bluuebunny/crossref_metadata_2025 huggingface dataset:
Some Investigations in the Field of Blade Engineering
Authors: Blackwell B. D.
Published: July 2016

The past ten years have seen a wide variety of axial gas turbine aero-engines pass through their development phase into military service. A new phase began when the first axial gas turbine engines to operate to a civil schedule entered service in 1956-7, powering the Britannia and Tu.104 aircraft. The coming years will see an ever-increasing percentage of the world’s air traffic being carried by axial gas turbine engines and it may be confidently predicted that in another ten years they will be the rule rather than the exception.

The enormous importance of reliability in civil operation is well known. Possibly less well known is the incredibly rapid build-up of running hours which occurs when an engine is introduced into civil operation. In six months of civil operation these may exceed the cumulative hours in the whole life of a military type, and will outstrip the total manufacturers’ bench experience in an even shorter time. With all the achievements in bench development and military service in the past ten years, the axial gas turbine engine is still in the “ kindergarten ” in relation to civil operation.
Fuel Systems For Supersonic Engines
Authors: Simonis E. A.
Published: July 2016

The advent of the high altitude supersonic aircraft has brought in its train a whole host of complex control problems. As far as the engine manufacture is concerned, these are perhaps best indicated in the diagrammatic layout shown in Fig. 1

It is not my intention however, to go into the question of multiplicity of controls and their proper co-ordination, nor will I venture into the abstruse province of stability. I should like instead to concentrate on the fuel system itself, i.e. the supply and control of fuel to the main engine combustion chamber.
Turbo-Prop Testing
Authors: Harrison C. E.
Published: July 2016

A number of airlines throughout the world will, in the near future, be reconditioning and testing Dart engines from Viscount, Friendship and Herald aircraft. In most cases the testing will employ a technique which has been in use at the Rolls-Royce Australian overhaul base at Sydney, N.S.W., since August 1954. This is based on the torque reaction of the engine to the propeller and is suitable for testing any comparable engine.
Some Aspects of Refrigeration in Supersonic Aircraft
Authors: Gabbay E. J.
Published: July 2016

Until recently, aircraft cooling requirements were met by direct heat transfer to free stream. Flight at high subsonic speeds brought forth a need for crew compartment refrigeration. Supersonic flight may result in an extension of this technique to a wider field, particularly the cooling of equipment and temperature-vulnerable functional materials.

This state of affairs has arisen from two major factors. Firstly, the hot boundary layer which surrounds the aircraft and would ultimately soak it to maximum boundary kinetic temperature. Secondly, ducted air either for the engine, equipment cooling, or crew conditioning, is received at nearly stagnation temperature. This temperature increases rapidly with Mach number and reaches its first unacceptable level, i.e. for crew cooling, at low altitudes in the transonic range.
Bending of Elastically Restrained Rectangular Plates Under Uniform Pressure
Authors: Lakshmi Kantham C.
Published: July 2016

In the bending and vibration of plates it is found that the values of maximum deflection and natural frequencies, respectively, vary considerably from the simply-supported to clamped edge conditions. For an estimation of these characteristics in the intermediate range a generalised boundary condition may be assumed, of which the simply-supported and clamped edges become limiting cases. While Bassali considers the ratio of edge moment to the cross-wise moment as a constant, Newmark, Lurie and Klein and other investigators, in their analyses of various structures, consider that moment and slope at an end are proportional.

Here the definition of elastic restraint as given by Timoshenko, α=βM, is followed, where α is the slope at any edge, M the corresponding edge moment per unit length while β is the elastic restraint factor. β→0 and β→∞ represent the two limiting cases of simply-supported and clamped edge conditions.
Some Factors Involved in the Supersonic Wind Tunnel Testing of Models
Authors: Champion P. A.
Published: July 2016

The use of models in the determination of aircraft behaviour is as old as flying itself, and wind tunnel models in particular have played a very important part. Now that supersonic flight of aircraft and missiles is a matter of common experience, it seems appropriate to look at some of the difficulties involved in the supersonic tunnel testing of models of such machines.
Prediction of Transition in the Boundary Layer on an Aerofoil
Authors: Preston E. J.
Published: July 2016

Crabtree (July Journal, page 525) has suggested a simple method for estimating the transition position on an aerofoil, based on the use of a single curve of momentum thickness Reynolds number (Rδ2) against a pressure gradient parameter at transition, mr. This curve makes some allowance for the effects of pressure gradient and laminar separation on the transition “point”, neglecting the effects of roughness, free-stream turbulence, and so on, but is considered “adequate for most practical purposes”. However, transition is a complex phenomenon, sensitive to a great variety of factors, so that Crabtree's method should be accepted with some reservations.
The Economy of Structures
Authors: Pugsley Alfred
Published: July 2016

To anyone who knew Barnwell, however little, it is a great honour and pleasure to be invited to give this lecture as a tribute to his memory. I was too young and too remote to have known him well, but he was the first leading aeroplane designer that I ever met. Some older members of our Society will recall the aeroplane known as the Bristol Bagshot; and a few will remember that in its early flights it was found to suffer from an unexpected, and at that time new, form of control trouble. This occurred shortly after I had started work in the old Airworthiness Department at Farnborough, and the investigation of this new trouble, later to become known as “ Reversal of Aileron Control,” was put upon the new recruit. As a result I came to know Russell, as lively a young man at Bristol then as now, and was taken by him to see Barnwell. I was struck then, as afterwards, that here was a designer of insight and great kindliness who had learnt to combine engineering with the humanities to an unusual degree; and, as I realised afterwards, he had also learnt how to encourage and get the best out of the young men around him. And so I, like so many others, came to admire him.
Air Traffic Control and its Influence on the Navigation Problem
Authors: Fraser D. O.
Published: July 2016

Navigation used to be solely concerned with the safest and most expedient means of directing an aircraft to its objective—either the destination airport or a military target. Nowadays, especially in civil aviation but increasingly in military transport operations, the need to comply with air traffic control (A.T.C.) procedures is tending to dominate both the technique of navigation and the kind of navigation aids used.

In recent years great stress has been placed on the problem of air traffic control and now, with the imminent arrival of jet air liners in large numbers, the consternation is even greater. Reactions to the problem vary, so that on the one hand there are the down-to-earth realists who see no immediate prospects of any revolutionary improvement in A.T.C. methods; on the other hand there are the optimists who already speak of the present A.T.C. system as though it is a thing of the past and talk of the “ new “ system which will replace it when the jets arrive. Despite the most extensive studies of the problem, such as that recently undertaken by the Curtis Presidential Committee in the United States, no entirely satisfactory description of the “ new “ system of A.T.C. has materialised. Meanwhile the penalities of restriction and delay of jet aircraft by air traffic control need no emphasis, but to give one example, the Comet I, when operated by B.O.A.C., regularly arrived at London Airport with at least two hours fuel as diversion and traffic reserve. The weight of this fuel was of a similar order to the total payload of the aeroplane, so it will be realised that economic operation of jet aircraft can stand or fall on this single issue of air traffic control.
Exact Results for the Bending Shear Stress Distribution for Some Simple Sections
Authors: Lockwood Taylor J.
Published: July 2016

The number of available exact solutions to the St. Venant flexure problem is limited, but there are some simple solutions which appear to have been overlooked. The sections covered are a wedge, a double wedge, a biconvex section, and an aerofoil-type section. All the solutions given are restricted to certain values of Poisson's ratio, depending on the section.

The components of shear stress parallel and perpendicular to the direction of loading are given by:
Sir Richard Fairey
Authors: Hall G. W.
Published: July 2016

The First Fairey Memorial Lecture, “Sir Richard Fairey— An Appreciation” was given by Mr. G. W. Hall, F.R.Ae.S., on 5th March, 1959 at the Feltham Hotel, Feltham, Middlesex. This was the 34th Main Lecture of the Society to be given at a Branch and was held under the auspices of the London Airport Branch.

Mr. R. L. Lickley, F.R.Ae.S., Chairman of the London Airport Branch, opened the meeting by welcoming the President of the Society, Sir Arnold Hall, M.A., F.R.S., F.R.Ae.S. This was the first Main Lecture of the Society to be held at the London Airport Branch and they were delighted to have the President with them to preside at the Meeting.
Managing Aviation Technologies
Authors: McCarthy Charles J.
Published: July 2016

It is a great distinction and a highly esteemed honour to be privileged to read the forty-seventh Wilbur Wright Memorial Lecture. It is also a distinct personal pleasure to be here. Over the past 15 years I have made periodic trips to England to visit the aircraft companies, to witness the spectacular Farnborough displays of the S.B.A.C. and to attend the Anglo-American Conferences of the Royal Aeronautical Society and the Institute of the Aeronautical Sciences. This has afforded opportunities to observe and admire the rapid progress you have made in aeronautics, the brilliant achievements of British engineers and scientists and, more importantly, the chance to make and deepen warm and valued friendships. The joint meetings of the Society and the Institute are proving to be fruitful ground for the exchange of ideas and for becoming better acquainted. May I express the sincere wish that I shall have the pleasure of welcoming many of you to the Seventh Anglo-American Conference which will be held in October 1959 in New York.
Emergency Passenger Oxygen Systems
Authors: Crowe N.
Published: July 2016

With modern air liners flying at altitudes of 20,000 ft. or more, the question of passenger safety in the event of pressure cabin failure has become a real problem. Should failure occur, the Captain of an air liner flying over the sea, or difficult country, would have to decide between exposing his passengers to the anoxic effects of high altitude or of accepting the increased fuel consumption which would result from flight at a lower altitude.

An Emergency Passenger Oxygen System to enable the flight to continue at an altitude where fuel consumption would not be excessive has been developed recently by the Walter Kidde Co. Ltd. in conjunction with the Scott Aviation Corporation of America. The Mask Presentation Units included with this system are unobtrusively located in the luggage rack and, in the event of pressure cabin failure, an oxygen mask is automatically presented in front of the head of each passenger. It is then only necessary for the passenger to pull the mask on to his face to obtain a supply of oxygen at sufficient flow to safeguard him until the aircraft has been brought down to a lower altitude. In addition, each Presentation Unit includes an attachment point for medicinal or therapeutic oxygen, which is independent of the emergency system, and from which a supply is always available. Leakage from these points when not in use is prevented by self-sealing outlets. The Presentation Units are easily removable for overhaul purposes, and can be adjusted for a change of seat layout. A manually operated cock enables a crew member to operate the system if necessary. Fig. 1 illustrates the system in use.
The Art of Developing Aero-Engines
Authors: Lovesey A. C.
Published: July 2016

The first ten years following the end of the First World War saw a steady “run down” in the armed forces and during this period what still existed in the field of aero-engine development was inspired, mainly, by participation in long range pioneering flights, distance records and international speed events—such as the Schneider Trophy Contest.

Research and development were limited by the funds available and it was not until about 1935, when the Government decided on an “all out” policy to re-equip the Royal Air Force with equipment to match the growing aerial strength of Germany, that aero-engine development received the support it needed. It was somewhere in this period that marked the “renaissance” of the development of aero-engines.
The American Aircraft Industry
Authors: Douglas Donald W.
Published: July 2016

The Kinship of the English-speaking peoples, our common heritage of democratic ideals, and our close military alliance have created a unique relationship between the British Commonwealth and the United States. I know we both value it highly.

I am mindful of this in, saying that I feel that I am among friends here and that I appreciate your warm hospitality. Incidentally, my father received the same warm hospitality from you a quarter of a century ago when he delivered the twenty-third Wilbur Wright Memorial Lecture in 1935.
High Speed Flow Through Wire Gauzes
Authors: Morgan P. G.
Published: July 2016

The Flow of Fluids through screens has been widely studied with particular importance being attached to the measurement of the pressure drop caused by a screen and its relation to the screen geometry and the flow conditions. The majority of the investigations have been carried out on wire gauze screens mounted in ducts with air passing through them, the static pressure being measured on either side of the gauze. Attempts have been made by Weighardt Annand and Grootenhuisto correlate the gauze geometry with the pressure drop and to enable the pressure loss over a given screen and with given flow conditions to be predicted.
Experimental Facilities and Measuring Techniques
Authors: Holder D. W.
Published: July 2016

Some of the aerodynamic problems that arise in flight at hypersonic speeds can be studied experimentally with wind tunnels and measuring techniques that do not differ in principle from those used for research on supersonic flow. If, however, it is required to simulate the very high temperatures of hypersonic flight, it is usually necessary to use heaters and tunnels of unconventional design, frequently having a very short running time, or to make tests with a model launched or propelled at high velocity.

The short running times sometimes involve the use of measuring techniques that differ considerably from those of conventional wind tunnel practice. Also, in the presence of high temperature, real gas effects, it is sometimes necessary to measure additional quantities in order to define the state of the gas. The paper contains a brief introductory review of these topics, and of the extent to which experimental test facilities can reproduce the conditions of full-scale hypersonic flight.
General Characteristics of Hypersonic Flow Fields
Authors: Cox R. N.
Published: July 2016

The object of this paper is to give a brief account of the development of the study of hypersonic flow over the past three decades, and to stress some of the ways in which hypersonic flow differs from supersonic flow. In some of the early work on the subject a wrong emphasis was given to the study of flows with attached shock waves and to the nature of the shock boundary layer interaction problem, and it is only quite recently, mainly as a result of experimental work, that it has become possible to obtain a balanced picture of the important features of hypersonic flow fields. In the present paper real gas effects are not taken into account; in general, the inclusion of these effects will not markedly alter the picture given.
Summary of the Discussion
Authors: Beadle Beryl E.
Published: July 2016

During the discussion the point was made by a speaker from the Industry that he had come to the meeting to learn; that many of the audience of 200 agreed with him was reflected in the discussion, for, of the 23 who participated 19 were from the research establishments and universities.
Aircraft in Agriculture
Authors: Scott R. H.
Published: July 2016

Of the million acres occupied for farming in New Zealand approximately million acres or 66 per cent are too steep to be cultivated by implements. The productive capacity of much of this country can be improved by oversowing with clovers and grass seed, and the application of superphosphate, but there was little opportunity to do this on an extensive scale other than spreading laboriously by hand until aircraft were used for the purpose.
Some Aspects of Engine Noise
Authors: Lloyd P.
Published: July 2016

Although a great deal has been said and written in the past eight years or so about engine noise, previous discussion has been very largely concerned with the physical aspects of jet noise and with the possibility of suppressing it by means of special propelling nozzles and ground mufflers. There is however another, and in general a better, way of dealing with jet noise, namely by using engines of low specific thrust, i.e. of low exhaust velocity and one purpose of the paper is to examine the possibilities of such engines. This leads to a consideration of blade noise from fans and turbines for as jet noise is reduced this tends to become the dominant factor. But first of all it is necessary to re-examine the nature of the noise problem.
Some Recent Progress in Air Survey With Particular Reference to Newly-Developed Territories
Authors: Smith W. P.
Published: July 2016

The Fifteenth British Commonwealth Lecture “Some Recent Progress in Air Survey with Particular Reference to Newly- Developed Territories" was given by W. P. Smith, M.B.E., B.A., F.R.I.C.S. before the Royal Aeronautical Society at the Institution of Mechanical Engineers on 19th November 1959. Mr. Peter G. Masefield, M.A., F.R.Ae.S., Hon.F.I.A.S., President of the Society, presided. Introducing the Lecturer the President said: This lecture was the second of their four premier named annual lectures. The first was the traditional Wilbur Wright Lecture, the second this Commonwealth Lecture, the third was the Louis Bleriot Lecture and the fourth the Lanchester Memorial Lecture. Five years ago, as many of them would recall, His Royal Highness, Prince Philip, the Duke of Edinburgh, honoured them by giving the Commonwealth Lecture on ”Aviation and the Development of Remote Areas.“He thought that they could say that the subject of Mr. Smith's Commonwealth Lecture was in some ways a projection of the Duke of Edinburgh's lecture, under the title "Some Recent Progress in Air Survey with Particular Reference to Newly- Developed Territories.”

Mr. W. P. Smith was a Director and leading light of Fairey Air Surveys Limited. Naturally as befitted a Commonwealth Lecturer, Mr. Smith was a master of his subject—one could almost say that he was “monarch of all he surveys.” He was a Durham man, born in 1920; he was educated at Wellfield School, Durham, and went up to Oxford and took his degree there. During the War, Mr. Smith was in command of Survey Units in the Royal Engineers and after the War he transferred to the Survey Branch of the Control Commission, in Germany. Then, in 1946 he left the Army to join the new Directorate of Colonial Surveys as a Senior Surveyor, and went to West Africa on the Volta River Project. He worked in Africa for a period and then in 1950 he joined Fairey Air Surveys Limited, then known as the Air Survey Company, as many would remember. He was a General Manager then, and was now a Director. So Mr. Smith had spent all his working life dealing with the subject on which he was going to talk about that evening, and in particular, he had been in charge of that vast Kariba Hydro-Electric Survey, on the Zambesi. They could have no one better to talk about Air Survey, and it was said that “life is the art of drawing sufficient conclusions from insufficient premises.” Air Survey, and the sort of things Mr. Smith was going to talk about was, in some ways, a way of filling in some of those insufficiencies.

He had much pleasure in calling on Mr. Smith to deliver the Fifteenth British Commonwealth Lecture.
The Imperial College Hypersonic Gun Tunnel August 1958—July 1959
Authors: Stollery J. L. , Maull D. J. , Belcher B. J.
Published: July 2016

This paper briefly reviews the progress made with the Imperial College hypersonic gun tunnel since August 1958 when it came into operation. The tunnel and instrumentation are described together with the results of various measurements made both in the barrel and in the working section. More detailed reports will be published later.
The Buckling of a Circular Plate With a Concentric Circular Hot-Spot
Authors: McKenzie K. I.
Published: July 2016

If a circular plate has a concentric circular hot area, there is a critical temperature for this area at which the plate buckles. This temperature is calculated in this note for the case of a clamped plate supported in such a way that the radial stress in the cold part obeys the inverse square law.
Performance Problems in Large Rocket Engines
Authors: Bragg S. L.
Published: July 2016

In the context of this paper, the term “large rocket engines” refers to those liquid propellant engines at present being built for use with ballistic missiles. The engineers concerned with their development however, are always hoping that the same units may be used for launching satellites and for the early stages of space flight.

Now it is axiomatic that in such vehicles the take-off thrust should exceed the weight. On the other hand, common propellant combinations only give an impulse of about 240 pound seconds per pound of propellants. Thus it follows that the duration of one stage of powered flight at constant thrust could not exceed 240 seconds, even if the net take-off acceleration were zero and the whole missile consisted of propellants. Allowing for sensible take-off accelerations, and for the weight of structure, engines and payload, a more realistic figure would be 150 seconds. As re-use of the engine system is not usually contemplated, the entire operational life of a large rocket engine is probably less than three minutes.
The Operational Requirements of Aircraft With Special Reference to the Possible Application of V.T.O.L. and S.T.O.L. Aircraft in Africa South of the Sahara
Authors: Roux A. J. A.
Published: July 2016

There is no doubt that there is a very definite requirement for V.T.O.L. and S.T.O.L. aircraft in Southern Africa. With the increasing tempo of development of the various territories, South of the Sahara, the need for S.T.O.L. and V.T.O.L. aircraft will increase rapidly. The aim of this paper is to point out a number of the requirements and to draw attention to some of the problems to be overcome, in connection with the application of such aircraft.

Statistical data referring to the areas, population densities and surface transport facilities of some of the African territories South of the Sahara, are given in Table I. As far as transportation facilities reflect the degree of development, it is clear that most of these territories are in a relatively underdeveloped state. In recent years, however, there has been an increasing rate of economic expansion in Africa, and with it a growing need for aircraft facilities. Apart from the usual applications, such as for passenger and freight transportation, there are duties, as follows, which are of special importance in Africa.
Face Wrinkling and Core Strength in Sandwich Construction
Authors: Yusuff S.
Published: July 2016

The effect of initial waviness on the wrinkling of faces in sandwich construction is studied. Formulae are derived to determine the failing stress when the faces wrinkle due to failure of the core in tension, compression or shear. The importance of core strength requirements in maintaining surface smoothness is noted. A comparison of theory with experiments is made, and the agreement between the two is found to be reasonably good.

A sandwich construction consists of two thin face layers of high-strength material and a thick core layer of lightweight material. The function of the core is twofold. Firstly, it increases the bending rigidity of the faces and second, it stabilises them so that they will not wrinkle until high stress is reached.
The Australian Sounding Rockets Long Tom and Aeolus
Authors: Bird D. A. H.
Published: July 2016

The advent of the Skylark firings and the more recent trials of ballistic missiles such as the Black Knight firings, have demanded a continuous development of both ground and airborne instrumentation at Woomera Range; this in turn has raised the need for sighter rockets and instrumentation test vehicles with altitude capabilities in the 200,000-500,000 ft. range.

The need is currently being met by the rocket vehicles Long Tom and Aeolus. These rockets are of interest because they represent the first designed and built at W.R.E. that can be classed as high altitude rockets; also, they make possible the provision of relatively cheap and readily available vehicles for upper atmosphere research.
Probing Interplanetary Space
Authors: Greenwood S. W.
Published: July 2016

The problem of launching rockets to explore conditions in interplanetary space formed the subject matter of a previous note by the author. In this note further aspects of such exploration by probes are considered.

The orbits considered in the previous note were elliptic, and touched the orbit of the Earth at the conclusion of each journey around the Sun. For journeys within the Earth's orbit it is of interest to consider the situation in which the probe first enters one of these elliptic orbits and then, at the point of closest approach to the Sun, is placed in a circular orbit around the Sun.
The Operator's View
Authors: James J. W. G.
Published: July 2016

It is singularly appropriate that Mr. Walter Tye should be in the Chair today, not only by reason of his membership of the Air Registration Board, that Cerberus which watches so efficiently over so many aspects of safety in the air, but also for a more personal reason. He recently received the “ Aviation Week “ Award for distinguished service in achieving safer utilisation of aircraft, and I should like to take this semi-public opportunity of adding my congratulations to the many which he has received.

In many of the offices of my airline one finds displayed a small plaque. On it appears, among other words, the legend “Safety is no Accident.” Although I am no great believer in the power of an oft-repeated formula to achieve miracles, I do believe that these words hold within them much of my flight safety philosophy.
Note on Some Applications of the Matrix Force Method of Structural Analysis
Authors: Grzedzielski Alex L. M.
Published: July 2016

The Matrix Force Method is frequently used in the stress analysis of complicated aircraft structures. It assumes as unknown quantities, or redundancies, groups of internal loads, and yields stresses and displacements in terms of a set of unit loads. Lately, this method has been extended to include effects of uneven temperature distribution. With large structures, the method is most effective with high speed digital techniques which allow considerable computational detail to be stored in the computer memory. Theoretically, the method is based on the Castigliano theorem of least work, equivalent formulations being possible. Hence the method is applicable to elastic problems of the first order only, i.e. strains infinitesimal, structural distortions not affecting equilibrium conditions markedly.
An Introduction to the Flow about Plane Swept-back Wings at Transonic Speeds
Authors: Rogers E. W. E. , Hall I. M.
Published: July 2016

A brief survey is made of the way the flow develops about wings with leading edges swept at about 50° as the stream Mach number rises from a subsonic to a supersonic value. The shock pattern which occurs may be complex. Three aspects of the wing flow are discussed in more detail, including the possible conditions for shock-induced separation of the surface boundary layer. The effect of the changing flow pattern on the overall wing lift, drag and pitching moment is commented upon.
Sir Hubert Wilkins, Father of Arctic Aviation
Authors: Grierson John
Published: July 2016

As man's conquest of the air was gathering momentum in the 1920s, there came a longing among explorers of the Arctic, to overfly the icy waters which had hitherto taken such a heavy toll in men and ships. Men who, like Wilkins, had already made their mark in sailing through the ice and walking over the eternal snows, looked to the aeroplane or airship as a wonderful observation platform and as a means of quicker travel. And of the great of many nations who tried their skill and courage in the early attempts to fly across the Arctic, George Hubert Wilkins stands out as greatest of them all.
Some Problems of Polar Missile Control
Authors: Best D.
Published: July 2016

A polar-controlled missile is one in which manoeuvre is carried out by rotations about roll and pitch axes, that is, in the manner of a conventional aeroplane. This paper discusses some problems in the application of this form of control to homing missiles.

In comparison with the alternative Cartesian configuration, this method presents some special design problems. In the former case, it is often possible to resolve the motion into two planes and consider the pitch and yaw control systems as independent two-dimensional problems. This simplification is not possible in the case of polar control and it is usually necessary to consider the whole three-dimensional system. The equations of motion which result are, in general, not susceptible to analysis. Because of this, the design of control systems requires extensive use of simulators.
The Initial Instability of an Elastic Sheet Reinforced by Stringers and Skew Ribs
Authors: Pope G. G.
Published: July 2016

This note is devoted to the analysis of the initial buckling of an elastic sheet reinforced by a uniform non-buckling grid of stringers and skew ribs. The stringers and ribs enter the analysis through their influence on the stresses in the unbuckled sheet. Combinations of the following loadings in the plane of the reinforced sheet are considered: —

(i)

uniform direct loading normal to the ribs,

(ii)

uniform shear loading relative to axes perpendicular and parallel to the ribs.
On the Breakdown at High Incidences of the Leading Edge Vortices on Delta Wings
Authors: Elle B. J.
Published: July 2016

In a recent article, H. Werlé, has described how the free spiral vortices on delta wings with leading edge separation suddenly expand if the incidence is increased beyond a critical value. His description conforms to a great extent with the results, arrived at during an English investigation of the same phenomenon (called the vortex breakdown), but the interpretations of the observations, suggested by the two sources, are different. Against this background it is felt that some further comments and some pertinent high speed observations, may be of interest.
Engines for Supersonic Air Liners
Authors: Jamison R. R. , Lane R. J.
Published: July 2016

The 1,158th lecture to be given before the Society, “Engines for Supersonic Air Liners” by Dr. R. R. Jamison, B.Sc., F.R.Ae.S., A.R.I.C. and Mr. R. J. Lane, Diploma of Graduate Studies (Birmingham), G.I.Mech.E., of Bristol Siddeley Engines Ltd., was given on 24th March 1960, at the Institution of Mechanical Engineers, 1 Birdcage Walk, London, S.W.I. The Chair was taken by Air Commodore F. R. Banks, C.B., O.B.E., C.G.I.A., F.R.Ae.S., Hon.F.I.A.S., M.I.Mech.E., M.Inst.Pet., Vice-President of the Society.

Introducing the lecturers, Air Commodore Banks said that after receiving his education at the South African College and the University of Cape Town, Dr. Jamison joined Rolls-Royce in 1937 and had remained with that Company until 1950, when he joined Bristol Aero-Engines Ltd.–now Bristol Siddeley Engines Ltd. He was Assistant Chief Engineer and Head of the Ram-jet Department and since 1950 had been working on ram-jet development. He and his team were regarded as the specialists in this country–and probably in Europe– on controllable ram-jets. Mr. Lane, joint author with Dr. Jamison of the lecture, had graduated from the University of Birmingham and had served his apprenticeship at the Royal Ordnance Factory before joining Bristols. He was now working on ram-jet dynamics and gas-dynamics of ram-jets with Bristol Siddeley Engines Ltd.
Structural Aluminium Alloys For High Speed Flight
Authors: Doyle W. M.
Published: July 2016

There is a scarcity of specific design data which can be presented to the aircraft designer to enable him to assess the most suitable structural aluminium alloy for a high speed civilian transport aircraft. The problem is essentially due to the relatively low range of elevated temperatures, in which he is interested, coupled with the very long life requirements for a commercial transport aircraft flying at speeds at which it is possible to consider the use of aluminium alloys.

Although the firm with which the author is associated has a vast experience in the development and knowledge of aluminium alloys for aero-engine and gas turbine purposes, it has never been required, in the past, to consider engine applications much below about 200°C, and the design data, which was determined over many years and provided as a service, satisfied the engine designers if the period of test was up to 1,000 hours. On the other hand, to the designer of aircraft for subsonic flight, kinetic heating is no problem at all, and he is quite satisfied with a knowledge of the room temperature properties of the various alloys.
The Difference Function Approach to the Overall Aerodynamics of Guided Missiles
Authors: Forster C. A. , Southgate A. C.
Published: July 2016

With cruciform missiles it is usual to express overall aerodynamic forces and moments in terms of aileron, elevator and rudder angles. It is shown that an alternative formulation in terms of individual control angles is both more general and more revealing.

The fundamental assumption is that the overall coefficients can be expressed sufficiently accurately as the sum of independent control effects and of the mutual interference between adjacent controls. This assumption has been found to be valid over quite wide regions of supersonic Mach number, body incidence and control deflection for some typical cruciform rear control missiles. In principle the method applies at all speeds and to all types of layout, but it seems likely to be less widely applicable at subsonic and transonic speeds and to moving wing and canard layouts. The region of applicability is ultimately a matter of experimental investigation for each missile.

This new approach gives a clearer understanding of cross-coupling effects, simplifies and improves the accuracy of a mathematical model of the aerodynamic characteristics, and facilitates the interpolation of wind tunnel test measurements. These measurements are made on configurations with two adjacent controls deflected and the other two controls either always undeflected or always removed. The test programme can be matched more easily to the aerodynamic characteristics, and the testing time is much the same or significantly less than for a comparable programme involving combinations of aileron, elevator and rudder settings. Greater demands on experimental accuracy are imposed, however.

There is considerable scope for research work in investigating the applicability of the new technique to various types of missile layouts and to assessing the relative merits of having the two dummy controls undeflected or removed.
Ideal Points and American Political Development: Beyond DW-NOMINATE
Authors: Bateman David A. , Lapinski John
Published: July 2016

This article aims to persuade historically oriented political scientists that ideal point techniques such as DW-NOMINATE can illuminate much about politics and lawmaking and be very useful to better understanding some of the key questions put forward by American political development (APD) scholars. We believe that there are many lines of inquiry of interest to APD scholars where ideal point measure could be useful, but which have been effectively foreclosed because of the assumptions undergirding DW-NOMINATE. In particular, we focus on three issues as particularly important: (1) the assumption of linear change; (2) the collapsing of distinct policy issue areas into a single “ideology” score; and (3) an agnosticism toward policy development, institutional context, and historical periodization. We go over these issues in detail and propose that many of these concerns can be addressed by taking seriously the proposition that policy substance, historical and political context, and the temporal dimension of political processes be integrated into the core of our measures and analyses. We also discuss a set of techniques for addressing these issues in order to answer specific questions of broad interest to both APD scholars and other Americanists.
I did eat my vegetables. Agreement between parent and child food intake diaries
Authors: Rangelov Natalie , Suggs L Suzanne , Marques-Vidal Pedro
Published: July 2016

Objective

To assess the level of agreement between children and their parents when reporting a child’s food consumption.

Design

Cross-sectional study in which children and parents independently completed 7 d food diaries describing the foods and drinks the child consumed at every meal and snack. The association between child and parent reporting was assessed for nineteen food groups using Kendall’s tau-b non-parametric correlations, Spearman’s rank correlations, kappa coefficients and Lin’s concordance measure of agreement. Results were also stratified by gender of the child and his/her grade at school.

Setting

Households in Ticino, Switzerland, April–June 2014.

Subjects

Two hundred and ninety-nine children aged 6–12 years and one of their parents participated, with 264 providing complete data (35 % completion rate).

Results

Results showed a high level of agreement between child and parent reporting. Spearman correlations ranged from 0·55 (sauces) and 0·57 (fatty meat) to 0·80 (fruit), 0·83 (starchy foods) and 0·84 (pastries). All nineteen Spearman correlations were significant at the 0·001 level. Kendall’s tau-b correlations ranged from 0·44 (fat meat) to 0·81 (puff pastry). Kappa values showed low to high levels of agreement, ranging from 0·15 (sweets) to 0·77 (puff pastry). Lin’s concordance correlation coefficients ranged from 0·39 (whole grains) to 0·86 (puff pastry).

Conclusions

When assessing the eating behaviour of children using a 7 d food diary, children’s reports might be as reliable as their parents’.
EXCLUSIVELY INDEXICAL DEDUCTION
Authors: DEKKER PAUL
Published: July 2016

This paper presents a proof system for discourse representation theoretic reasoning and dynamic predicate logical inference. It gives a sound and complete characterization of the dynamic declaration of discourse referents and the essentially indexical means to refer back to them. The indexical outlook upon discourse reference is argued to further our understanding of some issues deemed relevant both theoretically (philo-logically) and practically (computationally).
Supplementation of Diabetic Rats with Leucine, Zinc, and Chromium: Effects on Function and Histological Structure of Testes
Authors: Kolahian Saeed , Sadri Hassan , Larijani Amir , Hamidian Gholamreza , Davasaz Afshin
Published: July 2016

Abstract. The objective was to study whether leucine, zinc, and chromium supplementations influence function and histological structure of testes in a rat model of type 2 diabetes. Seventy seven adult male rats were categorized into 11 groups of 7 animals each: (1) nondiabetic (negative control); (2) non-treated (positive control); (3) treated with insulin; (4) treated with glibenclamide; (5) treated with leucine; (6) treated with zinc; (7) treated with chromium; (8) treated with leucine + zinc; (9) treated with leucine + chromium; (10) treated with zinc + chromium; (11) treated with leucine + zinc + chromium. In the non-treated group, hyperglycemia severely damaged testes morphology as well as the spermatogenic process. Diabetes induction decreased testicular length, height, width, volume, total number of epididymal sperm, and number of live sperm. Seminiferous tubules of diabetic rats showed a decrease in diameter of tubules and height of epithelium. Diabetes induction decreased the number of cells (spermatogonia, spermatocyte, spermatid, and Sertoli) in cross sections of seminiferous tubules. Administration of nutritional supplements to the diabetic rats improved testes morphology and reversed, although not completely, impairment of spermatogenesis. Treatment with nutritional supplements increased testicular length, height, width, and volume. All treatments increased the number of live sperm and the total number of epididymal sperm. Furthermore, nutritional supplements increased diameter of tubules, height of epithelium, and the number of cells in seminiferous tubules. These alleviating effects were more pronounced in animals treated with the leucine-zinc-chromium combination. The present results demonstrate beneficial effects of zinc, leucine, and chromium supplements to improve testes morphology and to restore spermatogenesis in type 2 diabetic rats.
Medikationssicherheit im Home Care Bereich
Authors: Meyer-Massetti Carla , Krummenacher Evelyne , Hedinger-Grogg Barbara , Luterbacher Stephan , Hersberger Kurt E.
Published: July 2016

Zusammenfassung. Hintergrund: Obwohl medikationsassoziierte Probleme zu den häufigsten unerwünschten Ereignissen im Gesundheitswesen gehören, ist nur wenig über ihre Art und Prävalenz im Home Care Bereich bekannt. Die Verwendung eines Critical Incident Reporting Systems (CIRS) für eine kostengünstige und effiziente Erfassung von Medikationsfehlern zur späteren Trendanalyse ist in der stationären Versorgung etabliert, im ambulanten Bereich aber noch wenig verankert. Empfehlungen zum Format existieren kaum. Ziel: Das Ziel dieser Arbeit war, ein Fehlermeldesystem spezifisch für die Erfassung der Medikationssicherheit im Home Care Bereich zu realisieren. Methode: Am Beispiel einer Schweizer Spitex-Organisation wurde ein manuelles CIRS für den Home Care Bereich literaturbasiert entwickelt, pilotiert und implementiert. Resultate: Das finale Formular lieferte bei guter Akzeptanz durch die Mitarbeitenden und limitiertem Zeitaufwand erste qualitative Hinweise zu Medikationsfehlern im Home Care Umfeld. Am häufigsten erfolgten Meldungen zum Prozessschritt «Richten» (Vorbereiten der Medikamente) in Form von Unterlassung (30 %), falscher Dosierung (17,5 %) und falschem Zeitpunkt (15 %). Als Hauptursache für Fehler gaben die meldenden Personen die Arbeitsbedingungen an (37,9 %), wobei insbesondere Unaufmerksamkeit (68,2 %), Zeitdruck (22,7 %) und Unterbrechungen durch den Klienten (9,1 %) die Auslöser waren. Schlussfolgerungen: Diese Hinweise waren nützlich für eine Trendanalyse, um zukünftige Interventionen zu planen. Hinsichtlich des Systems ist die Weiterentwicklung zu einem elektronischen CIRS wünschenswert, um den Zeitaufwand für Erfassung und Auswertung zu optimieren und eine nationale Verknüpfung der Fehlermeldungen zu ermöglichen.
Single-pixel three-dimensional imaging with time-based depth resolution
Authors: Sun Ming-Jie , Edgar Matthew P. , Gibson Graham M. , Sun Baoqing , Radwell Neal , Lamb Robert , Padgett Miles J.
Published: July 2016

Time-of-flight three-dimensional imaging is an important tool for applications such as object recognition and remote sensing. Conventional time-of-flight three-dimensional imaging systems frequently use a raster scanned laser to measure the range of each pixel in the scene sequentially. Here we show a modified time-of-flight three-dimensional imaging system, which can use compressed sensing techniques to reduce acquisition times, whilst distributing the optical illumination over the full field of view. Our system is based on a single-pixel camera using short-pulsed structured illumination and a high-speed photodiode, and is capable of reconstructing 128 × 128-pixel resolution three-dimensional scenes to an accuracy of ∼3 mm at a range of ∼5 m. Furthermore, by using a compressive sampling strategy, we demonstrate continuous real-time three-dimensional video with a frame-rate up to 12 Hz. The simplicity of the system hardware could enable low-cost three-dimensional imaging devices for precision ranging at wavelengths beyond the visible spectrum.
Patients with genetically heterogeneous synchronous colorectal cancer carry rare damaging germline mutations in immune-related genes
Authors: Cereda Matteo , Gambardella Gennaro , Benedetti Lorena , Iannelli Fabio , Patel Dominic , Basso Gianluca , Guerra Rosalinda F. , Mourikis Thanos P. , Puccio Ignazio , Sinha Shruti , Laghi Luigi , Spencer Jo , Rodriguez-Justo Manuel , Ciccarelli Francesca D.
Published: July 2016

Synchronous colorectal cancers (syCRCs) are physically separated tumours that develop simultaneously. To understand how the genetic and environmental background influences the development of multiple tumours, here we conduct a comparative analysis of 20 syCRCs from 10 patients. We show that syCRCs have independent genetic origins, acquire dissimilar somatic alterations, and have different clone composition. This inter- and intratumour heterogeneity must be considered in the selection of therapy and in the monitoring of resistance. SyCRC patients show a higher occurrence of inherited damaging mutations in immune-related genes compared to patients with solitary colorectal cancer and to healthy individuals from the 1,000 Genomes Project. Moreover, they have a different composition of immune cell populations in tumour and normal mucosa, and transcriptional differences in immune-related biological processes. This suggests an environmental field effect that promotes multiple tumours likely in the background of inflammation.
End-Cretaceous extinction in Antarctica linked to both Deccan volcanism and meteorite impact via climate change
Authors: Petersen Sierra V. , Dutton Andrea , Lohmann Kyger C.
Published: July 2016

The cause of the end-Cretaceous (KPg) mass extinction is still debated due to difficulty separating the influences of two closely timed potential causal events: eruption of the Deccan Traps volcanic province and impact of the Chicxulub meteorite. Here we combine published extinction patterns with a new clumped isotope temperature record from a hiatus-free, expanded KPg boundary section from Seymour Island, Antarctica. We document a 7.8±3.3 °C warming synchronous with the onset of Deccan Traps volcanism and a second, smaller warming at the time of meteorite impact. Local warming may have been amplified due to simultaneous disappearance of continental or sea ice. Intra-shell variability indicates a possible reduction in seasonality after Deccan eruptions began, continuing through the meteorite event. Species extinction at Seymour Island occurred in two pulses that coincide with the two observed warming events, directly linking the end-Cretaceous extinction at this site to both volcanic and meteorite events via climate change.