer should count himself fortunate to have a project director with some appreciation of the niceties of the undercarriage business.
The Role of Aircraft in Future Transport Systems
Authors: Marshall E.E.
Published: November 2014

THIS paper is based on the 16th R. J. Mitchell Memorial Lecture presented to the Southampton Branch of the Royal Aeronautical Society at Southampton University on March 5, 1969, by the author.
The Effect of Mean Stresses on Fatigue Strength
Authors: Passey R.D.C.
Published: November 2014

THIS note proposes a new type of empirical alternating/mean stress diagram for plain fatigue specimens, which combines the merits of the Modified Goodman Line and the Gerber Parabola, with increased accuracy.
Development of the Aquagrip Tyre
Authors: Clifton R.G. , Roberts G.B. , Williams J.R.
Published: November 2014

IT is one of the hard facts of life that tyres tend to skid more readily under wet road or runway conditions — this is a most unsatisfactory basic situation and merits the greatest possible effort to make a substantial improvement. The problem has been studied basically by various bodies including N.A.S.A.
The Philosophy of Flight Data Acquisition Systems
Authors: Breach Frank
Published: November 2014

NOT until mandatory requirements in some advanced countries obliged airlines to fit flight data recorders did these instruments become fashionable. The needs of major operators coupled with the prospects of a world‐wide market spurred manufacturers to design and build airborne recorders for flight and operational data collection.
A Simple Rapid Microbiological Test for Aircraft Fuel
Authors: Hill E.C.
Published: November 2014

IT has always been part of the philosophy of work in this laboratory on microbiological problems in petroleum products that the product user must eventually be responsible for anti‐microbial measures. To enable him to do this a number of simple semi‐quantative micro‐biological tests have been developed (Refs. 1 & 2) and have been used in the field with some success, particularly when dealing with oil emulsions.
The Britten‐Norman Islander
Authors: Ford T.E.
Published: November 2014

Produced to meet the specific needs of commuter airlines or air taxi operators, the rugged characteristics of the Islander suit the requirements of anyone who wants an economical and reliable aircraft with a good payload capacity for operations over short distances. An integral part of this achievement is the possession of a low wing loading and a high power/weight ratio which confers S.T.O.L. performance features without complicated slots and flaps.
The Economic Impact of R & D on Aircraft Design
Authors: Morgan Morien
Published: November 2014

A condensed version of a paper on the effect on the ultimate economics of operation of advances in specific technical areas presented at the Spring Convention held by the Royal Aeronautical Society on the Economic Factors in Aviation. CIVIL transports tend to come to the fore in discussions with an economic flavour, because the civil scene can be thought about more readily in financial terms. Money is spent in setting up and operating a transport system, and money is then recouped by charging the people who use the aeroplanes for shifting themselves and their goods. Military aircraft cannot be fitted into such a neat buyer/seller framowork — you cannot buy a ticket for a ride in a strike fighter. Even so, on the military front studies of ‘cost effectiveness’ are also undoubtedly the order of the day.
Basic investigation on an unswept rectangular wing with an externally blown flap
Authors: KUEHL P. , WELTE D.
Published: November 2014

As far as we know, all work on externally blown flaps has been aimed at providing a basis for studies of the flight performance and handling qualities in respect of certain aircraft projects, one of which is the Dornier STOL transport aircraft. Theoretical work so far has only been possible in as much as the jet flap theory was extended to include any possible momentum distribution and finite jet thickness at the flap trailing edge. We know virtually nothing about the phenomenon of the jet flow spreading between the engine nozzle and the flap trailing edge. This question was studied on a simple wind tunnel model of an externally blown flap.
The theory of governing for aircraft turbo alternators
Authors: BURNS D.O.
Published: November 2014

The first part of this feature which appeared last month, covered dynamics of the throttle, the electro‐hydraulic governor, governor internal loop stability and alternative methods of stabilisation.
Automatic landing and microwave guidance system potential
Authors: PATRICK A.M.
Published: November 2014

The striking advances in ILS performance in the last decade are related to the impetus given by specific changes in operational requirements, particularly as regards automatic landing systems. The article goes on to review the long term project for microwave landing guidance systems, planned to see service in the 80's, with which ILS will co‐exist to an extent, and for a period, impossible as yet to foretell.
Energy Conserving Aircraft From The Engine Viewpoint
Authors: Denning R.M.
Published: November 2014

The increasing cost of hydrocarbon fuel inevitably intensifies the quest for lower engine SFC on the conventional aero gas turbine. This should not obscure the fact that minimising all aircraft direct operating costs is the ultimate yardstick for the engine designer. Higher fuel prices may change priorities in engine design and justify more complex and expensive engines particularly for longer range operations. Optimum engine design for shorter range can be significantly different because of the implication of cyclic life on air cooled turbine blades. Lower specific thrust engines are worthy of close consideration particularly for short haul operation. More effort should be devoted to comprehensive studies of new powerplant concepts.
Hazard criticality analysis
Authors: COLLACOTT R.A.
Published: November 2014

Many techniques can be used for the surveillance and monitoring of process plant as a basis for integrity control associated with on‐condition maintenance and safety appraisal, reference 1, but before any technique is chosen an analysis must be made which rates the hazard in terms of its criticality and thus establish the situation with the greatest likelihood of occurrence, the gravest consequence and the mode of its appearance.
Bleeding Structures — The Detection of Fatigue in Engineering Elements
Authors: DONALD E.P.
Published: November 2014

Fatigue is a problem which all designers have to face. If they are starting on the design of an aeroplane, they will work out all the high loading cases first, make sure that the design will be good enough to meet them, then they will turn their thoughts to the survival of the proposed structure within the lower stress levels of every‐day operations.
Airworthiness and Operations
Authors: KENWARD J.R.D.
Published: November 2014

J.R.D. Kenward was with British Airways from 1950–1977: as Manager, Performance Engineering from 1967: from 1947–50, he was with BOAC in various technical branch posts. After graduation he entered the design office of De Havilland 1946–7. Since 1977 he has been a Consultant in aviation.
Rationalising Aircraft Maintenance Technician Licensing
Authors: FRY R.A.
Published: November 2014

Aircraft maintenance engineer licensing commenced in the United Kingdom in 1919, and in the U.S.A. a few years later, for the good reason it was considered essential to aircraft safety that the persons maintaining aircraft should have a high level of competency. Both States held that it was a function of the State to assess the competency and award the licence, although subsequently there have been some deviations from this principle in the United Kingdom.
Finniston—The Great Debate Continues
Authors: ANDERSON K.J.
Published: November 2014

The Engineering Education and Training National Conference, held on 15th and 16th October 1980, had its attractions but not such as would produce a ‘full house’; for at no time throughout the two days Conference, organised by the Institution of Electrical Engineers, at the excellent facilities provided by the Institution of Civil Engineers, was there any indication of the accommodation being fully occupied. True, the Great Hall was packed to capacity during the formal opening by H.R.H. The Prince of Wales but, on the second day the participants dwindled and the annexe, well provisioned with televised proceedings, housed only a few delegates.
New Super‐fast Semi‐conductor Material for Future Electronic Systems
Authors: Smith Tony
Published: November 2014

A material that could well replace the silicon chip in future generations of aircraft communications, radar and early warning systems, is now under active development in various military and industrial establishments. Speed is the essence in any communication system and it has been determined that electrons will move six times faster through gallium arsenide (GaAs) than through silicon. GaAs substrates also have the important characteristic of having high resistivity. The superiority of silicon over gallium arsenide at the present time is principally due to the considerable developments that have taken place over many years in Silicon Valley, California, and other research centres. This has resulted in GaAs integrated circuits supporting only several hundred components compared with the near 500,000 in silicon (si).
Safety Topics
Authors: Mayday
Published: November 2014

Although largely concerned with the military aspects of prolonged workload effects on aircrew and other personnel, certain topics discussed at a recent conference may have a wider application. One of the subjects dealt with concerned measures used by the USAF School of Aviation Medicine to evaluate crew fatigue in both airborne and ground operations. Self‐ratings have been used for collecting individual data from a large number of personnel. The checklist requires less than a minute to complete and results in a score ranging from 0–20 with lower figures indicating greater fatigue. Scores of 12 or above indicate feelings of alertness, 11 down to 8 moderate fatigue and 7 and below severe fatigue. There is some evidence to suggest that 7 to 4 may indicate performance impairment and below that degraded performance on complex tasks.
Extended Upper Deck‐300
Authors: Ford T.E.
Published: November 2014

Introduced by Swissair in 1983 on their long‐haul routes and currently on order or being operated by nine airlines is the Boeing 747–300 extended‐upper‐deck variant of the basic design which first entered service in 1970. Since 1977 airlines have been increasing their numbers of seats on 747 aircraft although this trend levelled off in 1981–2 as more and more carriers introduced sleeper seats and three‐class service. During this same period, use of the upper deck for revenue seating has also been increasing steadily whereas previously, this area of accommodation was used mainly as a lounge for first class passengers.
Cardboard Model Aircraft Trainers
Authors: Stanley G.J. , Stanley F.H. , Pratt Les
Published: November 2014

Since the days of Lilienthal and the Wright Brothers, aircraft structural design and materials have changed dramatically. The early wire braced wooden frames have given way to stressed skin, all metal, glass and carbon fibre, and more recently composite structures. Each method of manufacture has its place either by replacing earlier techniques as newer technology has become available or being best suited for particular applications.
A Range for All Needs
Authors: Ford Terry
Published: November 2014

FUTURE potential and current requirements have to be considered together in any airlines assessment of fleet composition with the balance between the two sometimes very finely drawn. Pan Am's acquisition of Airbus Industrie aircraft and orders for a large number provides an example of this philosophy in which the carrier will have the eventual advantage of standardising on three types (A310, A320 and the Boeing 747) consistent with its projected capacity and range needs. Also, it will have the certainty of incorporation of yet‐to‐be‐developed technology in the A320 which is still some 2½ years from first flight.
Flight Instrumentation
Authors: Ford C. Eng. Terry
Published: November 2014

RESEARCH that was to lead to the application of electronic displays to the flight decks of transport aircraft may be said to have begun seriously in the 1970's with the main centre of UK activity being in the advanced flight deck simulator at British Aerospace, Weybridge. Initially, work on monochrome cathode ray tube (CRT) displays was undertaken and these were in fact, flown for a short while in the trials aircraft. This was soon followed by colour coding however, and two large colour CRT displays were to be developed by Smiths Industries and installed in the left hand instrument panel of the Royal Aircraft Establishment BAC One‐Eleven aircraft. Together with other instrumentation, the full colour displays were fitted during 1981 with the main programme concentrated on the development and integration of these head down instruments with the rapidly evolving flight management system.
Safety Topics
Authors: Mayday
Published: November 2014

A Boeing 757–200 took off from London Heathrow and commenced a climb to the south for Milan. Both the take‐off and climb were made using de‐rated engine power settings approriate to the aircraft all‐up weight and no abnormalities were noticed. At around 8700ft there was a bang immediately followed by indication of excessive No 1 engine Exhaust Gas Temperature (EGT). There was no engine fire warning and the engine was shut down and the aircraft returned to Heathrow without further incident.
Safety Topics
Authors: Mayday
Published: November 2014

During a manually flown ILS approach to Kuala Lumpur at dusk in bad weather, an A300 aircraft descended below glideslope and struck trees at a height of 174ft ASL approximately 2km from the threshold along the extended centreline of runway 15 and came to rest 1.2km from the threshold. The aircraft had departed from Kuala Lumpur earlier that day to fly to Singapore — Kuching — Singapore and back to Kuala Lumpur. The Captain flew the first two sectors, the third being flown by the First Officer who made an ILS approach and landed at Singapore. The aircraft departed from here with the First Officer at the controls. Turbulence was experienced and difficulty in maintaining a steady speed during the descent. The aircraft was overhead Batu Arang VOR at 3,500ft and was then re‐cleared to 3,300ft for an ILS approach. Flight conditions were described as moderate turbulence with occasional breaks in the clouds and the ground occasionally visible. During his approach, the Captain noticed that he was not receiving the ILS indication although the ILS was functioning correctly, subsequently found to be due to the control box not being set to the correct frequency. When the ILS was finally indicating, the aircraft was above the glideslope and to the right of the localiser.
Safety Topics
Authors: Mayday
Published: November 2014

A US Army copilot has told of a near disaster in which he was involved. For this particular operation, some courier material had to be delivered to an airfield 50 miles away as soon as possible. There were only two pilots available at the airfield, including the copilot himself and although they had both been on duty since early that morning, the individual who was to be the pilot had not flown that day and the copilot had flown only 4 hours that afternoon. While they were not in danger of passing out from exhaustion, they had put in a long day's work and were irritated at having to perform this relatively simple flight at such an inconvenient time. The weather forecast was good and the flight would be ‘a piece of cake’ — 20 minutes up, 5 minutes on the ground and 20 minutes back.
Safety Topics
Authors: Mayday
Published: November 2014

TAKE‐OFF performance requirements for transport category aircraft have been the subject of many technical discussions and conferences and having taken into account the opinions and suggestions of many interested parties, the FAA have decided to add new standards for approval of a reduced take‐off decision speed (V1) methodology. This would be for take‐off on wet and precipitation contaminated runways and it is considered that the proposal to lower V1 by allowing a reduced clearance over the end of the runway (screen height) would provide an increase in safety for rejected take‐offs on wet and contaminated runways.
Safety Topics
Authors: Mayday
Published: November 2014

THE upgrading of fire safety standards for cabin interior materials in transport category aircraft was the subject of NPRM 85–10 issued in April, 1985 which followed upon research and development and the recommendations of the SAFER committee. Testing activities have included the adoption of the Ohio State University (OSU) rate‐of‐heat‐release apparatus as the most suitable for material qualifications. A considerable amount of comments were received after the issue of 85–10 and further extensive testing was undertaken. Amendments were adopted which meant that the standards differed from those originally proposed in a number of ways. Test procedures and acceptance criteria were adjusted and aircraft seating less than 19 passengers are not now required to meet the new standards. Now also, aircraft newly manufactured on or after August 20, 1988, must meet interim standards and those newly manufactured on or after August 20, 1990, must meet the definitive standards. Similarly, certain aircraft in which the cabin interior is replaced on or after August 20, 1988 or August 20, 1990, must meet the interim or definitive standards, respectively. Many further comments were received subsequent to the issue of these amended rules.
Safety Topics
Authors: Mayday
Published: November 2014

PUBLISHED some 3½ years afterwards, the report on the accident to Boeing 737–236 at Manchester Airport in August, 1985 contains 31 safety recommendations. The Civil Aviation Authority (CAA) has said that it wholly accepts 25 of these and partly accepts the remainder. Many issues are addressed in the report, and in its immediate aftermath much prompter mandatory actions are demanded in some quarters.
Safety Topics
Authors: Mayday
Published: November 2014

RECENT discussion has focussed on the protection of military aircrew from the rigours of operating high performance, agile aircraft while at the same time expecting high mental and physical performance to meet the operational requirements of a mission. The cockpit space, seat design and availability of controls must optimise the room available and the complete protective clothing ensemble must provide free movement and not compromise effectiveness.
Safety Topics
Authors: Mayday
Published: November 2014

THE title is misleading since the oldest A300's are still young compared with the aircraft's design objective with something like a ten year margin available. However, illustrating the Airbus Industrie forward looking policies, the company began to initiate development of a Supplemental Structural Inspection Programme (SSIP) in 1986 with meetings of working groups which included contributions from air‐worthiness authorities and Airbus aircraft operators. It was decided to include in the SSIP content an inspection of all aircraft through normal inspection service bulletins and inspection of the lead fleet (about 100 oldest aircraft) for less sensitive items. This is against a background where, for example, 34 of the 237 A300B4's in service have exceeded 50% of their design life and none have reached 75%.
Fuel Economy
Authors: Ford CEng Terry
Published: November 2014

MUCH of the continuing growth and versatility of civil and military air transport is due to advances in the aeronautical gas turbine. This process is still going on and the prediction that the number of passengers traveling by air will double by the year 2000 underlines these developments. A company at the forefront in this field is Rolls‐Royce whose policy of derivative designs from proven concepts with the incorporation of the most up‐to‐date technology is leading to the achievement of high levels of efficiency and reliability.
CNC Requirements for the Aerospace Industry Into the 21st Century
Authors: Adams Peter
Published: November 2014

DURING the last 3 years, aerospace companies within the UK have undertaken extensive modernisation of their machine tool inventories. This included an evaluation of sort of CNC control needed to take their technology into the next century.
Safety Topics
Authors: Mayday
Published: November 2014

A Conference held at the Royal Aeronautical Society discussed the experience and applications of helicopter Health and Usage Monitoring Systems (HUMS). Civil and military operators, manufacturers and regulatory bodies gave their views on airworthiness of rotating wing aircraft and the efforts directed towards safety standards comparable to those achieved by fixed wing types.
Safety Topics
Authors: Mayday
Published: November 2014

A Hughes 369 HS helicopter was making a planned flight from Graunt Courts, Raynes, Essex, to Battersea Heliport. The helicopter lifted off at about 0955 hous and the initial climb trajectory appeared slightly shallower than normal, but nothing else unusual was reported. At about 0955:40 hrs, the helicopter called Stansted Approach and was told to standby. At 0955:42.4 hrs a primary radar return on Debden Radar was recorded, about ½nm to the south‐west of Graunt Courts; the first SSR contact was at 0955:48.6 hrs but, as Mode C had not been selected on the helicopter's equipment, no altitude information was available. Analysis of radar contacts recorded between this time and 0956:13.3 hrs indicated a track of about 230° (M) and a ground speed of approximately 90kt.
A Range of Simulators
Authors: Ford Terry
Published: November 2014

HOWEVER demanding a training task may be, modern technology is able to create conditions of enhanced realism that will require all of a trainees powers of concentration to solve the problems involved. Aerospace simulators vary greatly in types and applications and can include representative components or compartments to instruct maintenance personnel, realistic interiors for licensing cabin crew, multiple situations for the training of air traffic control officers and the most advanced techniques in which a pilot may be entirely qualified on the training device.
Safety Topics
Authors: Mayday
Published: November 2014

THIS accident concerns a Sikorsky S‐61N helicopter which took off after a 25 minute period of ground running with rotors turning. Around five minutes into the flight, as transmission torque was increased to 80% to initiate a cruise/ climb from 250–300 ft agl, the crew heard a whine. This completely disappeared on lowering the collective to 60% torque, but when torque was again increased to 75–80%, the whine reappeared and rapidly became worse. The crew identified the noise as coming from the left side of the transmission and selected the main gearbox (MGB) emergency lubrication on. Around one minute after the crew first heard the whine there was a loud bang, power was lost and the aircraft yawed. After the bang, the No 1 Engine shut down automatically. The crew established the aircraft in autorotation and achieved a gentle landing on sloping ground five nm east of the airfield, using No 2 Engine power to cushion the touchdown. With the exception of holing of the tail rotor drive shaft fairing as a result of contact from a main rotor blade, no damage resulted from the landing. After landing, oil was seen pouring down the left side of the aircraft internally and externally.
Safety Topics
Authors: Mayday
Published: November 2014

JUST as no new commercial aircraft is allowed to carry fare‐paying passenger on its first flight, no significant change to air traffic control (ATC) services is approved for operation until it has undergone a proper programme of development and test. The Air Traffic Control Evaluation Unit (ATCEU) is located at Bournemouth International Airport and is part of the National Air Traffic Services (NATS). Ever since 1947 it has been actively engaged in helping to ensure that, when new ATC equipments, procedures and systems are introduced to operational service, they will meet the rigorous requirements of a safety‐conscious aviation industry.