bluuebunny/crossref_metadata_2025 huggingface dataset:
Fuel Injection of Diesel Engines
Authors: Spanogle J.A. , Foster H.H.
Published: February 2008

THE information available on the performance characteristics of high‐speed, compression‐ignition engines has usually been published as results of tests of particular engines, and these results have been judged entirely on a basis of brake horse‐power and specific fuel consumption. Much more detailed information is necessary for a foundation upon which to base further development so that the inherent advantages of this type of engine may be generally used in aerial transportation.
A German “Canard” Aeroplane
Authors: Schulz W.R.
Published: February 2008

THE type of aircraft which is now called the “Ente” is characterised by the fact that, in contrast to the normal aeroplane with a tail, it has an elevator in front of the main supporting surfaces. The attempt to build such aeroplanes is not new, but dates back to the early days of flying. One of the first flights in Europe by Santos Dumont was made with a biplane of the “Ente” type; other examples being the aero‐planes of 1910 and 1911 of Professor Reissner of Germany, and of Voisin. It was the latter who gave the “Ente” its name (Canard). These attempts have, however, sunk into oblivion for reasons quite unconnected with the principle.
A French Diesel Engine
Authors: Léglise Pierre
Published: February 2008

THE 100‐h.p. Clerget heavy‐oil engine has now reached the development stage—five of the type have been constructed—and it is now possible to give a complete description of it. The 200‐h.p. type (of which a photograph is given), which was exhibited at the Salon, is generally similar in design, except that the pumps and their control mechanism have been moved to the front to leave room for a compressor on the back‐plate. The characteristics of the 100‐h.p. engine, described here, are: Bore, 120 mm. (4¾‐in.) stroke, 130 mm. (5?‐in.), weight, 228 kg. (5031b.); power, 100 b.h.p. at 1,800 r.p.m. The characteristics of the 200‐h.p. type are: Bore, 130mm. (5?‐in.); stroke, 170 mm. (6–11/16‐in.); weight, 310 kg. (683 lb.); power, 208 b.h.p. at 1,700 r.p.m.
Modern Aero‐Engine Production
Authors: Briggs J.C.
Published: February 2008

FIRST Langley and then Maxim in 1895 produced a steam plant designed for air‐craft, but no practical success attended these early efforts.
Notes on the Proof Stress
Authors: Skerry E.
Published: February 2008

WHILE it is not expected in this short paper on the Proof Stress (from the point of view of its application to steel) to reveal anything new, it is hoped, in view of its increasing importance, that it may be of interest.
High Temperature Knock Testing
Authors: Edgar Graham
Published: February 2008

WHEN the U.S. Army Air Force adopted its specification for anti‐knock petrol (Y‐3557‐B) involving the use of high jacket temperatures, relatively little information was available concerning the precision of the test, or the agreement to be expected among different laboratories. A short co‐operative programme was arranged, therefore, among several laboratories interested in the subject, to determine for the types of fuel likely to be employed in meeting the Army specification the agreement to bo expected from different laboratories using the specified technique and a brief study of some of the variables likely to be met.
Aeroplane Speed Characteristics
Authors: Dupuy Captain P.
Published: February 2008

AMONG the various elements which condition heavier‐than‐air flight, speed is well known to be one of those which most deserve attention because of its fundamental effect on sustentation and on safety and economy.
Corrosion Tests in Germany
Authors: Goldbach Georg
Published: February 2008

IN all corrosion tests, it should be noticed carefully that both the material and the attacking agent conform fully to service conditions. A section, for instance, must be tested in such a way that the specimens necessary for the tensile tests are taken from the sample pieces only after finishing the corrosion test.
Building Light Aeroplane Engines
Authors: Handasyde G.H.
Published: February 2008

THE Cirrus‐Hermes Engineering Company's products derive a special interest from the fact that they were the first to be produced to meet the demand for the light type of aeroplane, and from 1924 to the present time the firm has concentrated entirely on the production of a 4‐cylinder air‐cooled engine which differs only in size and in detail improvements from the first model.
Aircraft and Naval Technique
Authors: Kahn L.
Published: February 2008

PHYSICISTS are well acquainted with the relationship which exists between naval and the aeronautical problems. Although the specific gravity of water is a thousand times greater than that of air, the similitude in their flow goes beyond the limits of mathematical analysis; but experiments in water, which have the advantage of being easy of application, although requiring certain precautions, have yielded a number of conclusions that have proved useful in the case of sections and other component parts of aeroplanes.
Drift Due to Engine Torque
Authors: Wackett L.J.
Published: February 2008

THE air flow in the slipstream of an airscrew is helical in nature. It follows, therefore, that there is a torque reaction on the whole aircraft which must be overcome by an equal and opposite moment produced by an asymmetrical distribution of air forces on the aeroplane as a whole. These torque effects are very marked in small aircraft with high power; particularly when the airscrew is slow running, and when the speed is low at take‐off or in climb. They show up most noticeably in regard to the control movements which are necessary to neutralise them. In multi‐engined aircraft the engines are arranged to turn in opposite directions and so neutralise torque effects. It is clear, however, that in all cases where there is no deliberate attempt to neutralise there will be some “Residual Torque.”
The Problem of Fire in Aircraft
Authors: Denne R.A.
Published: February 2008

FIRE control has two phases; prevention and cure. Of these the first is obviously the most important, but serious attention must none the less be given to the second.
The S.A.E. Meeting at Detroit
Authors: WARNER EDWARD P. , GATTY HAROLD , UPSON RALPH H. , PELLETT D.L. , LEE JOHN G. , TAYLOR E.S. , SCHEY OSCAR W. , HAZEN RONALD M.
Published: February 2008

AEROPLANE designing is the only branch of structural engineering making any pretence of strength calculation in which such calculations are based upon a direct empirical assumption or specification of the total forces acting upon specific parts of the structure and, as a rule, having little or no relation to one another. Whether our load factors are sound throughout, no one can be certain. Although the United States Department of Commerce and the British authorities are each satisfied with their own load factors, neither has given an adequate reason for believing its practice to be right. Whereas the American and the British specifications have suggested until recently, and the British regulations still indicate, that weight of the aeroplane alone determines the maximum loads to which the wing structure is subjected, the author asserts positively that this is not true and that the gross weight may not even be a primary factor.
The Development of the Do.X
Authors: Dornier C.
Published: February 2008

THE “Do.X 1” was launched on July 12, 1929, hence we can now look back on the experience collected in the operation of this new aircraft over two and a half years. This experience has been gained with three different types: the original type aircraft, or “Do X.1” (Fig. 1), with air‐cooled engines; the same aircraft in its modified form, the “Do.X.1a” (Fig 2), with water‐cooled engines, and the “Do.X.2” (Umberta Maddalena), the first of two flying boats built on behalf of an Italian firm, with water‐cooled Fiat engines. (Fig. 3.)
Machine Shop Equipment
Authors: Fairbrother E.
Published: February 2008

IN arranging a machine shop for the manufacture of acro‐engines, great care has to be taken in the arrangement to ensure that the layout is open without wasting space, at the same time making the most economical use of the floor space available. Also the lighting should be carefully arranged so that the operators can satisfactorily produce their work to the required degree of accuracy, which is necessary in aero‐engine production.
The Thirteenth Aero Salon
Authors: De Marolles R.J.
Published: February 2008

THE Paris Aero Show is unique in that it is a regular exhibition, held every two years, thus permitting continuous comparisons of tendencies in design; its history being closely identified with technical progress. The 1932 exhibition is organised, as usual, by the Chambre Syndicate des Industries Aéronautiques, of which M. Henry Potez, the well‐known aeroplane and engine manufacturer, is the present President, M. André Granet being Commissaire Général.
Special Light Alloys for Aircraft
Authors: Devereux W.C.
Published: February 2008

THE specialities of my Company are the manufacture and application of those aluminium alloys which gain their high strength by suitable forms of heat treatment. Our main business has been to satisfy the demand of the designer of aircraft and aero‐engines who is influenced by two major considerations—reliability and weight.
Laying Out Tanks
Authors: Haley R.
Published: February 2008

AS petrol and oil tanks necessitating some very irregular shapes have to be carried in various parts of an aeroplane, it is necessary to apply either Simpson's Rules or use a planimeter to obtain their capacity when drawing them out on the board. The writer has taken a few examples of tanks to be found in an aeroplane with a view to explaining their application.
The New French Fighters
Authors: Correspondent Paris
Published: February 2008

DURING the past few years, the French Air Ministry has been conducting a Concours des Avions de Chasse, the object of which is to encourage the French Industry to design and construct new single‐seater fighters which, if successful in tests, will be adapted to replace older and obsolete flying equipment. Prominent French constructors have entered machines, which at present are being tested by the Service Technique de l'Aéronautique at Villacoublay. Principal among them are types constructed by Morane‐Saulnier, Dewoitine, Les Mureaux, Nieuport‐Delage, Bernard, Hanriot, Loire, and Wibault.
The Stipa‐Caproni Monoplane
Authors: Giacomelli R.
Published: February 2008

SIGNOR L. STIPA, of the Italian Air Ministry, started in 1927 an examination of a Venturi tube fuselage with an air‐screw placed at the mouth of the tube, which was so shaped internally as to conform exactly to the slipstream of the airscrew (Fig. 1). The slipstream, issuing from the rear part of the Venturi tube, should, according to his theory, supply an additional thrust (reaction) along the tube, thus increasing the airscrew thrust.
A Simplified Scheme of Records
Authors: Everling E.
Published: February 2008

While we must not be taken as agreeing in toto with the views expressed in this article, there is no doubt that there is considerable room for criticism in the present system of classification of records by the Fédération Aéronautique Internationale. As Professor Everling points out, their very number detracts from the importance of each. It will no doubt be a surprise to many readers to learn that out of 186 records open to different categories of aeroplane, only 98 (approximately 50 per cent) have been considered of sufficient importance to be worth attempting. The recent innovation of “starring” certain records as of outstanding importance is a step in the right direction; but we agree with Professor Everling that many of those existing, in some instances in name only, might be allowed to go. Where there will be two opinions will be on the actual individual new records which he proposes should be inaugurated
Current French Practice
Authors: de Marolles R.J.
Published: February 2008

SEVERAL new types of commercial aeroplane have appeared in France recently, to meet modern requirements on the various air lines. All these machines are multi‐engined monoplanes, mostly with pure cantilever planes of metal construction. The designers have aimed at higher speed and improved life in service, while the comfort for passengers has made substantial progress.
Aeroplane Brake Development
Authors: Waring Brown R.
Published: February 2008

AEROPLANES are now being built of from 25,000 to 60,000 lb. gross weight, and to comply with these loads it has been necessary to construct wheels and tyres capable of sustaining these machines when taking off with a minimum resistance and weight of structure. Complications arise from the provision of wheel brakes, which are an absolute essential on modern aircraft.
Modern French Racers
Authors: de Marolles R.J.
Published: February 2008

THE second edition of the now classic Deutsch de la Meurthe Cup race showed considerable progress over the first competition; the principle of setting a relatively low limit for the cubic capacity of the engine and giving the designers an otherwise entirely free hand is unquestionably one of the best ways towards rapid technical strides. It must be particularly stressed that the competing machines had no certificate of airworthiness of any sort; in fact, Government control was for once completely left aside and the racers allowed to take part in the contest without having been subjected to the slightest examination of officials of the Ministère de l'Air. Thus manufacturers were relieved of the customary administrative difficulties and losses of time. The result proved perfectly satisfactory; machines were rapidly built and tried, they demonstrated remarkable flying qualities and performance, and technical advances of great practical value have been attained in a very short space of time. The experience is likely to have long‐reaching and beneficial results.
The Cowling of Radial Engines
Authors: Beisel R.B. , MacClain A.L. , Thomas F.M.
Published: February 2008

(7) Separate Openings in the Skirt.—A number of equally spaced rectangular openings were cut in the skirt. Openings of this sort could be closed by a rotating shutter. Separate openings of this type were found to be less effective in producing flow and considerably less efficient. Such openings might be closed by doors opening in the manner of flaps. This last arrangement is somewhat less effective than trailing‐edge flaps and also less efficient. Nevertheless, doors of this type may be made to produce large increases in flow. Tests with varying number and sizes of doors disclosed that, if the doors are placed too far apart, good cooling will be obtained for cylinders immediately in front of the doors, but the cooling of the other cylinders will be much less. Therefore, two or three doors are likely to be insufficient, and the use of four or more is preferable.
Fuels for Aero‐Engines
Authors: Bass E.L.
Published: February 2008

FUEL quality not only has a very great influence on engine operation and maintenance, but it is also one of the most important factors controlling engine development. Gasolines used as internal‐combustion engine fuels possess many physical characteristics, each of which has some practical influence upon the operation and running of engines. The selection of the most suitable fuels for aircraft engines demands a knowledge of these fuel characteristics, which are discussed below.
Design Progress in the U.S.S.R.
Authors: Nekrasov A.I.
Published: February 2008

THOUGH Soviet aviation has its roots in pre‐revolutionary Russia, its main development has taken place since the revolution. Russian military aviation dates from 1910, when several officers were sent to foreign aviation schools by the Russian government; but at that time there were no Russian‐built aeroplanes.
The Functions of the Exhaust Valve
Authors: Cousins R.J.
Published: February 2008

EVEN a superficial examination of the size, lift and timing of the exhaust valves of a number of engines suggests that this important member is rather a Cinderella, and has in many cases received scant attention. It is true that special steels have been produced and copper‐cored or salt‐cooled valves employed to prevent burning and pitting, but the dimensions and timing show a lack of agreement which is only to be accounted for by assuming that tradition and a misplaced confidence in the “mechanical instinct” have often been the only guide.
A New Swiss Wind Tunnel
Authors: Ackeret J.
Published: February 2008

THE task of building a wind tunnel for the requirements of Switzerland was somewhat complicated by the fact that the grant available for the purpose was strictly limited, a still greater difficulty being the need to be as economical as possible as regards space. It was, of course, desired to have a flow cross‐section as large as possible, but it is inadvisable to compress to excess the other dimensions of a tunnel owing to the possible detrimental effect on the steadiness of the flow and the consequent errors in the measurements. We would certainly be faced with a difficulty if we were asked to arrange for a material decrease in the total length of the tunnel while maintaining the present jet unchanged, without reducing the speed or the steadiness. Comparison with the wind tunnel at Warsaw shows clearly that our design for Zurich has gone through a very thorough process of compression. Having regard to the noise factor, a fairly massive type of construction is necessary; the precedent laid down by Prandtl was followed and concrete used. The question of cost interfered here and required the simplest possible inlays, which meant only simple curved surfaces. Excessively sharp angles being unfavourable, however, the solution was right angles with well bevelled corners. The quality of the air stream, as also the power requirements, were determined by careful measurements conducted in a model of the whole tunnel built accurately to a scale of 1 : 10. The test chamber is a rectangle, in section 3 by 2·1 metres, with bevelled corners. Tests can be conducted either with an open jet or with the chamber totally enclosed or half enclosed, the latter arrangement being a new departure. The jet is caught in a collector and deflected through a right angle downwards by baffles of strongly reinforced concrete. After a second deflection the stream is drawn through two fans set side by side. Each fan has a diameter of 2·5 metres with a maximum rate of revolution of 1,500 r.p.m., six blades (elektron castings) and a diffusor in front of the impeller, comprising a large number of welded blades which impart to the air a counter twist smoothing out all rotation of the stream so that after the fan parallel flow is ensured. The hub is well faired off. The blades are mounted on pivots, and their angle can be adjusted when the fan is at a standstill. The fans are driven by D.C. motors, with an output of 275 h.p./hr., mounted outside the tunnel. Their sense of rotation is the same, and they are synchronised by a continuous silk belt running over the couplings. This type of belt is the invention of the well‐known steam turbine expert, Dr. H. Zoelly. Their pliability ensures elimination of flapping even at very high peripheral velocities, and they are capable of transmitting very high powers.
Theoretical Pressure Distribution
Authors: Wallace G.F.
Published: February 2008

THE distribution of pressure over an aerofoil is often required for rib tests and for obtaining the loadings for flaps and ailerons. The experimental data on the subject is scanty and for some of the newer sections no tests have as yet been published. A method of obtaining the pressure distribution over an aerofoil analytically is described in N.A.C.A. Report No. 452, “General Potential Theory of Arbitrary Wing Sections” by T. Theodorsen and I. E. Garrick; this method gives the pressure distribution on upper and lower surfaces and is applicable to both thin and thick sections. Earlier methods advanced by Munk and Glauert were only applicable to thin sections and as they worked in terms of the mean camber, only gave the mean pressure.
Rocket Propulsion
Authors: Ley Willy
Published: February 2008

THOUGH rockets have aroused a good deal of public interest during the last few years and a great number of very interesting books and articles have been published about the theoretical side of this new science, little is generally known about the experimental progress that has been made, especially in Germany and the U.S.A. In describing this science—the Americans call it “rocketry”—as “new,” it is to be understood that this term applies only to the mathematics of it. The ordinary powder or “sky” rocket is by no means new, but has a long and very involved history, going back to Hassan Alrammah, called “nedshm‐eddin” (The Faithful) in A.D. 1280, who designed the first rocket‐driven torpedo. But though rockets in general (i.e. the powder rocket, which alone existed previous to 1929) have a history of almost a millennium and have even been of historical importance (Sir William Congreve's war‐rockets), the manufacturers of powder rockets knew nothing about their mathematics. When, for example, in 1928 the German Verein für Raumschiffahrt discussed the problem of exhaust velocities and impulses, its president, Johannes Winkler, asked the largest rocket factories about this information and received the answer that they did not know it and had no way of determining it. Winkler was therefore obliged to take the thrust‐diagram of a powder rocket himself (Fig. 1). This diagram revealed that the thrust of a sky‐rocket lasts for only two‐tenths of a second; this result was really amazing and the most amazed were the manufacturers of these rockets.
Landplane Take‐off Weights
Authors: Kondô Masaiti
Published: February 2008

ALL the performances as well as the strength of an aeroplane are reduced by overloading or increase in gross weight. But, apart from the strength considerations, the maximum take‐off weight permissible for the aeroplane probably determines the final limit of overloading, because the aeroplane must at least fly off the ground into the air.
Semi‐Cantilever Wings
Authors: Pasqualini C. , Biro D.
Published: February 2008

IN the following, the free flexional oscillations of a monoplane's semi‐cantilever wing are given, taking into consideration the inner and outer parts of the strut as two systems coupled by elasticity. The result, which is identical with coupled electrical circuits, has been checked by tests with a light aeroplane.
The “Allowable Boost Ratio”
Authors: Boerlage G.D. , Peletier L.A. , Tops J.L.
Published: February 2008

THE fact that the anti‐knock rating of aviation fuels in octane numbers presents difficulties, especially above 80 octane, has led us to develop a more suitable test method for aviation fuels, which might be called the “Allowable Boost Ratio ” method.
Torsional Oscillation of Shafts
Authors: Beilschmidt J.L.
Published: February 2008

THE force couples, including moments due to inertia masses, which acting at different points on a crankshaft cause an elastic distortion, as a result of which points disposed in the axial plane are subject to an angular displacement in relation to one another in the form of a phase advance and retard movement, and it follows that each will possess a different degree of cyclic variation.
The Zeppelin Airship LZ 129
Authors: Dörr W.E.
Published: February 2008

WORK on the design of the LZ 129 was started in 1928 when the Luftschiffbau Zeppelin decided to build a large airship suitable for the S. American traffic. The first design bore the designation LZ 128, design LZ 129 being evolved later as a modification of the LZ 128 when it was decided to fit compressionignition engines and make provision for the possible use of helium.
Modern Helicopter Theory
Authors: Isacco Vittorio
Published: February 2008

In recent years little has been published on the mathematical theory of vertical flight, though more intelligent work is being done on the subject by various engineers than, probably, at any previous time. In this and a following article, to be published next month, one of the leading exponents of the helicopter, in a specialised and highly ingenious form, covers the whole field of sustentation, ascent, descent and the thorny problem of stability more completely than has ever hitherto been attempted
The Fifteenth Paris Salon
Authors: Farren W.S.
Published: February 2008

SO much has already been written about the Fifteenth Paris Salon that it may seem that at this date little more remains to be said. It is the purpose of these notes rather to attempt a brief analysis of the trends of aircraft and engine development of which it gave evidence than to catalogue the exhibits in detail. The main impression produced by a quick survey of the main hall was that for the first time French constructors were showing good examples of aircraft embodying the developments in design and construction accepted throughout most of the aeronautical world as the best compromise to meet the conditions of the time. Experience of previous Paris Shows had led one to expect to see little that inspired confidence in the future of French aviation apart from a few serviceable but relatively uninteresting designs. Originality was never lacking, but it seemed often that it was originality that had gone astray. The present Show was not entirely devoid of unconventional aircraft nor was every one of the machines exhibited a good machine on present standards. But there were none which one could fairly class as freaks.
An Electric V.P. Airscrew
Authors: Palmer R.E.
Published: February 2008

TRENDS in modern aeroplane design toward multi‐engined types super‐charged for high altitude operation have imposed new demands upon variable‐pitch airscrew equipment. To secure the best operating conditions with a minimum of attention from the pilot, constant speed control is essential. To meet the requirements of increased speed range, a wide operating range of blade angles is necessary. To prevent possible further damage to the engine and aeroplane due to “windmilling,” in the event of failure of one of the power plants, and to secure a maximum of performance from the remaining power, it is highly desirable that the airscrew be capable of attaining blade angles of 85 to 90 deg. or of being “feathered.” For maximum flexibility, the airscrew control should be independent of the engine. At all times, it is essential that the pilot should have ready means of selecting and controlling the type of operation desired.
Hydraulic Pumps for Aeroplanes
Authors: Nixon Frank
Published: February 2008

THE past two years have seen a notable increase in the number of services on aircraft for which some form of power is required. First, retractable undercarriages, followed by wing flaps, gun turrets, and automatic pilots, have demanded a light and compact source of power, capable of being transmitted to remote points on the machine. As suitable power units have become available, so have other applications presented themselves, with the consequent freeing of the pilot and crew from irksome manual effort.
The Sinking Speed of Aeroplanes
Authors: Lundberg B.
Published: February 2008

THE sinking speed of an, aeroplane is defined as the vertical component of the forward velocity in gliding flight. It is easy to show that the sinking speed so defined is included in the general equation of the rate of climb with engine on, the rate of climb being the difference between the “rising speed,” corresponding with the horsepower available, and the sinking speed, which in turn corresponds with the horse‐power required. Thus the sinking speed always plays an important rôle in all conditions of flight and it is the author's opinion that, especially in performance calculations, the use of the quantities rising an,d sinking speed are preferable to the more commonly used power‐quantities.
Silenced Test Beds
Authors: Morley A.W.
Published: February 2008

TERRIFIC noise is one of the most undesirable features of aeronautical engineering. For the aeroplane passenger the introduction of the sound insulated cabin surmounted the difficulties some years ago, and the gradual perfection of the acoustic treatment has kept pace with the increased noise of faster airscrews and larger engines. Attention is nowadays given to ground test beds where the noise often reaches a painful intensity, and power plant manufacturers are finding it necessary to provide themselves with silenced test equipment.
The Tricycle Undercarriage
Authors: Hill G.T.R.
Published: February 2008

IF we trace the history of design in engineering, we can, in nearly every case we like to consider, point to a continuous development, a casting away of schemes which no longer meet new design requirements, and a continuous process of adaptation to extend the range of usefulness of the equipment in the field we survey.
Elastically Encastré Struts
Authors: Cook F.G.R. , Tye W.
Published: February 2008

THE assumption of a pin‐jointed end condition will give optimistic results when the stress condition near the ends of a strut in a rigid‐jointed frame are of importance. The method given in this note suggests a means of determining the stress distribution in such cases.
The Boundary Layer in Flight
Authors: Melvill Jones B.
Published: February 2008

THE authorities of the Institute of the Aeronautical Sciences have decided, so I am instructed, that the Wright Brothers' Lecture should deal with subjects upon which the lecturer is engaged at the time, rather than with a general survey of some wide branch of aeronautical knowledge. This decision has the advantage that the lecturer is actively interested in the subject about which he talks, but it leaves to chance the question whether he is in a position to end his lecture with simple and clear cut conclusions. I mention this because the problem upon which we are working at Cambridge, and about which I shall speak, is not yet solved and my lecture must, perforce, be confined to a discussion of aims and methods and of results so far obtained; it does not contain that simple statement of conclusions which is the ultimate aim of all good research. After this explanation you will not, I hope, be disappointed when the lecture ends on a note of interrogation.
The C.P. Position of Aerofoils
Authors: Novickis Georges
Published: February 2008

IT is wished to propose a simple graphical method for finding the approximate C.P. position of an aerofoil directly from the CL (CM) curve in cases where the C.P. positions are not indicated—as, for instance, in the American and British aerofoil data reports. This method eliminates the necessity of calculating for each CL the a by the well known relation
Demarcation and the Industry
Authors: Watson W.F.
Published: February 2008

OF all industrial problems demarcation is probably the most baffling and, because its complexities are not always properly appreciated, none gives rise to more misunderstanding.
Notes On Welding Practice—II
Authors: Waterworth J.G. , Mowbray A.R.
Published: February 2008

THE problem of oxidation is one that is an ever‐present source of trouble to the welder. It is particularly the case in aircraft construction, where light‐gauge metals are most frequently employed. There is also the complementary, though less obstinate, problem of carburization. Elimination of these can be effected to a certain extent by one or more of several methods. However, before dealing with their cure, some notes on the nature of oxidation and carburization may lead to a better understanding of the processes.
Light Metal Production in Japan
Authors: Rubinfield J.
Published: February 2008

DURING the second half of the year 1938 Japanese efforts to achieve great producing power in aluminium and magnesium have been very intense. Curiously enough, relatively better results are anticipated for the latter, in spite of the greater technical difficulties in the process of the production of pure magnesium than for aluminium. While the most sanguine expectations put the possible output of aluminium in Japan in the neighbourhood of some 100,000 metric tons, or a fifth part of the rated present world production of this light metal per annum, to be attained within the next three years, hopes are being held out of an output within the same period of upwards of 17,000 tons of magnesium, a tonnage that is probably not far off the present total world production of this metal. This total is put at between 20,000 and 25,000 tons, although the number of countries which are regarded as the well‐established magnesium producers was being steadily enlarged during the recent period by newcomers, while there is also another scries of prospective producers. The “old” magnesium producing countries are Germany, U.S.A. and France. As rather younger members of the international magnesium community may be reckoned the United Kingdom, Russia, Japan and Italy, and among the prospective producers are Australia and Poland.
Surface Roughness and Wing Drag
Authors: Hood Manley J.
Published: February 2008

DURING the past eight or ten years the speeds of most types of aeroplanes have been practically doubled. Part of this impressive advance has resulted from the use of increased power, but most of it has come from the reduction of aerodynamic drag. The largest and most obvious “built‐in head winds” such as exposed engine cylinders, landing gear struts and wires were first eliminated and attention was then directed to successively smaller factors. The stage has now been reached where it is necessary to consider the effects on drag of such items as rivets, sheet‐metal joints and other irregularities on the surfaces exposed to air flow.
The Prospects of C.I. EnginesAn Examination of the Position in Relation to the Petrol Engine
Authors: Morley A.W.
Published: February 2008

ALL those concerned with the safety of flight would like to see the compression‐ignition engine come into general use. This could happen if engines working on this cycle were made to approach the power‐weight ratios of modern petrol engines. When setting out to judge the prospects of compression‐ignition one must necessarily inquire deeply into the difficulties holding up progress. This article is written to air some of the difficulties which block the road to high performance; at the same time there is no intention of taking up a pessimistic point of view.
The German Aeronautical Industry
Authors: Wilson H.J.A.
Published: February 2008

THE organization of the German aircraft industry has been set up around 5 main companies: Junkers, Heinkel, Dornier, Messerschmitt (the former Bayerische Flugzeugwerke), and Focke‐Wulf. All the other companies, with the exception of the Government‐owned Arado works, have been founded as “shadow” factories for those five—that some of them have taken up the development of their own types does not alter the fact that that is their main task.
Interchangeability in Modern Production
Authors: Hertel Courtney J.
Published: February 2008

AS users and builders of automobiles, we are so accustomed to thinking in terms of interchangeable manufacturing that we take it for granted even in the case of the aeroplane. It is true that for purposes of service and maintenance in the field, those aircraft parts which arc subject to replacement arc made strictly interchangeable. Aeroplane production, however, cannot follow to the same extent the system of interchangeable fabrication and assembly that is used in the automobile industry.
Welding Technique in Aircraft Construction
Authors: Queitsch Kurt
Published: February 2008

The formation of internal stresses is mainly caused by contraction of the material. As the magnitude of shrinkage is dependent upon many factors, it cannot be predicted with accuracy. Not only the technique and the rate of welding are of importance but also the material and the design. Finished welded components often show quite considerable reductions in their major dimensions. With larger welded structures, such as engine mountings and steel tube fuselages, which ought to have certain dimensions absolutely accurate for assembly requirements, the contraction and the distortion duo to welding should be considered in every case.
Aerofoil Sections and Torsion
Authors: David F.
Published: February 2008

The chart accompanying this note refers to symmetrical aerofoils of the N.A.C.A. family, but the ordinary magnitude of the mean camber will have no practical influence on the results if it is also used for non‐symmetrical aerofoils.
The Final Assembly of Aeroplanes
Authors: Schwedest H.F.
Published: February 2008

THE rapid assembly of largo quantities of aircraft on a production basis has long been the dream of all connected with the industry since the hectic days of the late war. This was true especially during the inflationary period of 1927–29, when the dream was to build and sell aeroplanes in much the same quantities that automobiles are sold today. The aeroplanes of five or six years ago were not conducive to quantity production. They were built for the performance of that time, very little consideration being given to manufacturing problems and, consequently, they were costly to tool. The design was such that at the final assembly it was necessary to concentrate a large proportion of the men into the small space of the fuselage; causing inefficiency and confusion. The modern trend is to design for high performance with the production possibility as a prime factor. In other words Engineering must be production minded.
Some Notes on Heinkel Production
Authors: Wilson H.J.A.
Published: February 2008

THE development of the Heinkel He 111 from the first conception of the designer to the delivery of the finished machine to the suftwaffe is the subject of a recent book by a well‐known German technical writer. The following survey is an extract from the last chapter of the book describing the mass production of this familiar type.
Standardized Engine Units
Authors: Pohlmann
Published: February 2008

RAPIDLY interchangeable engine units for modern, large aircraft originated in the close co‐operation between the industry and air transport. Such an interchangeable engine unit must satisfy a number of requirements:
Magnesium Alloys in the U.S.A.
Authors: Grant L.B.
Published: February 2008

THE procedures incidental to the use of magnesium alloys are not unduly difficult or complicated, but until recently engineers in this country (U.S.A.) have been prone to use and treat magnesium alloys exactly like aluminium, with the result that in some cases trouble was encountered and magnesium was given the reputation of not being suitable for that particular application. These difficulties were caused both by lack of interest on the part of the aircraft industry and by a lack of sufficient knowledge on the subject. The aircraft industry is now showing great interest in magnesium alloys, and the magnesium industry is devoting a great deal of time and effort on new alloys, surface protection, and methods of fabrication.
Spot Welding Development at the Arado Works
Authors: Reichel Ing. E.
Published: February 2008

THE first electrical welding tests by the Arado firm were carried out at Warnemiinde in the year 1933 with a Rudolf welding machine. These tests were suggested by the welding of seaplane float frames by the Heinkcl firm, under the direction of Koppenhöfer, with machines of the same type. The results obtained with this welding machine were not very satisfactory since it was not possible, owing to the mechanical operation of the switch, to obtain uniform spot‐welds. The machine had the further disadvantage that the commutator contacts became badly overheated and had to be frequently cleaned. In order to improve the spot‐welding by this machine an agreement was reached with the I. G. Farbenindustrie in Bitterfeld in the autumn of 1933; as a result of which further tests were made with this same machine by the I. G. concern itself at Bitterfeld.
Junkers' Experiments in Spot Welding
Authors: Borstel Ing. W.
Published: February 2008

IN metal aeroplane construction the advantages of spot welding compared with riveting are very marked: production costs are reduced, components are lighter, and the skin can bo made smoother. In the production of aeroplanes of the Junkers Works at Dessau these advantages were recognized at an early date; as long ago as 1915, electrical contact resistance welding was used to a large extent in one of the earliest types, the steel J.2. In the subsequent change over from steel to light alloys, electrical contact resistance welding could not be continued; obstacles were presented by the good electrical conductivity of light alloys and their great sensitivity to the effects of short exposure to high temperature, also by their strong tendency to stick to the copper electrodes.
Terminal Nose‐Dives
Authors: Groth E. , Scheubel F.N.
Published: February 2008

DURING a nose‐dive from a height H0 at a constant angle of inclination of the flight path, the equation of forces in the direction of flight is
Applications of Urea‐Formaldehyde Resin Glues
Authors: Maskew R.
Published: February 2008

THE object of this article is to deal with the present day use of urea‐formaldehyde resin glues in the aircraft industry. This type of glue is used in two spheres of the industry. (1) In the manufacture of plywood of aircraft quality, and (2) in the manufacture of wooden aircraft structures.
The Mercedes‐Benz DB‐601A Engine
Authors: Young Raymond W.
Published: February 2008

THE Mercedes‐Benz Model DB‐601A aero‐engine is a development of the Daimler‐Benz Aktiengesellschaft of Stuttgart, Germany, a firm which lias been engaged in the manufacture of automotive and aero‐engines for over fifty years. During the first World War the Daimler Motorcn Gesellschaft of Stuttgart produced the famous Mercedes aero‐engines iii three 6‐cylindcr types with ratings of 160 horse‐power, 180 horse‐power, and 260 horse‐power. Equally renowned were the 160 horse‐power and 230 horse‐power 6‐cylindcr aero‐engines built by Benz and Company in Mannheim. After the war, and as a result of the economic and financial crisis which brought almost complete stagnation to the automotive industry in Germany during the early twenties, these two companies were practically forced to combine their activities in order to survive. Accordingly in 1926 a merger was consummated between the Daimler and Benz organizations. Thus came into being the firm of Daimler‐Benz A.G. and their product, the Mercedes‐Benz line of automotive vehicles and aircraft power plants.
Designing for Machinability
Authors: Thompson James E.
Published: February 2008

DRILLING, REAMING, COUNTERBORING, THREADBORING, ETC. THROUGHOUT the design of every machined part the designer should follow the practice of visualizing the machining involved, and make a genuine effort to design for “machinability” by avoiding all difficult operations. This factor cannot be over‐emphasized, as it is only too easy to complicate the machining of a part unnecessarily by lack of forethought during the design.
The Mercedes‐Benz DB‐601A Engine
Authors: Young Raymond W.
Published: February 2008

In Fig. 29 are plotted the data obtained during a dynamometer calibration of the DB‐601A engine. The family of curves on the left hand side of the figure gives the sea level power characteristics for various r.p.m. in the operating range, plotted against absolute manifold pressure in inches of mercury. From these curves it will be noted that the automatic boost control takes charge to restrict the manifold pressure to a limiting value of 39 in. of mercury absolute at engine speeds above 1,900 r.p.m. Below 1,900 r.p.m. the full throttle manifold pressure is less than the boost limit established by the automatic regulator. The normal rating of the engine at 2,400 r.p.m. is thus established at 995 horsepower. For take‐off the automatic regulator is overruled by the pilot's throttle for a time interval of one minute established by an automatic clock mechanism, to produce an excess boost in the manifold which, at an engine speed of 2,500 r.p.m., gives the take‐off rating of 1,150 horse‐power at 43·2 in. of mercury absolute manifold pressure. The take‐off power at 2,500 r.p.m. versus absolute manifold pressure characteristics are shown at the upper left hand portion of Fig. 29. The sea level power ratings are somewhat flexible since it is possible to adjust the oil How into the fluid coupling of the supercharger and, by changing the slip, vary the effective impeller ratio. Thus it may be desirable for bomber installations involving take‐off with heavy loads to increase the effective impeller ratio for the maximum boost possible with the quality of fuel available.
Airocobra Production at Buffalo
Authors: Wilkin Perry Harry
Published: February 2008

ENGINEERING of the Airocobra fighter proceeded from the conviction of the Bell Aircraft Co., of Buffalo, N.Y., at the time of its organization in 1935, that a superior interceptor must combine the highest attainable speed with utmost destructive fire power, and therefore would have to be different from any then produced by‐established aircraft companies in the United States.
A German Report on Allied Aircraft Fittings
Authors: Cornelius H.
Published: February 2008

THE following report on some random material tests made by the D.V.L. on armour‐plates and some fragments of steel components of captured (non‐German) aircraft will not include the power‐plants, as they are being dealt with elsewhere. The report deals principally with components of British aircraft, although some French and American machines are mentioned. The investigations were confined to the components presenting special interest; in this connexion it must be remembered that often only fragments were available, which were not always in the most suitable condition for testing. Parts which had suffered from heat were usually excluded from examination.
Designing for Machinability
Authors: Thompson James E.
Published: February 2008

Grinding consists of generating an extremely accurate surface by applying a rapidly revolving abrasive wheel to the surface to be finished. Although it is generally thought of as a finish‐machining process, grinding often is employed as a complete machining process, in that the work is ground down from the raw stock condition to the finished dimensions without rough turning or other machining.
Labour for the Metal Trades in Germany
Authors: Hildebrandt H.
Published: February 2008

TOGETHER with other interested bodies, the “Arbeitseinsatzverwaltung” (Labour Utilization Administration), has (or long been devoting increasing attention to the problem of supplementary training in the metal working industries. Formerly, these measures for the schooling and training of metal‐workers had been directed principally at improving the personal standard of efficiency of the individual; recently they have assumed a wider importance on account of the shortage of labour in certain of the metal‐working trades. The Labour Exchanges have concerned themselves directly with these schemes; in past years, with financial support, in collaboration with other agencies. Between 1933 and 1938, the training schemes sponsored by the Retch Labour Administration (Reichs‐Arbeitsverwaltung), dealt with a total of some 390,000 workers.
Rubber and the Aircraft Industry
Authors: GARNER T.L.
Published: February 2008

THE present serious position in the main rubber‐producing countries, clue to the Japanese invasion, will inevitably be felt throughout the entire rubber industry and must be appreciated by all other industries which normally draw rubber products from it. The extent to which the usage of raw rubber must be cut will probably become progressively greater and in the case of all products consideration must be given to one or other of the following:—
Engineering Liaison and Production Control
Authors: Kudlich Donald U.
Published: February 2008

THAT gulf which is reputed to exist between engineering and production units has frequently been romanticized by stories in which either an engineering genius or a production wizard casually solve each other's problems while surrounded by insurmountable troubles of their own. Unfortunately, industry cannot avail itself of these fictional heroes and must, therefore, arrive at the same end by commonplace methods.