bluuebunny/crossref_metadata_2025 huggingface dataset:
MHiLD: a model of specialist mental health services for people with learning disabilities
Authors: Chaplin Eddie , O'Hara Jean , Holt Geraldine , Hardy Steve , Bouras Nick
Published: November 2014

There are high rates of emotional, behavioural and psychiatric problems (Cooper et al, 2007) in the learning disability population. This paper describes the Mental Health in Learning Disabilities (MHiLD) service for adults with learning disabilities in four South London boroughs. This service has been in operation in two South East London boroughs from 1982, and was extended to a third in 1999 and a fourth in 2006.
Amendments to the Mental Health Act 1983: implications for people with learning disabilities
Authors: Hall Ian , Ali Afia
Published: November 2014

The new Mental Health Act 2007 substantially amends the Mental Health Act 1983. In this article, some of the most important changes are highlighted, including changes to the definition of mental disorder, the new professional roles of approved mental health practitioner and responsible clinician, and the new powers for Supervised Community Treatment. The likely impact of these changes for people with learning disability and professionals working with them is discussed.
The Deprivation of Liberty Safeguards: a summary
Authors: Bonell Simon
Published: November 2014

The Deprivation of Liberty Safeguards are an extension to the Mental Capacity Act (2005). They provide protection for those who lack capacity to make a decision about residing in a hospital or care home and require a deprivation of their liberty. The following paper is a summary of the safeguards.
Deprivation of Liberty Safeguards in people with learning disabilities — a philosophical perspective
Authors: Pickard Max
Published: November 2014

The Deprivation of Liberty Safeguards (DoLS) are due to be implemented imminently. This legislation serves as an extension of the Mental Capacity Act designed to close the ‘Bournewood Gap’ and is of particular relevance to learning disability services. This article discusses the DoLS from a legal, philosophical and ethical perspective.
Service user views of long‐term individual psychodynamic psychotherapy
Authors: Merriman Charlotte , Beail Nigel
Published: November 2014

Long‐term psychodynamic psychotherapy is a costly service to provide, but many clinicians believe it is of benefit for people who have learning disabilities and psychological problems. There is also now some evidence for its effectiveness. However, the views of recipients is unknown. In this study, recipients of more than two years of psychodynamic psychotherapy were interviewed about their experiences and views. Themes emerged about the referral process, the experience and the outcome. Areas of strength were identified, as well as areas for improvement. The findings concur with previous findings on group therapy and help inform current and future provision of long‐term psychodynamic psychotherapy.
De novo inverted interstitial duplication 8q22.1‐q21.1 in a boy with moderate learning disabilities, mild autistic and dysmorphic features
Authors: Kolaitis Gerasimos , Papanikolaou Katerina , Paliokosta Elena , Tsiantis John , Gyftodimou Yolanda , Sarri Catherine , Petersen Michael , Kokotas Haris
Published: November 2014

We describe a 13 1/2‐year‐old boy with de novo inverted interstitial duplication 8q22.1‐q21.1 associated with mild phenotypic abnormalities, learning disabilities and autism. Psychometric and psychiatric evaluation was performed. Clinical genetic evaluation was supported by chromosome analysis of blood lymphocytes using GTG‐banding technique and Fluorescent In Situ Hybridization (FISH) with whole chromosome painting 8 probe. Clinical evaluation revealed mild phenotypic abnormalities, moderate learning disabilities and mild autistic disorder. The karyotype of the proband was interpreted as 46, XYqh+pat, 8q+.ish inv dup(8)(q22.1;q21.2)(wcp8+) de novo. Although partial trisomy for other segments of 8q, as well as mosaic trisomy 8, have been described in numerous cases, interstitial duplication of 8q21‐q22 seems extremely rare and the severity of the phenotypic abnormalities ranges from mild to profound.
Pharmacological treatment of dementia in people with learning disabilities
Authors: Prasher Vee , Fernando Anthony
Published: November 2014

Dementia in older persons with learning disabilities is a growing concern for all those involved in their care. There is at present no effective treatment, but the importance of current drug treatments is reviewed. Developments in drug treatments for dementia remain an active area of ongoing research.
Addressing the needs of older people with co‐morbid alcohol and mental health disorders: a case series from a London Community Mental Health Team (CMHT)
Authors: Andrews Tresa , Reddy Leena , Whelan Paul
Published: November 2014

Purpose

Despite older adult community mental health team (CMHT) workers inevitably encountering service users with alcohol use disorders (AUDs), they have a limited evidence base for working with this group. This paper aims to argue against a wholesale transfer of knowledge and practices from working age adults with dual diagnosis to the older age group.

Design/methodology/approach

The paper aims to address the scant attention given to the needs of older service users with a dual diagnosis by detailing the progress of four older adult service users with AUDs in a CMHT.

Findings

This case study series illuminates some of the clinical and professional dilemmas and challenges encountered when working with this group. Suggestions of how to respond to some of these challenges are provided by focussing on aspects of identification, assessment and treatment.

Originality/value

This paper provides a catalyst to further discussion, debate and publications on the issue of older people misusing alcohol by presenting and reflecting on the issues raised by four practice vignettes.
Meeting the training needs of staff working with older people with dual diagnosis
Authors: Saxton Louise , Lancashire Stuart , Kipping Cheryl
Published: November 2014

Purpose

Although training has been identified as a key requirement for developing staff capability for working with people with co‐morbid mental health and substance misuse problems, little attention has been given to the training needs of staff working with older adults. Dual diagnosis within the older adult population is often underestimated, yet can present significant challenges to older people themselves, their family and carers and staff. This paper aims to describe the development and preliminary evaluation of a five‐day course designed to meet the needs of staff working with older people who have a dual diagnosis.

Design/methodology/approach

The paper describes how the course was developed and presents the evaluation data for the initial pilot. A repeated measures design was employed to assess changes to knowledge, confidence and attitudes. Students' perceptions of the quality of the programme were also obtained.

Findings

Significant changes were achieved in knowledge and confidence after the course. Although there were some changes in attitudes these did not reach significance.

Originality/value

Dual diagnosis initiatives, particularly those related to training, have largely focused on working age adults. This paper describes the development and preliminary evaluation of a dual diagnosis course designed specifically for staff working with older people. It suggests that staff benefit from this training and highlights the importance of such training being part of a wider strategy to develop staff capability.
The Future of Higher Education for Business and Management
Authors: Elsaid Hussein H. , Schermerhorn John R.
Published: November 2014

The future of higher education for business and management is discussed against the framework providedby the 1959 Gordon‐Howell and Pierson reports, and the 1988 Porter and McKibbin report. In light of the concern for rapid and uncertain environmental change,a model of business school roles in contemporary society ‐ passive provider, participating provider, and pathfinding provider ‐ is presented. Implications forbusiness curricula and faculty are examined. Further attention is given to the needs for greater vertical and horizontal integration of business schools with their external environments. A final caution advises that business schools should seek to respond to future challenges without sacrificing their own identities which are essential to the emergence of true institutional excellence.
Strategy for water pump maintenance in Peakland
Authors: Yiu Wai Yu , Yu Chung Mau , Kanna Ryoko
Published: November 2014

Subject area

Strategic management/business policy.

Study level/applicability

This case study is intended for undergraduate (business administration) level students.

Case overview

PeakWater is a state-owned water supplier in Peakland. Owing to government restrictions, the water supply maintenance business of the company has to be outsourced to a separate entity, resulting in the establishment of FixIt, a wholly owned subsidiary of PeakWater. FixIt is mainly responsible for maintaining the water pumps, as well as investing in new projects for PeakWater. The lower efficiency and incompetence in investment of FixIt hinders the growth of PeakWater in the long run, and also causes discontent by the citizens. PeakWater's Board is evaluating two proposals submitted by the Group Planning Division.

Expected learning outcomes

These are: the nature of private enterprises and its creation of value for public enterprises; the conflicts of interest between private and public enterprises; and the criteria and considerations in the evaluation of corporate strategies.

Supplementary materials

Teaching notes are available – consult your librarian for access. The teaching notes include a list of supporting materials.
The Pursuit of Happiness—at Work
Authors: ROBERTSON MARY F.
Published: November 2014

“Efficiency plus happiness equals higher productivity.” So said the Duke of Edinburgh on the subject of the creation of job satisfaction. This article discusses the ways and means of attaining such a state.
How to sell your company—dearly
Authors: Halpin W.R.C.
Published: November 2014

The dynamics of today's business environment are such that a shift in ownership every generation, though not inevitable may be possible. Smaller companies being particularly vulnerable to this kind of takeover activity the author forewarns of the traps into which the seller can fall and also suggests ways and means of getting the best price for the complete unit.
PRICING IN AN ERA OF SHIFTING EXCHANGE RATES ‐ REDUCING THE RISK
Authors: Lethbridge D.G. , Tylee I.G.
Published: November 2014

Selling goods overseas is more risky than selling goods in the home market.
Lead corrosion in sea‐water
Authors: von Fraunhofer J.A.
Published: November 2014

The corrosion behaviour of lead and its alloys in sea‐water is of great commercial interest in view of the considerable use of submerged telecommunications cables and the growing use of lead anodes for cathodic protection of marine structures. This article is concerned with the corrosion of lead in sea‐water and saline solutions and with the anodic behaviour of lead in chloride solutions.
FOCUS ON ZINC‐7
Authors: Johnson K.S.
Published: November 2014

Effluent from the galvanizing process to be treated consists of continuously flowing water swills and frequently dumped static water washes after alkaline degreasing, acid pickling and galvanizing stages, together with occasional dumps of the degreasing solution and pickling acid if these are required to be treated and are not removed by effluent disposal contractors.
The Corrosion Story
Authors: Smith C.A.
Published: November 2014

Andrews, by 1887, had already made a significant contribution to the knowledge of corrosion science and at this time, decided to investigate the effect of magnetisation on the relative electrochemical position of a pair of bright iron bars, one magnetised by a coil, the other not magnetised, when simultaneously exposed in circuit to the action of various powerful oxidising agents and saline solutions.
Sherardizing: Part 2
Authors: Smith C.A.
Published: November 2014

In part 2 the applications and dual role of sherardizing are considered in the protection of steel.
A versatile capacitor web coater with multiple source capability
Authors: Lackey Donald V.
Published: November 2014

Ongoing reductions in dielectric thickness for metallized AC capacitors, has resulted in a shift away from pure aluminium coatings for capacitor materials to be used in higher voltage applications. Metallized electrodes such as zinc with silver prenucleation, zinc/aluminium composites and aluminium bilayers are now required for AC capacitors. This paper will discuss the design aspects of a vacuum web coater to provide this wider range of requirements.
THE NEW APPROACH TO TEACHING APPLIED THERMODYNAMICS — A COMMENT
Authors: Helsdon R.M.
Published: November 2014

IN RECENT YEARS a number of textbooks on applied thermodynamics (of American origin or American‐inspired) have given considerable emphasis to a new and restricted definition of the word ‘heat’. The actual definition takes various forms. From some it appears that heat must now be considered solely as energy in transit due to a temperature gradient and is not a form of energy that can exist inside a body. From others, that heat must be considered as an interaction between systems at different temperatures, the direction of the interaction being purely conventional or metaphorical.
HURRAH FOR THE INTERVIEW!
Authors: Hawkins T.H.
Published: November 2014

SO MANY swipes have been taken at the interview as an aid in the selection process that it is encouraging to find that there are some not inexperienced people who still have time for it. In ‘The Skills of Interviewing’ two well‐known teachers of management subjects with considerable experience of interviewing in industry discuss the whole range and pattern of the interview and its place in selection.
Scandinavian Corrosion Conference: DANISH, SWEDISH AND NORWEGIAN EXPERTS MEET IN COPENHAGEN
Authors: Knuth‐Winterfeldt E. , Bjerring Andersen H. , Mayne J.E.O. , Arup Hans , Mansa J.L. , Nord H. , Mansa J.L. , Bjerrum J. , Jeppesen Arne
Published: November 2014

In the Scandinavian countries there is growing awareness of the need to intensify the fight against corrosion by co‐operative research and the exchange of information. This culminated in the Scandinavian Corrosion Con‐ference held in Copenhagen last month. A number of papers were presented, mostly by Danish scientists. There was also a contribution by a British scientist. Here are summaries of these papers, specially translated and prepared for CORROSION TECHNOLOGY.
COATING AND COATINGS
Authors: Janus
Published: November 2014

The production of light ‐ duty coloured decorative finishes on aluminium and its alloys by means short of anodising has always been something of a problem, although most metal finishing companies have undertaken some experimental work on this subject. The approach usually adopted involved the dyeing of a chromate film, and the main difficulties were in obtaining uniformity and sufficient depth of colour.
COATING AND COATINGS
Authors: Janus
Published: November 2014

Lack of colour permanence can also be associated with less contemporary finishes. A few years ago, a leading chemical manufacturing concern built a spacious office block in Victoria Street, Westminster. Much thought was given to the choice of windows. A final touch of luxury was imparted to the façade by the selection of lightly toned bronze windows; this is a Victorian touch of splendour normally associated with banks, consulates and similar establishments. The term ‘bronze’, in the window trade, assumes a breadth of definition remarkable for even such an ill‐defined term, and is extended to beta brasses. However, the windows were installed, lacquered and admired by all. A few weeks later, a darkening of colour became apparent. This was investigated, attributed to the formation of copper sulphide as a result of permeability of the lacquer film to atmospheric contaminants, and the frames were cleaned down, repolished and relacquered using a competitive brand. The lacquer was applied by spray—the weather was hot, but with gusts of wind, and the comments elicited from the occupants and passers‐by were practically sufficient to induce some colour change. However, the task was completed, and in due course the phenomenon recurred, but more severely. A third attempt gave no better results, and an acceptable degree of permanence was achieved only when the windows were painted with a bronze paint, which consisted of aluminium powder in a tinted vehicle.
Report on The Third Congress of the European Federation of Corrosion
Authors: J.B.C.
Published: November 2014

The Third Congress of the European Federation of Corrosion held in the Free University, Brussels, during the period June 4–6 attracted about 600 delegates from more than 20 different countries. The Congress had been divided into six Sections running consecutively so that, if they wished, participants could attend every session. With this form of organisation, time for delivery and discussion of each Paper was limited to about 20 minutes. The full text of some 75 Papers had, however, been circulated well beforehand so that delegates had time to consider any contribution they might wish to make to the discussion.
Tail Flutter—A New Theory
Authors: Bolas H.
Published: November 2014

THE stresses existing in the structure of a tail plane, in varying conditions of flight, are possibly more a matter of doubt than obtains for any other part of an aeroplane structure. The assumptions made at present are frankly conventional, but are accepted because in the past they have usually yielded satisfactory results.
Aeroplane Wing Flutter
Authors: Frazer R.A.
Published: November 2014

VIOLENT oscillations of particular parts of an aeroplane structure have been observed and studied since early days. The theory of wing oscillations is, however, rather more modern and was initiated, it is believed, by A. G. von Baumhauer and C. Koning, who presented a paper at the International Air Congress in 1923. Since that year the subject has been much developed both abroad and in this country. The literature has grown rapidly, and a detailed notice of the papers cannot here be attempted.
Cantilever Wings for Modern Aircraft
Authors: Stieger H.J.
Published: November 2014

THE relative merits of the monoplane and the biplane have often been argued, and the respective advantages which, up to the present, have been claimed on either side still leave the solution of the question in doubt. Until now the bias in this country has been towards the biplane, but, as the knowledge with regard to methods of obtaining torsionally stiff structures grows, the pendulum is bound to swing the other way.
Finding the Best Fuels for Aircraft
Authors: Thornycroft Oliver
Published: November 2014

TO answer the question, “What are the best fuels for aircraft?” might seem at first sight neither more nor less difficult than to say, What are the best fuels for motor cars? There is, however, one added factor, namely, that of weight, and this adds greatly to the complexity of the question.
A Course for Ground Engineers
Authors: Gilmore J.J.A.
Published: November 2014

IN this article it is proposed to deal with that wide range of aircraft material which is grouped under the heading of metallic materials. Ground Engineers of all categories should possess a sound knowledge of the material which they handle, and this knowledge is a definite requirement for a Gound Engineer's licence in Categories “B” and “D.” The impossibility of an exhaustive treatment of this subject in an article of this nature must be appreciated, and little can be done but to direct attention to the more salient points. Readers are reminded that many excellent text‐books dealing with Metallurgy are to be obtained and that a study of such books will be found both interesting and profitable.
Schneider Trophy Reflections
Authors: Lockwood Marsh Lt.‐Col. W.
Published: November 2014

UNFORTUNATELY, there is an almost complete absence of technical information about any of the machines built for this year's Schneider Trophy Race. The two Governments concerned are unwilling as yet to allow anything but the most meagre details to be published. What data are available of the Supermarine “S.6” are given in the table on page 274 of the winners and performances since 1913. The engine‐power is not given there because it is not permitted by the Air Ministry to say more than that the super‐charged Rolls‐Royce “R” installed develops “over 1,500 h.p.” It has, consequently, been impossible to give the figure for weight per horsepower, but it may, perhaps, be said that this is believed to be, in spite of the increase in gross weight, quite considerably below that of the “S.5.” Indeed, when the power actually developed by the Rolls‐Royce is made public it will probably cause something of a sensation. Though, of course, test‐bench figures are not always achieved in the air, those obtained in this case were most remarkable, and it is only to be regretted that it is not possible to mention them. No more can be said than that with this engine, and the series from which it was developed, Messrs. Rolls‐Royce have at one bound come back to the foremost position they used to hold in the aero‐engine world. The continued improvement in engines is, in fact, perhaps the chief feature of the racing machines of 1929 compared with those of 1927. The 900‐h.p. “Lion” of two years ago seemed to have reached almost the limit of development for a single type, but the Napier Company showed this year that that was by no means the end of their resources. They have added probably about another. 500 h.p. and still further reduced the frontal area, the increase of power being largely owing to the addition of a supercharger, which is also a feature of the Rolls‐Royce. This has been spoken of as an innovation in racing aeroplane engines, but actually the example was set by Mr. Fedden in the Bristol “Mercury” fitted two years ago to the Short “Crusader,” an engine which is only just overcoming its teething troubles as a production type but will shortly, it is expected, begin to take its true place as the fine piece of work it is. So jealously guarded are the details of those high‐efficiency racing engines that no details whatever of either the “Lion” or the “R” are available, and in the ease of the latter a photograph giving merely a side view of the exterior of the engine was deemed too confidential for reproduction because it showed the blower casing. Of the Italian engines nothing whatever is known except that the Isotta‐Fraschini in the Macchi M.67 is rated at 1,700 h.p. and the Fiat C.R. 29's Fiat at 1,000 h.p. Whether these are purely nominal ratings or represent actual powers developed on the test bench, or in the air, it is impossible to say.
A Course for Ground Engineers
Authors: Young S.G.
Published: November 2014

A GROUND engineer licensed in category “B” is an inspector who is responsible for the inspection of an aircraft after overhaul. This being so, he is responsible from the raw material to the finished aircraft, and as in the course of overhaul any part thereof may have to be reconstructed or replaced, one cannot do better in these opening remarks than refer to the chart appearing in Inspection Leaflet 1, which with other inspection leaflets may be found in the Airworthiness Handbook. The ground engineer may be required to certify for one or all of the stages of inspection shown in this chart, and, accordingly, the writer proposes to refer to the various subjects as they appear therein.
Air‐Cooled Heavy Oil Engines
Authors: Fedden A.H.R.
Published: November 2014

WHEN I was honoured with an invitation to give a paper before this Fifth International Air Congress, I received also a letter from a member of the committee, who is a famous power in aviation in your country, asking if it would be possible for me to say something about air‐cooled compression ignition engines for aircraft, and whether they are likely to play an important part in the aircraft development of the near future.
Non‐Ferrous Metals for Aircraft
Authors: Hanson D.
Published: November 2014

At this stage I think that we can usefully give some detailed consideration to the copper‐aluminium alloys, and reference may in this connection be made to the equilibrium diagram shown in Fig. I, which, as in the case of the steels, gives an explanation of, and is a guide to, their behaviour and heat‐treatment.
Aerodynamics for Engineers
Authors: Piercy N.A.V.
Published: November 2014

WE found, on experimental grounds in Article I, that the field of air‐flow past a short body of low resistance shape, such as an aerofoil, comprises two dissimilar parts: (a) a thin boundary layer enveloping the body and dominated by viscous effects, and (b) a motion outside the boundary layer in which viscosity is much less important. It will be remembered that in the external motion occur the large pressure changes, which, transmitted through the boundary layer, account for nearly all the lift and for part of the drag. These pressures we observed to be calculable from the velocities without appreciable error by Bernoulli's equation. In the present Article we confine attention to this external flow, assuming it to be steady, incompressible, and inviscid. Its dependence upon (a), already discussed to some extent, we ignore; the boundary layer is conceived to be everywhere very thin, so that the only role it plays is to allow of relative velocity at the surface of the body. The assumptions made, excepting that of incompressibility, will appear drastic, and it will not be surprising if some of our deductions prove discordant with experimental fact. Nevertheless, they lead to a theory which finds many applications and uses in real fluid motion, and, in particular, gives an intimate view of aerofoil flow that is very close to the truth. It is convenient to develop our reasoning in analytical terms and for simplicity to restrict the flow to two dimensions (Article 1, §5). But the engineer will find special scope in this part of aerodynamics for graphical methods in the solution of particular problems.
Seamless Steel Tubes for Aircraft
Authors: Reynolds Austyn
Published: November 2014

ALTHOUGH the primary object of this article is to describe processes and plant used in the manufacture of cold drawn seamless steel tubing, it cannot be considered complete without some reference to previous work on the steel, by which it is converted from the solid rolled billet to the hollow bloom, which may be considered as the “raw material” for cold drawing.
Aeroplane Performance Testing
Authors: Scott‐Hall S.
Published: November 2014

MANY papers have been written from time to time on the subject of performance testing, dealing with both the purely theoretical and the practical aspects, and it may be questioned whether there is anything left to be added to the already abundant literature on the subject.
The Estimation of Performance
Authors: Clarkson Richard M.
Published: November 2014

PART III.—EFFECT UPON PERFORMANCE OF SMALL CHANGES IN THE FUNDAMENTAL CHARACTERISTICS WE have seen in Part II that all sections of aircraft performance (except stalling speed), are functions of the above five characteristics. It is now proposed to consider the effect of small changes in these. This is a very practical problem and one which is frequently cropping up. For instance, suppose that the rate of climb of an aircraft when loaded to a certain weight just fails to comply with some requirement it is very useful to be able to see almost at a glance by how much its total weight must be reduced, its b.h.p. increased, or any other determining characteristic changed, in order that the aircraft shall satisfy the requirement.
Critical Loads of Long Struts
Authors: Williams D.
Published: November 2014

IN calculating the strength of a strut in compression, only two conditions of end fixing are usually considered: either the ends are regarded as pin‐jointed or as encastre. As the latter condition gives a critical load four times that of the former, in the case of long slender struts (i.e. large l/K), it is an important matter to determine the exact nature of the end fixings. In the majority of practical cases the strut is neither fully encastre nor is it as free from end constraint as a pin‐jointed strut, the actual condition being intermediate between these limits. There is thus a considerable amount of uncertainty as to the true strength of the strut.
The Corrosion of Magnesium Alloys
Authors: Bengough Guy D. , Whitby L.
Published: November 2014

THE chemist regards magnesium as a highly reactive metal for such reasons as the inflammability of its powder or foil in air, its active displacement of hydrogen gas from many aqueous chloride solutions, and its position near the reactive end of the electrode‐potential series. All these suggest that the metal would be unsuitable for constructional engineering. Yet engineers use alloys, rich in magnesium, up to 98 per cent of the metal, for an increasing number of services, although the alloying elements do not, as a rule, greatly cut down, and may even increase, the corrosion rate. Their industrial use is possible because the liability to corrode, reckoned over a reasonably prolonged period, is not a definite property of a metal such as conductivity, which is subject only to relatively small changes with alteration of environment, but is highly specific to metal‐liquid and metal‐gas systems. Moreover, these systems may undergo important changes with time owing to the intervention of films of corrosion products, and the rate of attack may be governed by the physical characteristics of these films, which will vary with the adjacent liquid and gases. Thus, in stagnant caustic alkalies magnesium may be reckoned as almost incorrodible because of the intervention of a film of hydroxide of the self‐healing type which, in these conditions, is highly impervious to magnesiumions; but in the presence of alkali chlorides the corrosion product is physically different and rapid corrosion occurs. Many dilute acids attack magnesium rapidly, but hydrofluoric acid scarcely at all, no doubt owing to the formation of a protective film of fluoride.
Rotary Wing Aircraft
Authors: de la Cierva J.
Published: November 2014

FLIGHT is the result of displacing air by surfaces and utilizing the reactive forces so created to lift, propel and control the craft.
Aeroplane Doping Schemes
Authors: Gilmore J.J.A.
Published: November 2014

THE use of fabric as a wing covering introduced the problem of tautening the fabric. The history of aeroplane dope may be said to date from 1911. Prior to that date attempts to obtain a taut covering were made with such material as sago, which was at best a fair‐weather expedient. Experiments were also carried out with casein dopes, but these were discounted when it was found that cellulose acetate dissolved in suitable solvents gave satisfactory results.
The New N.P.L. Wind Tunnels
Authors: Collar A.R.
Published: November 2014

A PROPOSAL to replace the 7‐ft. No. 1 wind tunnel at the N.P.L. by two new tunnels of the open jet type, housed in the old tunnel building, was put forward in 1930, and one of the new tunnels has now been completed and tested. The present report deals mainly with preliminary experiments on models, which were carried out to ensure that the projected tunnels should give the best possible aerodynamic performance.
Terminal Nose‐Dives
Authors: Crowe J.H.
Published: November 2014

IT has been suggested from time to time that this case might conceivably arise for acrobatic aeroplanes and therefore a tentative investigation was undertaken. Although the results show that in certain cases extra loads are thrown on the structure over and above the designed loads, this must not be interpreted as meaning that an aeroplane is likely to fail under these circumstances, because certain basic assumptions have had to be made, the validity of which is doubtful. Further investigation is needed to supplement the somewhat scanty data that we have as to the existence of these gusts in the upper atmosphere and their magnitudes. Also the problem of the dynamics of an aeroplane in a terminal velocity dive with horizontal gusts has been entirely neglected although it is by no means improbable that the question of the stability of the machine has some bearing on the loads that are likely to build up as a result of gusts.
The Drag of Streamline Bodies
Authors: Lyon M.H.
Published: November 2014

THE drag of a streamline body, such as an airship hull or an aeroplane fuselage, with its axis in the direction of the relative wind, is almost entirely due to skin friction. The drag component clue to surface pressure is, in general, small and relatively unimportant. Unfortunately, in the range of Reynolds numbers obtainable in most wind tunnels, the drag due to skin friction is abnormally sensitive to the degree of initial turbulence in the wind tunnel stream and to the shape of the model, particularly near the bow. Wind tunnel tests on models of airship hulls at a Reynolds number RL= U0L/v (where L is the length of the model and Uo the velocity in the free stream) of the order of 10° show wide variations in the values obtained for the drag coefficients of the same model in different wind tunnels or for different models in the same tunnel. At Reynolds numbers of about 4 × 108, appropriate to a full‐scale airship, it is impossible to carry out a reliable series of tests, but there is reason to believe that careful streamlining is not important and that a shape which is usually considered a “poor” streamline will have as low a resistance on the full scale as the shapes adopted for “R100” and “R101,” which, in the wind tunnel, appeared to be the best obtainable. From the structural point of view the “good” streamline shape proved to be a distinct disadvantage owing to the restricted gas volume in the bow and stem and the consequent lack of lift to balance the weights of fins and mooring gear, which produced increased bending moments throughout the ship.
Seaplane Take‐off Weights
Authors: Jones E.T.
Published: November 2014

IN the last issue of this journal it was shown that the take‐off performance of seaplanes can be influenced greatly by design without adversely affecting the air performance. The various factors to be considered in an estimation of the take‐off performance were enumerated and typical curves of effective thrust, T', reaction drag, DR, and air drag, Da were given for a weight well below the limiting take‐off weight. It is shown in this part of the paper that there are two critical speeds and that failure to take off occurs at the lower of these speeds in some seaplanes and at the higher in others.
Wing Brake Flaps
Authors: Irving H.B.
Published: November 2014

IT seems rather strange that while the general property of wing flaps of putting up both the lift and the drag of a wing at the same time has been known for many years, so little practical application of this result has been made until quite recently.
Tandem‐Wing Aeroplanes
Authors: Crowe J.H.
Published: November 2014

IN view of the interest taken in M. Mignet's “Pou‐de‐Ciel,” some notes on this peculiar wing arrangement may prove of interest. There are essentially three divergences from current practice in the layout of the “Pou.”
Glider Development in Germany
Authors: Shenstone B.S. , Scott‐Hall S.
Published: November 2014

IN 1922 the world was startled by the announcement of a motorless flight of one hour's duration made at the Wasserkuppe by Martens. The machine on which this flight was carried out was the “Vampyr,” the first true sailplane, and the forerunner of all the types which have been designed in the ensuing years, whose development has made possible the achievement in the soaring competitions of 1935, when four pilots flew on the same day from the Wasserkuppe to Brünn, a distance of approximately 310 miles at an average speed of 40 m.p.h.
The Prevention of Ice Accretion
Authors: Lockspeiser B.
Published: November 2014

FLYING, in common with all means of transport, is affected by adverse weather conditions, but the necessity of aeroplanes maintaining flying speed introduces a major difficulty of its own. The older forms of transport are able, in the last resort, to evade their difficulties by coming to a dead stop. An aeroplane must, literally, fly in the face of its difficulties. It must fly blind in clouds and perhaps land in fog. Over and above this, flight under certain meteorological conditions introduces a danger unique to aircraft. Ice may deposit at all leading edges and grow to windward, at critical regions of the relative airflow, in shapes which increase drag and seriously decrease lift. The accumulated ice adds to the weight. Unsymmetrical ice deposits on the airscrew blades cause dangerous engine vibrations which can only be kept in check, if at all, by throttling back at the expense of thrust. Venturis and pressure head orifices become blocked with ice, rendering the instruments they serve useless. External controls may become jammed. In short, many adverse factors to prevent flight may be brought into play simultaneously by the mere fact that particular meteorological conditions have been encountered.
Engine Test Equipment
Authors: Pettitt‐Herriott J.
Published: November 2014

TEST bed equipment plays no small part in the comparatively high standard of efficiency of the modern aero‐engine, and a lot of time has been given to the careful study of engine test requirements by equipment designers.
An Electric Steelyard Balance
Authors: Kramer M. , Ginger J.E.W. , Hounsfield R.
Published: November 2014

THE following is a description of the steelyard balance used in the construction of the six‐component balance at the wind tunnel of the German Aeronautical Research Institute (D.V.L.). It is characterised by an unusually high degree of precision.
Stiffness of Thin Shells
Authors: Roxbee Cox H.
Published: November 2014

IN these notes, the stillness of thin shells is discussed from three different viewpoints. Throughout, the basis of the argument is the elementary Batho‐Bredt torsion formula and no attempt is made to discuss the effects of end or other constraints on the straight‐forward conclusions obtained on this simple basis.
The Effect of Initial Curvature
Authors: Morris J. , Tye W.
Published: November 2014

THE method given in “The Stressing of Rigid‐Jointed Frames” published in the Journal of the Royal Aeronautical Society for June, 1936, may be applied to the case of frames embodying initially curved members, as for example, monocoque rings.
Synthetic Rubber Materials
Authors: Garner T.L.
Published: November 2014

UNTIL the introduction of the synthetic rubber‐like materials of various chemical constitutions, the development of qualities to resist oil has been a problem of compounding ordinary rubber with suitable ingredients to give as low a swelling figure in oil as possible. Generally speaking, the more the rubber content could be reduced the greater the resistance of the compound, and the production of really high rubber content oil resisting rubbers was only possible to a limited extent.
Horsepower at Altitude
Authors: Anderson G.O. , Thomas M.
Published: November 2014

THERE have been many articles published from time to time referring to the Official Air Ministry data for the conversion of observed test bench powers and boost of supercharged engines to corrected powers and boosts at altitude.
The Behaviour of Oil Coolers
Authors: Allfrey M.A.A.
Published: November 2014

UNTIL the last few years, oil cooling on aircraft was not a very serious problem and could be dealt with by a relatively small and primitive cooler assisted by the casual cooling from pipes and tanks. Lately, how‐ever, the problem has become one of acute importance, for two reasons. The power developed by an engine of given size has increased, so that a large oil cooler is necessary. At the same time the general cleanness of aircraft design is now such that the drag of an inefficient oil cooler cannot be tolerated. The result is that a number of oil cooler designs have appeared in which the utmost attention has been paid to obtaining efficient heat transfer between the oil and metal by passing the oil through a multiplicity of narrow passages, groups of which must necessarily be in parallel to avoid excessive oil pressure drop. Although such coolers are successful in tropical conditions, a fresh crop of troubles often appears if they are used in wintry conditions, as some of the passages may become “frozen up” and there‐fore little cooling may be done. Trouble is also caused by the dual function sometimes required of the relief valve; a strong pressure may be necessary to ensure that the flow of oil is maintained through the cooler itself, whereas a valve set to a low pressure is desirable so that control of cooling may be effected. With a strong spring, overcooling and frothing of the oil occurs. In what follows, the laws governing the behaviour of coolers with relief valves are examined, and ways of avoiding the difficulties are given.
Pre‐forming Metal Sheets in U.S.A.
Authors: Klemin Alexander
Published: November 2014

ALL‐METAL construction, mainly in aluminium alloy and with thin sheet covering or skin, has been nigh universal in the American aeroplane industry for a number of years. This industry has now to face three difficult problems. First, the utilization of sheet metal in building larger land and water aircraft than ever before attempted. Second, in meeting the transition stage from the production of smaller aeroplanes in, small quantities only, to moderate mass production. Third, in keeping down costs in the face of sharp rises in the price of materials and wages of labour. These problems have led in turn to important improvements and radical innovations in the methods of handling sheet metal. A brief review of modern American practice may therefore be of interest to British constructors, before describing a new method of rolling sheet and double curvatures in a special machine.
Torsion in Rectangular Spar‐Boxes
Authors: Davies H.
Published: November 2014

THE general problem of the torsion of a rectangular spar‐box has received repeated attention in recent years, the subject having an obvious bearing on the design of a large number of cantilever monoplane wings.
Aeroplane Landing Lights
Authors: Calvert E.S.
Published: November 2014

THIS article is intended to cover only those aspects of the subject which concern those who have to install the lights and those who have to use them. The principles involved, although simple, have been so often overlooked in the installation of the lights that the writer has thought it desirable to deal with certain aspects, such as the angular setting of the beam, in considerable detail.
Microstructural X‐Ray Testing
Authors: Kufferath A.
Published: November 2014

FOR a number of years, the X‐ray macro‐structural examination of metals, alloys and other raw materials has been success‐fully applied in many factories for the detection of internal defects, fractures, cracks, blow‐holes, piping, etc. It has recently been possible also to develop microstructural examination to such an extent that besides being used in research laboratories it is now applied to the practical inspection and testing of materials.
Torsional Stresses in Cylinders
Authors: Taylor J.
Published: November 2014

IT is well known that the problem of finding the stresses in cylinders under torque is amenable to analytical solution in only a few simple cases. For cylinders that are not included in the latter category various approximate methods are available, and of these one of the most convenient as well as the most powerful is that due to A. Thorn and J. Orr. As the method is apparently little used in practice, it was thought that a simple exposition of the principles of the method with numerical examples for illustration would be of value to designers. It is hoped that the examples given are sufficient in themselves to show a practical stress man clearly how to proceed.
Selecting an Airscrew
Authors: von Baumhauer A.G.
Published: November 2014

WHEN designing an airscrew one has to choose from a family, tested in the wind tunnel, the right diameter and blade angle.
The Use of Plastics in Aircraft
Authors: King E.P.
Published: November 2014

BEFORE proceeding to the consideration of the present uses and future possibilities of plastic materials in aircraft construction, a brief survey of the basic resins, their properties and development may not be out of place in any article designed to interest aircraft engineers and others who have not yet become plastic minded.
The British Aircraft Industry
Authors: Holroyd‐Sergeant C.W.
Published: November 2014

IN the post‐war era, an era marked by rapid political, economic and financial change, a large part of the structure of British industry has been refashioned. To the aircraft industry the necessity for new methods imposed by the urgency of the times came with little warning. The industry, as the result of the growing international tension, suddenly found itself saddled with almost overwhelming responsibility as the most important figure in the rearmament programme upon which this country was compelled to embark. Nor was that all. The requirements of an expanding civil aviation and of the export markets had also to be catered for. It is small wonder, therefore, that the industry found its resources strained to breaking point, nor that mistakes were made and critics made great play of inadequacies that were, in the circumstances, inevitable. By a process of trial and error the aircraft manufacturers, in conjunction with the Government and with the engineering trades, have now evolved methods of organization and co‐operation designed to meet present needs.
Magnesium Alloys for the Industry
Authors: Kufferath A.
Published: November 2014

THE application of magnesium‐rich alloys to the numerous purposes of the aero‐plane industry continuously increases as a result of the important improvements effected in the production of pure magnesium and in the manufacture and treatment of magnesium‐rich alloys. Their low specific weight of 1·8 makes these magnesium alloys the lightest metallic constructional materials in existence and their various working treatments, including casting, pressing, rolling and machining (permitting exceptionally high cutting speeds), are considerably cheaper than those of the heavy metals. Numerous English firms (such as the Birmingham Aluminium Casting Co., Ltd., Smethwick, Birmingham; Magnesium Castings and Products, Ltd., Buckingham; Sterling Metals, Ltd., Coventry; Smith's Stamping Works, (Coventry) Ltd., etc.) manufacture machined parts of many descriptions for the aeronautical industry.
Estimation of Aeroplane Noise Level
Authors: Morley A.W.
Published: November 2014

AIRSCREW noise, engine noise and aerodynamic noise combine to produce the high noise level of an aeroplane. Much information has been obtained experimentally concerning these noises and the loudness level they produce when occurring together. The possibility of applying this information, to predict the noise level of projected aircraft, recently promoted a further review of the data, and some new expressions were framed, which, together with other older and well‐tried formulæ, linked together tolerably well the results of the several experiments. These empirical laws, which have proved of considerable value in several problems relating to the improvement of aeroplane noise, are now put forward. At the same time the basic experiments are outlined so that those who may use the expressions will be aware of possible limitations.
The Stressing of Thin Rings
Authors: Fairthorne R.A.
Published: November 2014

THE usual formulæ for deflexions and bending moments in curved beams, as given in standard textbooks (e.g., Refs. 1 and 2), are not easily applied to the relatively flimsy closed rings used as stiffeners in contempory aircraft design. Two kinds of difficulty arise; one of computation, the other of principle.