bluuebunny/crossref_metadata_2025 huggingface dataset:
Childhood interleukin-6, C-reactive protein and atopic disorders as risk factors for hypomanic symptoms in young adulthood: a longitudinal birth cohort study
Authors: Hayes J. F. , Khandaker G. M. , Anderson J. , Mackay D. , Zammit S. , Lewis G. , Smith D. J. , Osborn D. P. J.
Published: August 2016

Background

There are no existing longitudinal studies of inflammatory markers and atopic disorders in childhood and risk of hypomanic symptoms in adulthood. This study examined if childhood: (1) serum interleukin-6 (IL-6) and C-reactive protein (CRP); and (2) asthma and/or eczema are associated with features of hypomania in young adulthood.

Method

Participants in the Avon Longitudinal Study of Parents and Children, a prospective general population UK birth cohort, had non-fasting blood samples for IL-6 and CRP measurement at the age of 9 years (n = 4645), and parents answered a question about doctor-diagnosed atopic illness before the age of 10 years (n = 7809). These participants completed the Hypomania Checklist at age 22 years (n = 3361).

Results

After adjusting for age, sex, ethnicity, socio-economic status, past psychological and behavioural problems, body mass index and maternal postnatal depression, participants in the top third of IL-6 values at 9 years, compared with the bottom third, had an increased risk of hypomanic symptoms by age 22 years [adjusted odds ratio 1.77, 95% confidence interval (CI) 1.10–2.85, p < 0.001]. Higher IL-6 levels in childhood were associated with adult hypomania features in a dose–response fashion. After further adjustment for depression at the age of 18 years this association remained (adjusted odds ratio 1.70, 95% CI 1.03–2.81, p = 0.038). There was no evidence of an association of hypomanic symptoms with CRP levels, asthma or eczema in childhood.

Conclusions

Higher levels of systemic inflammatory marker IL-6 in childhood were associated with hypomanic symptoms in young adulthood, suggesting that inflammation may play a role in the pathophysiology of mania. Inflammatory pathways may be suitable targets for the prevention and intervention for bipolar disorder.
The imitation game: becoming imitators of Christ
Authors: COCKAYNE JOSHUA
Published: August 2016

What is it to lead a Christian life? At least part of the answer, from St Paul to Thomas à Kempis, to makers of WWJD bracelets, is to imitate Christ. But while there is a lot of practical advice in the spiritual literature for imitating Christ, there is little by way of philosophical analysis of what it is to imitate Christ. In this article, I aim to fill this lacuna. I argue that the imitation of Christ, as conceived of by St Paul, Thomas à Kempis, and others, requires a radical transformation of character, which, in turn, I argue, based on considerations from developmental psychology, requires direct engagement with Christ. This conclusion may be surprising, since Christ does not seem to be directly present to contemporary believers in the same way as, say, a mother is directly present to her infant child. I deal with this objection, and conclude with some applications of this approach to the philosophy of Christian spirituality.
The Impact of ELF Concepts on Pre-service English Teachers: Instructor and Student Perspectives
Authors: Chern Chiou-Lan , Curran Jean
Published: August 2016

English as a lingua franca (ELF) first emerged in the academic literature at the end of the 20th century. Since then, there has been an ever-increasing amount of research devoted to this topic. This line of research has identified new challenges that educators will likely face as their previous training and current practice might not match the changing landscape of English language use. ELF research has yielded new information related to how individuals communicate in an ELF context; therefore, most researchers have emphasized the need to fully explore the pedagogical impact of the findings from ELF research (Jenkins, 2006; Jenkins, Cogo & Dewey, 2011; Mauranen, 2012).
Tubes of Optimum Bending Stiffness: An Analogy
Authors: Howard H. B.
Published: August 2016

The torsional stiffness of a thin-walled tube of given perimeter and thickness varies as the square of the enclosed area. The shape giving maximum torsional stiffness is therefore a circle, this being the curve with maximum area for given perimeter. We consider here the nature of the corresponding curve for maximum bending stiffness. The quantity to be made a maximum is now, not the area within the curve, but the second moment for the whole curve about the bending axis. This will give the greatest “moment of inertia” for a tube of uniform thickness. The theory is given in the Appendix and typical forms are shown in Fig. 3. A finite length of base has to be assumed; otherwise the curve reduces to a single straight line normal to the axis.
A Method of Moment Distribution by Graphical Analysis
Authors: Srinath L. S.
Published: August 2016

In solving for the moments at the supports of a continuous beam, recourse is often made to Professor Hardy Cross's method when the number of supports is comparatively large. This paper describes a graphical method of moment distribution and it is proposed first to work out a specific problem by Cross's method, so that the validity of each step of the graphical method can be checked.
The Choice of Power Units for Civil Aeroplanes
Authors: Russell A. E.
Published: August 2016

Quite often, those whose honour it has been to deliver the Wilbur Wright Memorial Lecture have used the occasion to present a survey of progress along a fairly broad front and thence to predict what the future holds in store.

It may be that the courage, insight in experiment, and skill in craftsmanship, which culminated in that successful demonstration of fifty years ago last December, have excited those whose privilege it has been to commemorate that achievement to undertake flights in the realm of prophesy. A time so near the fiftieth anniversary might be considered unusually appropriate to historical review and philosophic speculation, but since Sir Harry Garner's 1952 Lecture “Prophesy and Achievement in Aviation,” the Royal Aeronautical Society has been busily converting crystal balls into models of the Montgolfiere balloon.
The Shock Tube
Authors: Henshall B. D.
Published: August 2016

In recent years interest has been revived in an apparatus which was first developed more than fifty years ago. This apparatus, which is known today as a shock tube, is a very useful research tool, the versatility of which is not generally appreciated in this country. In this paper the author attempts to give a clear physical description of the flow in a shock tube and a review of the problems which may be investigated by means of this apparatus.

Basically, a shock tube consists of a simple fabricated duct which may be closed or open at one end, and closed at the other end. A diaphragm divides this duct into two compartments which initially contain gases at different pressures. In a conventional shock tube the cross-section is constant, the ends are closed, and air is used on both sides of the diaphragm (Fig. 1).
Wood Smoke as a Means of Visualising Boundary Layer Flow at High Reynolds Numbers
Authors: Preston J. H. , Sweeting N. E.
Published: August 2016

Modern research in experimental aerodynamics is largely concerned with the effects of the boundary layer. Interpretation of experimental results would be greatly assisted by the knowledge of the position and extent of the transition region and of the separation points. Frequently this has to be obtained, and it can only be done by the use of an elaborated technique involving hot-wires or total head creepers with complicated traversing gear, so that the work takes on the character of a major research.
Compound Diesel Engines for Aircraft
Authors: Chatterton E. E.
Published: August 2016

The association of a gas turbine with a piston engine is by no means a recent conception. As early as 1924 a Napier Lion Series V engine was equipped with a turbine in the manner shown in Fig. 1, the exhaust gases being fed into the turbine to provide all the power to drive the engine supercharger.

At a later date during the 1939-1945 War, many engines were installed in operational aircraft fitted with “turbo-chargers” of the type shown in Fig. 2, in which an exhaust activated turbine drives a subsidiary blower boosting the air intake of the normal engine supercharger.
Stability Criteria for the Octic Equation
Authors: Duncan W. J.
Published: August 2016

The stability criteria for systems whose characteristic equations are of the eighth degree are expressed in a convenient form and a detailed scheme for the computation of the complete set of test functions in sequence is given. A special method for the direct calculation of the critical test function T7 is also given; the vanishing of this determines the critical flutter speeds of quaternary systems.
Note on the Evaluation of the Integral
Authors: Routledge N. A. , Lord W. T. , Eminton E.
Published: August 2016

The Integral I occurs frequently in aerodynamics. To cite a particular case, Ward has shown that ifS(x)is the cross-sectional area distribution of a slender body its wave dragDis given to a first approxition by D = qI/(2π), whereqis the kinetic pressure. In this case,S(x)is often defined numerically, and the direct evaluation of I is then complicated by the presence of the logarithmic singularity. Several methods may be employed to avoid this complication. Legendre has recently suggested rewriting I in a non-singular form, which unfortunately is not well suited to numerical work. Here, a method for the evaluation of the unmodified integral is presented.
Integral Construction A Survey and an Experiment
Authors: Legg K. L. C.
Published: August 2016

Carving from the solid is a manufacturing process dating back many thousands of years. Thomas Moore in his sculpture “Recumbent Figure” (Fig. 1) has instanced an example to aircraft engineers of integral construction and, has even gone to the trouble of providing discreet lightening holes.

Art throughout the ages has always looked to the future and while we are still busily applauding Shakespeare and Beethoven we are often left wondering with Moore and Walton.

Aircraft engineering is very much an art but Moore takes his integral construction for granted while aircraft designers are only just beginning to wonder.
Stresses in Single-Spar Wing Constructions with Incompletely Built-Up Ribs
Authors: Reinitzhuber F.
Published: August 2016

The constructional elements of single-spar wing structures are main spars, torsion tubes, ribs, and auxiliary spars. The ribs, which generally extend over the entire wing section, are for the purpose of stiffening the torsion tubes and taking up the forces in the torsion tubes and in the main spar. Mounted structures in the wing, engine, and landing gear often make it necessary to build up only one-half of the wing cross section completely with flanges and webs as a flexural supporting member. The other half of section is then omitted entirely or only the flanges are retained.
Practical Airscrew Performance Calculations
Authors: Thomas F. M. , Caldwell F. W. , Rhines T. B.
Published: August 2016

To the practical designer the cumulative knowledge on airscrews seems at present to be in an unsatisfactory state of disorder. He wants to get reasonably accurate estimates reasonably quickly, without taking the time to become a specialist.

Several airscrew theories exist, but they either give wrong answers or take too long to work out, or both.

The great mass of test data that have been accumulated is so confused in a tangle of variables that the practical designer is often forced to select a test report almost at random and use it as if it applied to his particular problem; usually it does not and the calculation is seriously in error.

The present study attempts to clarify airscrew practical knowledge by coordinating data in a form suitable for use in performance calculations. It embraces the whole body of test data, but places particular reliance upon large scale wind tunnel results.

The arrangement of the analysis is such as to permit quick estimates to be made, the degree of accuracy obtained being a function of the amount of time available to the calculator. It is also designed to be as foolproof as possible so that it may be readily applied by inexperienced calculators.

It is especially adapted to calculations of the performance of aluminium alloy variable pitch airscrews.

One of the points brought out in the paper is the need for more data on certain subjects. They are specifically designated, and suggestions are made for carrying out research.
Stress Analysis of Aircraft Frameworks
Authors: Hoff N. J.
Published: August 2016

It is shown that the calculation of the critical loads of a plane framework is superfluous if the bending moments in the bars due to external moments and to lateral loads are determined by the Hardy Cross moment distribution method as extended by James. Convergence of this method is a proof of the stability of the framework. In Section 1 methods of determining stresses and critical loads in frameworks are discussed. Section 2 deals with the distortion patterns of beam columns on several supports below and above the critical loads. In Section 3 the method of proof of the convergence is outlined, and regular and particular cases are discussed with the aid of numerical examples. The final proof is given in Section 4.
Size in Transport
Authors: Gouge Arthur
Published: August 2016

The Thirty-Sixth Wilbur Wright Memorial Lecture was delivered before the Society by Mr. A. Gouge on Thursday, 27th May, 1948 at 6 p.m. at the Institution of Civil Engineers, Great George Street, London, S.W.I. The chair was taken by Dr. H. Roxbee Cox, President of the Society.
Problems of High Speed Flight as Affected by Compressibility
Authors: Lock C. N. H.
Published: August 2016

My lecture deals with the effect of the compressibility of air on bodies moving through it at speeds ranging from the velocity of sound (710 m.p.h. at high altitude) as an upper limit to a lower limit ranging roughly from half to threequarters the velocity of sound. Somewhere within this range will commence a very rapid increase of the drag coefficient of an aircraft as a result of the formation of local shock waves.
A Low Density Material for Aircraft Structures
Authors: Clark V. E.
Published: August 2016

When the all-metal cantilever monoplane brought to a close the era of wood, tubes and fabric for aeroplane structures, the new development opened up broad fields for the improvement of aerodynamic efficiency, with resulting great increases in all-around performance, military effectiveness, and economy of operation.

The all-metal fuselage represented a new type of construction in that the skin formed a shell to replace trusses in carrying the bending loads imposed at the tail in flight and on the ground.The scheme of using a shell to give–at once–structural strength and aerodynamic fairing, previously accomplished by two elements, appears to be economical and sound. If the labour now needed for the fabrication and assembly of the multiplicity of internal members is to be eliminated the stresses must be taken in the skin and the principle should, if practical considerations permit, be extended to include the wing and fixed tail units.
The Mounting of Aero Engines with Special Reference to Rubber and Buna Material
Authors: Steinborn B.
Published: August 2016

The following remarks refer to the fundamental conditions which have to be considered for the use of rubber for the mounting of engines. It is thought essential that aircraft firms should ask for information with regard to rubber components they intend to use at an early stage of the design so that faulty applications of such parts can be prevented. Figures for the permissible loads and hints for the design of rubber components are given, with special reference to the use of Buna. Some constructional features are discussed as an explanation of the advice tendered to the designer.
The Flow of a Perfect Fluid through Cascades of Aerofoils
Authors: Collar A. R.
Published: August 2016

The paper contains a generalisation of the conformal transformation by means of which a circle is converted into Joukowski aerofoils. The transformation is applied to a cascade of oval bodies which is the corresponding generalisation of the isolated circle; and it converts the oval bodies into a wide variety of cascades of curved shapes, which are generalisations of the isolated Joukowski aerofoils. In one particular case, the transformation yields a grid of flat laminae. Since the perfect fluid flow through such a grid is known (it appears to have been first given by Joukowski) the perfect fluid flow past the ovals, in any direction, and with equal but otherwise arbitrary circulation round each, is obtained. Accordingly, the perfect fluid flow through any of the derived cascades can be obtained.
Aircraft and the Airlines — A Canadian View
Authors: Bain James T.
Published: August 2016

The Third British Commonwealth and Empire Lecture was delivered before the Society by Mr. James T. Bain on Thursday, 30th October 1947 at the Institution of Civil Engineers, Great George Street, London, S.W.1. The chair was taken by Dr. H. Roxbee Cox, F.R.Ae.S., President of the Society.
High Speed Aircraft Flying Limitations and Handling Problems
Authors: Morgan F. W.
Published: August 2016

A consideration of the factors suggesting that new types of flying instruments are becoming necessary.

To safeguard the aircraft and crew against the danger of excessive speed and normal acceleration loads, until recently it was considered sufficient to provide for the pilot an airspeed indicator and to fix in the aircraft a plate giving the maximum safe speeds permitted for diving, without and with external stores, flaps and undercarriage down and so on. In the case of Service aircraft these limitations are usually published in Pilot's Notes for the type. Based on design data these speeds are those at which, allowing suitable factors of safety, the stresses in the appropriate parts of the aircraft's structure are calculated to reach the maximum safe limits.
Aerodynamic and Structural Features of Tapered Wings
Authors: Lachmann G. V.
Published: August 2016

During the last four or five years a remarkable evolution has taken place in the policy of aircraft design. Its ultimate aim is to reduce the aeroplane to the simplest possible form offering the least resistance to the air. This process of eliminating any structural members which are not necessary for the production of lift and the housing of passengers or military load has automatically led to the adaptation of the fully cantilever monoplane with retractable undercarriage (Fig. I). The final logical result of this evolution is, of course, the flying wing with the engines, passengers or military load housed inside, thus suppressing such components like the fuselage and the tail unit which at the moment are still causing a non-productive addition to the total drag. There are still certain difficulties which will prevent us from achieving the ideal of, say, a mere flying wing, and our present compromise solution consisting of a tapered cantilever wing, a streamlined fuselage and a cantilever tail unit will probably persist for some time to come. The next step in suppressing parasitic drag will, therefore, consist in a still greater refinement of fuselage design and in eliminating outside engine nacelles by using engines buried inside the wing.
Tests of a Gust-Alleviating Flap in the Gust Tunnel
Authors: Donely Philip , Shufflebarger C. C.
Published: August 2016

Tests were made in the N.A.C.A. gust tunnel to determine the effectiveness of a long-period dynamically overbalanced flap in reducing aeroplane accelerations due to atmospheric gusts. For two gust shapes, one gust velocity, one forward velocity, and one wing loading, a series of flights was made with the flap locked and was then repeated with the flap free to operate. The records obtained were evaluated by routine methods.

The results indicate that the flap reduced the maximum acceleration increment 39 per cent, for a severe gust with a representative gust gradient distance of 8 chord lengths and that, for an extreme gust shape (a sharp-edge gust), the reduction was only 3 per cent. The results also indicate that the flap tended to reduce the longitudinal stability of the aeroplane. Computations made of the effectiveness and the action of the flap were in good agreement with the experimental results.
Some Theoretical Considerations on Box Beams
Authors: Drymael Jean
Published: August 2016

Box beams, built up essentially with flanges and webs are widely used in aircraft construction and much has been written about their calculation. But often assumptions are implicitly made without reason. The first aim of this paper is to point out which assumptions must be chosen and why, and to show what results may be expected from them. The calculations are then developed in the. cases of the quadrangular box beam and the wing with three spars (redundancy of the first degree).
The Analysis and Synthesis of Vibrating Systems
Authors: Bishop R. E. D.
Published: August 2016

Complicated oscillatory systems may be broken down into component “ sub-systems ” for the purpose of vibration analysis. These will generally submit more readily to analytical treatment. After an introduction to the concept of receptance, the principles underlying this form of analysis are reviewed.

The dynamical properties of simple systems (in the form of their receptances) may be tabulated. By this means the properties of a complicated system may be found by first analysing it into convenient sub-systems and then extracting the properties of the latter from a suitable table. A catalogue of this sort is given for the particular case of conservative torsional systems with finite freedom.

The properties of the composite system which may be readily found in this way are (i) its receptances and (ii) its frequency equation. Tables are given of expressions for these in terms of the receptances of the component sub-systems. All of the tables may easily be extended. The tabulated receptances may also be used for determining relative displacements during free vibration in any principal mode.

A method of presenting information on the vibration characteristics of machinery, which is effectively due to Carter, is illustrated by means of an example. More general adoption by manufacturers of this method (which requires no more computational effort than must normally be made) would lead to enormous savings of labour in calculating natural frequencies of composite systems.
A Family of Aerofoils With Rounded Trailing Edge
Authors: Cooke J. C.
Published: August 2016

1. Piercy, Piper and Preston (1) and Piercy, Preston and Whitehead (2) have developed a family of aerofoils which are the inverses of hyperbolas. These calculations give a family with a finite tail angle, equal to the angle between the asymptotes. It may sometimes be preferable to have a rounded trailing edge. It is the purpose of this note to describe a family whose members are inverses of ellipses.

2. It will be seen that, if the centre of inversion is on the major axis produced, symmetrical sections will result; whilst, if the centre is just off the major axis, a cambered section will be produced; and the inverse of the major axis (which is a circle) can be taken as the camber line.
The Importance of Power Unit Development
Authors: Banks F. R.
Published: August 2016

A Meeting of the Society was held in the Lecture Hall of the Institution of Mechanical Engineers, Storey's Gate, St. James's Park, Westminster, London, S.W.I, on Tuesday, February 20th, 1945, at which a paper by Air-Qommodore F. R. Banks, O.B.E., F.R.Ae.S., on “ The Importance of Power Unit Development,” was read and discussed. In the chair, the President, Sir A. H. Roy Fedden. The CHAIRMAN: Air-Commodore Banks had played an active and important part in engine development during the period between the two world wars. He had filled various positions successfully during the present war at the Air Ministry and the Ministry of Aircraft Production, holding at the moment the key position of Director of Engine Development at M.A.P.
Some Aspects of Power Plant Development
Authors: Still E. W.
Published: August 2016

Travellers by air to-day only too often can be heard to remark how good it is to be on the ground again. Even now flying is considered by many as an adventure and only those living near an airfield realise the regularity and reliability of air transport.

It is with the hope of removing this feeling of adventure and instilling a sense of security in air travel that this Paper has been written. An attempt has been made to reduce the power plant engineering to plain science and to show the care, knowledge and painstaking development that has gone into the design.

The second world war resulted in tremendous progress in aeronautics and while, during the war, the major factor was the aircraft efficiency as an offensive unit, that was not to say that reliability and passenger comfort were ignored.
Stability and Control in Aircraft Design
Authors: Wimpenny J. C.
Published: August 2016

The 890th Lecture to be given before the Royal Aeronautical Society was held at the Institution of Mechanical Engineers, Storey's Gate, London, S.W.I, on 12th November 1953, and was presided over by Sir William Farren, C.B., M.B.E., M.A., F.R.S., F.R.Ae.S., President of the Society. Introducing the lecturer, Sir William said that Mr. Wimpenny had been with the de Havilland Company throughout his career in aviation and had been responsible for some years for the design and development of stability and control of the de Havilland aircraft, including the Comet, so that clearly he spoke with a wide knowledge of his subject.
Some Notes on the Torsion-Bending Constant
Authors: Solvey J.
Published: August 2016

The Torsion-Bending Constant of open sections is of great importance in the calculation of buckling loads under compression of struts failing in the torsional or torsional-flexural mode. It involves computation of the warping of the cross section and misunderstandings arising out of terminology and notation often mislead the users of the formulae. The purpose of this note is to clarify the terminology without going into proofs as well as presenting the equations required using a consistent notation.
Retractable Undercarriages
Authors: Dowty George H.
Published: August 2016

When invited to give this lecture in a building overlooking London's river, my thoughts wandered back to many pleasant hours spent in watching Nature's graceful handiwork—the common seagull, so lamiliar to those of us who still have “time to stand and stare” in these hustling days of speed arid yet more speed. Wheeling with arched pinions and webbed feet retracted backwards into auxiliary tail organs, these effortless soarers are a vision of to-morrow. What aeronautical engineer, released for a moment from the narrow confines of the drawing board and the workshop, could wish for more profitable day-dreaming than a quiet half-hour spent on London Bridge (shall we say?), admiring the cunning perfection of natural flight? And who could wish for better inspiration for the subject of this paper than a glimpse now and again at Nature's own elegant solution of the undercarriage problem?
Recent Research on Spinning
Authors: Stephens A. V.
Published: August 2016

The spinning nose dive has confronted the aeroplane designer with two main problems. The first is to evolve an unspinnable aeroplane, and the second to provide controls of sufficient power to ensure an immediate recovery from any spin into which an aeroplane can be forced. At the present time there seems little prospect of achieving a general solution of the first class of problem, although interesting particular solutions have been evolved from time to time. It seems now to be generally accepted that the unspinnable aeroplane would be desirable for every purpose, but it is evident that it must be achieved without sacrifice of performance or manoeuvrability. Moreover, it must be remembered that an imperfect solution of the first class of problem, such as can sometimes be achieved by limiting the power of the control surfaces, may be worse than useless; for the pilot may be deprived of the power to regain normal flight quickly if his aeroplane falls into a spin in unusual circumstances. It is, in fact, very unfortunate that many devices which point the way to the evolution of the unspinnable aeroplane also add to the difficulty of recovery from a spin. It is not my purpose to consider the methods which have been devised to prevent the incipient spin, which occurs when a conventional aeroplane is stalled, but to confine my attention to the problems of ensuring recovery from established spins. For the views expressed I must, of course, accept personal responsibility.
Civil Primary Training
Authors: Travers H. G.
Published: August 2016

The views expressed are my own at the time of writing the paper and may or may not be shared by others. As any living thing such as aviation must beconstantly growing and changing slightly, I expect to have to modify my opinions in the future.

Civil primary training should endeavour to train the whole able bodied civil population to use the air as their lawful occasions demand.
The Silent Flight of Owls
Authors: Graham R. R.
Published: August 2016

It is possible to trace, in the flying equipment of birds, feathered versions of many of the refinements that render the modern aeroplane more efficient than its predecessors. It would, therefore, be a mistake to ignore birds as a guide to possible future developments. One of the most interesting groups of birds is that which includes all the owls, for there is a possible connection between the manner in which their strikingly silent flight is achieved and the increasingly pressing problem of silencing airscrews.
A Method of Comparing the Performances of Commercial Aircraft
Authors: Langley M.
Published: August 2016

Major Green in his paper has given prominence to a subject which is now becoming of wide interest and great commercial importance. A method of assessing the economic value of speed is very desirable and Major Green has attempted to do this by means of an index figure.

I would like to put forward a method which, whilst it does not provide a datum or index figure, offers a ready method of comparing two or more machines, taking into account those features of the aircraft which are of economic importance. It must be accepted that the geographical and political features of different routes, time-tables, and other such extra-to-aircraft items could be included in any method of comparison without the use of an empiric formula, the relative importance of whose terms would be largely a matter of opinion. Further, this method is based not on subsidy earning but profit earning capacity.
Some Dynamical Characteristics of Propellers
Authors: Morris J.
Published: August 2016

Referring to Fig. 1, let xOy be the plane of rotation of a rigid rod AOA' consisting of a series of pairs of masses symmetrically disposed about O. Thus at a distance r on either side of O are masses mr. Let AOA' rotate with uniform angular velocity Ω, about the axis Oz and let the plane xOy simultaneously rotate about the axis Ox, supposed fixed in space, with constant angular velocity w. Let ρ be the perpendicular distance mrMr of mr to the axis Ox.
The Cowling and Cooling of Radial Air-Cooled Aircraft Engines
Authors: Beisel Rex B. , Lewis MacClain A. , Thomas F. M.
Published: August 2016

This paper presents the results of co-ordinated research by The Pratt and Whitney Aircraft Co. (engines), the Chance Vought Corp. (airplanes), and the U.A.T. Research Division, all subsidiaries of the United Aircraft and Transport Corp. These studies were directed toward improving the performance of airplanes through reducing the drag of radial air-cooled powerplant installations as nearly as possible to the minimum necessary for adequate cooling.
Some Developments in Aircraft Construction
Authors: Pollard H. J.
Published: August 2016

When the Council invited me to read a paper before the Society they suggested as the subject, “ The Use of Steel in Aircraft.” After some consideration, I came to the conclusion that there was not very much new and interesting to say on the use of steel in structures, but that there was a good deal to say concerning the use of light alloys in special constructions. Not that I claim that what I have to say is new, but the particular use of light alloy sheet to be described certainly merits more consideration than it has so far received in England. It is not to be inferred that I think that the use of steel is likely to decline rapidly, on the contrary, I am of the opinion that it will always be widely used. Everyone seriously, engaged in the technical side of the industry knows that steel of various grades has been used in aircraft from the beginning of aviation amd has been the subject of intensive studies during the last fifteen years. It was obvious from the first that if high stresses could be realised with fair uniformity in the finished structural members—say 35 tons per sq. inch or higher—more economical use of steel on a weight-strength basis could be made than of any other material. However that may be, I shall only touch on steel and its uses in construction at one or two points in the course of the lecture.
Protection of Metal Parts of Aircraft against Corrosion
Authors: Sutton H.
Published: August 2016

During the past few years particular attention has been paid to the protection of metal parts of engineering structures of all kinds against corrosion. The problem of protecting metal structures against deterioration is now recognised as of primary concern both to users and to manufacturers. Corrosion prevention is an economic problem and its cost must be based on the cost of preventative measures compared with the loss directly and indirectly due to deterioration. In those sections of industry in which marked advances have occurred in corrosion prevention, the advances can be seen to be the result of close co-operation between the laboratory, manufacturers and users.
Model Aircraft Illustrating Sign Convention Used in Applied Aerodynamics
Authors: Free F. W.
Published: August 2016

Much difficulty has been experienced in the past by those who have to apply aerodynamic data to aircraft design problems, in visualising the standard sign convention for controls, movements along and moments about the X, Y and Z axes. This difficulty has been specially pronounced with the staffs of wind tunnels where often, for mechanical reasons, the tunnel model has to be tested in an inverted position.
Thirty Years of Theoretical and Experimental Research in Fluid Mechanics
Authors: Riabouchinsky Dimitri P.
Published: August 2016

In the spring of 1904, when echoes of the Brothers Wright first flights began to be known in Europe, the author founded at Koutchino, near Moscow, on his family estate, the Aerodynamic Institute of Koutchino.

Air is the fluid meant by the term “aerodynamic” and artificial flight was the most important of the applications included in the programme of the Institute; foreseeing, however, the importance of comparative researches in air and water, the author chose intentionally a location particularly suitable for hydraulic experiments. A small river, dammed so as to form a pond, afforded the possibility of regulating the speed of the current at will, and since 1905 parallel researches were carried on in the wind tunnel and in the stream of water.

The idea of such an institute was very favourably received in the Russian scientific circles. When the author asked N. E. Joukovsky, V . V . Kouznetzoff and S. S. Nejdanovsky to participate in the organisation of this institution, they willingly gave their assent.
Interference
Authors: Ower E.
Published: August 2016

Second in importance only to the problem of increasing the safety and reliability of aeroplanes is the question of reducing their head resistance. If aviation was to take its place as an established means of commercial transport the first essential was obviously to make it reasonably safe and certain, and the main energies of investigators and designers immediately after the War were directed to this object. Economy of operation, of which the reduction of head resistance is one of the major factors, was, by comparison, somewhat neglected. But in the last three or four years, with the safety and reliability problems essentially solved, more attention has been devoted to the reduction of drag.

In reviewing the progress that has been made, and the possibilities of further improvement, it is helpful to inquire what is the best we can hope for. We know that the generation of the lift required to carry weight in heavier-than-air aircraft is inseparably associated with a certain drag—the induced drag.
The Primary Importance of Mechanical Testing in Aircraft Construction
Authors: Gerard I. J.
Published: August 2016

An accurate knowledge of the strength of materials is more essential in aircraft construction than in any other branch of engineering, as every aircraft component has to be reduced in weight to a minimum compatible with safety. Equally essential in aircraft construction is the use of every available refinement in calculation, although it is not possible as yet to estimate with sufficient accuracy from calculations alone the strength of many of the components. At every stage hv aircraft construction, mechanical tests are therefore made, first to determine the qualities of the materials, then to verify the strength of each part and finally to. check the strength of the complete machine.

Owing to the wide range of my subject and to the limited time available, I propose to deal briefly with some of the aspects of mechanical testing of special importance in aircraft research and development, describing more particularly some of the test apparatus and methods of testing I have had opportunities of developing.
Wireless Apparatus for Aircraft
Authors: Cave C. B.
Published: August 2016

During the early stages of the development of aircraft in the pre-war days it was realised that wireless communication would provide the only satisfactory means of maintaining contact between an aeroplane and the ground. Although the technique of wireless was in its infancy at the time, it must be remembered that the needs of aviation in this respect were correspondingly limited; pilots of early types of aircraft had their time fully occupied in keeping their machines in the air at all, and had no energy to spare for communicating with persons on the ground.
Ferrous Metallurgy in Relation to Aircraft
Authors: Hatfield W. H.
Published: August 2016

Nearly twenty years have passed since the author had the pleasure of giving a paper on the same subject to this Society. Progress in the meantime as regards the means and art of flying has been not only sustained, but rapid, as is brought out by the simple facts contained in Table I. The amazing technology is well represented by the De Havilland Comet, which has just flown tc Australia and back in thirteen and a quarter days, developing 460 h.p. with a weight ratio of i2lbs. per h.p. It therefore becomes interesting and perhaps useful to determine the extent to which metallurgy has contributed and is contributing.

It is proposed to confine this paper to Ferrous Metallurgy, since that is the field with which firstly the author feels most qualified to deal, and secondly, because steel, in a manner unparalleled amongst available metals, can be so profoundly modified in properties by changes in composition and heat treatment.
Critical Speeds of a Wind Tunnel Fan Shaft
Authors: Morris J.
Published: August 2016

In the design of a fan drive regard should be had to possible critical or resonant speeds which may result in failure of the system. It is not sufficient to arrange for the ordinary whirling speed to be well above the maximum running speed. In whirling the forced vibration arises from static or dynamic unbalance of fan and/or its shaft and the frequency of the forced vibration is the frequency of revolution of the fan shaft. Other important forced vibrations may however be set up.
An Engineer's Conception of Matter and its Application to Materials of Construction
Authors: Stedman E. W.
Published: August 2016

Most engineers have a sound working knowledge of the handling of materials of different kinds, and of their properties, and make use of these wellknown properties. If, however, the engineer attempts to explain any of these properties he frequently finds that his training has not equipped him with an acceptable explanation.

In recent years much work has been done towards explaining these properties, but this work is dealt with in the specialist works of chemists, physicists and metallurgists, and is usually not easily available for the engineer, involving as it does a great deal of reading and investigation.
Noise
Authors: Davis A. H.
Published: August 2016

Noise is becoming of increasing importance and interest in modern life, and we appear to be approaching the time when much that we endure now will be regarded as intolerable. Public protests arise spasmodically on every hand and noise has been the subject of a certain amount of attention in the medical and popular press. With many persons the chief deterrent to air travel is understood to be the discomfort caused by the noise experienced. Whilst we may not wish to investigate the physiological reason for such discomfort, it is of interest to notice that in a recent paper, Laird (Acous. Soc. Am. J., I, p. 256, 1930), has summarised experimental data on the effect of sound on living beings.

No fully representative commission of medical, legal, acoustical and engineering interests has yet been set up in England, but in 1929 the Aeronautical Research Committee appointed a Sub–Committee in connection with the reduction of aircraft noise, and traffic noises have been considered in conferences by the Ministry of Transport.
The Development of Materials for Aircraft Purposes
Authors: Rosenhain Walter
Published: August 2016

The invitation which you, Mr. President, were good enough to issue to me some months ago really amounted, I am afraid, to a request that I should come here to prophesy. My reply was that it was not possible, or at any rate, I did not propose to undertake it. All one could do was to follow the recent development of materials for aircraft purposes as well as possible in order to see the general tendencies of that development and those which seemed likely to be followed in the near future. But even with regard to that limited degree of forecasting, I must warn you that it is undertaken with every possible reservation, and for this reason, that while one may be able to foresee to a certain extent a number of feasible lines of advance, there have always been in the past history of all branches of technology unexpected developments which no man could foresee, and which I personally make no pretence of being able to visualise. Therefore I would ask you to look with more confidence on what I have to say about what has been and what is, than about what may be.
The New American Wind Tunnels
Authors: McKinnon Wood R.
Published: August 2016

Much has been learnt, in many branches of science and engineering, from the use of small scale models. The earliest successful experiments in humanly contrived flight with heavier-than-air craft, were made with small scale prototypes of the man-carrying machine of a later day : experiments with man-carrying craft, kite, glider and power-driven, followed.
Deck Flying
Authors: Acland W. R. D.
Published: August 2016

A lecture on Deck Flying must include a good deal about carriers and the development of the seaplane carrier into the modern flush decked ship from which high performance aeroplanes can operate in almost any kind of weather, and as I believe this is the first occasion upon which a paper has been read to the Society on deck flying I propose to trace briefly the development of the modern aircraft carrier from the improvised auxiliaries commissioned to meet war exigencies.

The design of the ship has throughout directly influenced the design of the aircraft until to—day a stage has been reached which within certain limits enables the fleets to use aeroplanes which are no longer hampered by extra strong undercarriages and appliance for picking up wires used with the original arresting gear, details of which I will describe later.
The Development of Aircraft Manufacture
Authors: Martin Glenn L.
Published: August 2016

Even from the early days of 1860, when your countryman Wenham experimented with gliders, the development of aerodynamics has been a systematic search for facts. The well–directed efforts of Wilbur and Orville Wright to search out the fundamentals of flight gave a profound impetus to contemporary and later experimenting, and libraries have been filled with the orderly research of aeronautical science. The development of manufacturing practice, however, has been dictated by the immediate needs of the moment, largely without the benefit of methodical study.

I trust I shall not be suspected of pleading a case either for the art of manufacturing, or for aeronautical science, as in the early days it was not unusual for me to find myself designing with one hand, while, in a manner of speaking, manufacturing with the other.
Elements of Detail Design
Authors: Radcliffe Frank
Published: August 2016

British aircraft engineering has reached a stage in its development when one is safe in saying that:—

(a) The aerodynamics of flight is appreciated and understood to a satisfactory extent;

(b) The methods of determining the loads likely to be present in the primary structural members are reliable;

(c) The change over from wood to metal construction is, for all practical purposes, a reality; and

(d) Suitable ferrous and non-ferrous materials of construction available for use by aircraft constructors have been standardised and proved to be reliable and consistent in quality.
The Development of Jet or Rocket Propulsion
Authors: Stemmer J. , Akimoff V. P.
Published: August 2016

The rocket goes far back into history. In the Thirty Years’ War, it played a conspicuous part in the capture of Philippsburg in 1645. During the Napoleonic Wars, General .Congreve used rocket projectiles to force the fall of Boulogne (1806) and of Copenhagen (1807). The latter town, for instance, received a total of 120,000 rockets. It may be concluded, therefore, that in former times, this type of projectile must have played the part of modern artillery.
Some Aspects of Air Safety
Authors: Jackson C. H.
Published: August 2016

An opinion exists, more felt than written or spoken, that safety standards in air transport do not keep pace with technical progress. The facts belie this and, given a united effort by all concerned, there should be opening up a period of increased safety.

A simple comparison of the characteristics of say, the Ensign class with more modern aircraft, cannot reveal progress, and might even show the reverse. Commercial competition, operational demands, and public expectations have taken us beyond the stage when we can think in terms of the aeroplane alone and have led to the present state when air safety can only be examined in terms of the aircraft associated with ground equipment and airline organisation.
The Weight Aspect in Aircraft Design
Authors: Rosenthal L. W.
Published: August 2016

This lecture does not set out any new method or offer any ideas to enable the design office to start cutting down the weights of new projects.

The last lecture dealing with the weight of aircraft was given by Major T. M. Barlow, M.Sc, M.Inst.C.E., M.I.Mech.E., F.R.Ae.S., in 1929.
The Reduction in Weight of Structurally Important Aircraft Components by Controlled Coldworking During Manufacture
Authors: Brown J. G. H.
Published: August 2016

This paper is concerned with a suggested technique whereby light alloys, already possessing high mechanical properties due to heat-treatment, may have these properties further enhanced by the judicious use of cold-work. It is proposed that in the search for methods of reducing the weight of important aircraft components, the question of mechanical properties in general, and ductility in particular, should be reconsidered from an unorthodox angle.