bluuebunny/crossref_metadata_2025 huggingface dataset:
The Problem of Detonation
Authors: Serruys M.
Published: February 2008

THERE is probably no one among those listening to me this evening who does not know, or who has not realised through personal experience, the importance of the problem of detonation in internal combustion engine technique. Indeed, since petrol engines have been working on the Beau do Rochas cycle, the phenomenon of “knocking” has been an obstacle—which has gradually been driven into the background, it is true, but which is really insurmountable—to the increase in compression which is recommended by thermodynamics and which experience has shown to produce an increase in output equal to, and even slightly in excess of, the calculated theoretical value.
Aeroplane Undercarriages
Authors: Jones E. , Cook F.G.R.
Published: February 2008

FROM the conventional wartime under‐carriage consisting of a straight through axle suspended on bracing struts by shock absorber cord has developed the complex modern undercarriage which is required to absorb the energy of descent, provide smooth taxying and the braking effort, and disappear when not in use. These requirements have brought in their trail a collection of hydraulic, pneumatic and electrical auxiliaries and a comprehensive treatment of the subject would assume some magnitude. This paper therefore summarises existing practice to some extent, and presents some notes on various design aspects which, it is hoped, will prove informative.
Modern Poppet Valve Problems
Authors: Wood Ernest
Published: February 2008

IN spite of the advantages of the sleeve valve engine the poppet valve engine is still produced in large numbers, and this position seems likely to be maintained for some time. Consequently a critical discussion of poppet‐valve problems and considerations from the metallurgical aspect will not be considered untimely, especially as the discussion is based on a fairly extensive first‐hand experience of high output engines.
The New Transformed Wing Sections
Authors: Piercy N.A.V. , Piper R.W. , Whitehead L.G.
Published: February 2008

THE recently developed families of mathematical wing profiles have already been investigated theoretically in two papers. It is hoped, however, that these sections will not be confined to purely scientific work, but will find a place in design. A description in more practical terms is therefore of interest.
A Torque‐Reaction Test Stand
Authors: Kleinsorge W.
Published: February 2008

AMONG the appliances used for development testing of aircraft engines, the torque‐reaction test stand has always been important. The principle of the torque‐reaction test stand is so simple and readily understood, that despite the practical defects of earlier designs, and concurrently with the development of test stands on different principles, engineers have tried again and again to perfect the torque‐reaction type so as to satisfy all the practical and meteorological requirements of test bed working.
Notes on Welding Practice
Authors: Waterhouse J.G. , Mowbray A.R.
Published: February 2008

THE subject of welded structures in aircraft as compared with that of riveted ones necessarily affects two schools of designers. It is contended that under modern conditions and requirements the welded structure has definite merits over its rival, provided that it is tackled with the correct technique. Therefore it should be borne in mind that the welded structure must be designed for the process and not, as some designers suppose, be improvised for jobs where riveting or bolting was previously employed. Even with this limitation, there is great scope in many fields of metal construction for the use of welding.
Aerodynamic Design
Authors: Miles F.G.
Published: February 2008

A PHYSICIST addressing an informal gathering recently was asked by one of his audience if lie could put Einstein's relativity theory in a nutshell. The task of covering in one short article the whole realm of problems which arise in the aerodynamic design of an aeroplane to‐day, though not so exacting, is still formidable. Fortunately a learned scientific thesis on every aspect, even were space available, is undesirable; for I am sure it will be agreed that a too meticulous or detailed study of even a few of the problems would only obscure the main issue, which is to discuss our present ideas on aeroplane design from the aerodynamic point of view and to indicate the direction in which they are likely to lead us.
The Skilled‐Labour Problem
Authors: Watson W.F.
Published: February 2008

THE Government's reported decision to make a still further increase in the expansion programme over and above that already in force under Scheme L must again give prominence to the perplexing problem of how to get a continuous supply of properly trained skilled labour.
The Progress of the French Industry
Authors: de la Combe M.
Published: February 2008

AN official declaration of the French Air Ministry made known on May 5 that the production of aircraft had reached, and even surpassed, the scheduled figures for the two previous months.
Shell Construction with Longitudinal Panels
Authors: Rethel W.
Published: February 2008

The Arado method of construction was evolved with the following objects in view: (1) Manufacture of a shell type fuselage with double curvature by a method avoiding panel beater work while obtaining an accurate adherence to given contour lines. (2) Use of normal tools without any special fittings. (3) Standard parts which can be used for several types of fuselages. (4)Adaptability to machine riveting or to electrical spot welding. (5) Use of strip material for the shell skin‐planking.
Mixture Distribution and Volatility
Authors: Peletier L.A. , Tops J.L. , Baron van Heeckeren W.J.
Published: February 2008

THERE has recently been a marked tendency in aviation petrol specifications (particularly in the U.S.A.) to demand fuels of increasing volatility. The idea behind this is that the higher the volatility the better the distribution of the fuel and, therefore, the more uniform the mixture delivered to the various cylinders wjll be.
Air‐Intake Efficiency
Authors: Riess S.
Published: February 2008

WITH the increasing speed of modern aircraft it becomes pertinent to give some more thought to the correct shaping of carburettor air‐intakes.
Welding Technique in Aircraft Construction
Authors: Queitsch Kurt
Published: February 2008

The welding of light alloys is governed by different rules from those for steel.
Engineering Experimental Aeroplanes
Authors: Hite Walter A.
Published: February 2008

EXPERIMENTAL, engineering may be considered as the cornerstone of the aeronautical industry, regardless of the fact that the very nature of the work involved often calls for large expenditures without prospect of immediate return. Unlike engineering, the sales of a new model are not answerable to any known formulæ, making it necessary to consider that all capital invested in an experimental project may be lost, unless sales sufficient to defray all development costs are realized.
Polar Diagrams for Airscrew Design
Authors: von Doepp Ph.
Published: February 2008

IN the majority of cases, the performance of a new airscrew design is estimated by making use of other test results, already known, and which are recalculated for the particular case in question by applying the laws of similarity.
The D.V.L. Hub Dynamometer
Authors: Gilbert E. , Ulrich W.
Published: February 2008

WITH the development of the high‐altitude aero‐engine the creation of a reliable and simple means of measurement for the determination of the power output in flight becomes a primary necessity. Apart from the fact that the results obtained in flight afford an immediate and exact indication of the actual operational stresses and avoid the errors of mathematical conversions, such a method has the advantage of producing quickly and directly, with normal apparatus, results which otherwise could only be obtained on special test stands with considerable expenditure in time and money.
Faults in Light‐Metal Castings
Authors: Bollenrath F. , Schiedt E.
Published: February 2008

SOME faulty castings of aluminium—and magnesium—alloys were partly statically loaded and partly dynamically loaded in imitation of operational conditions, up to the point of rupture. From the test results it was possible to obtain some basic facts for the estimation of casting faults.
Tricycle Undercarriage Development
Authors: Wernitz W.
Published: February 2008

IN the U.S.A. the development of the tricycle undercarriage has made very rapid progress. Low‐powered aeroplanes fitted with a nose‐wheel have exhibited remarkable properties and led to investigations on the application of this type of undercarriage to larger and faster machines. These investigations covered several years, as the influence of the nose‐wheel on modern high‐speed aeroplanes was not fully understood; a new principle of design had to be obtained for which complete calculation was not possible, since no details of the loadings were available (first methods proposed for reception of loads—1938) and finally there remained the difficulty of finding room for the nose‐wheel since the nose of the aircraft was utilized for other purposes. For these reasons firms sucli as Boeing and Glenn L. Martin have not produced any tricycle undercarriage design up to the present. On the other hand, almost all the firms in the neighbourhood of Los Angeles, which is the centre of production, have included nose‐wheels in their design and even for military aircraft it does not appear likely that the tail‐wheel will be used in any new design.
The Design of Jigs for Metal Aeroplanes
Authors: Griebschf F.
Published: February 2008

WHEN, in recent years, the German all‐metal aircraft industry entered a new stage of development, the problems concerning the arrangement of jigs had to be examined anew or pushed forward to a much greater extent by a large number of the firms entering this sphere for the first time, or by those subject to very rapid expansion. Naturally, the basic principles learned during a long period of development were partly utilized, but they were also partly neglected. This development process includes the years up to 1933, particular attention being given to inter‐changeability. The possibilities of the present much larger production have had the result of ideas, often previously considered for other reasons (and in particular the repeated use of the same part and mobility of the jig‐units), appearing in a new light. It is necessary to obtain a fresh general view of the technical principles underlying the vast modern sphere of operations. For this purpose, the points of importance in the modern arrangement of large jigs will be dealt with briefly. The illustrations used in this explanation originate from the first years of the development of aeroplane production. They are taken from the records of the Junkers Flugzeug und Motorenwcrke A.G. and include basic designs protected by patents.
The Shape of Piston‐Ring Grooves
Authors: Mickel E.
Published: February 2008

THE tendency towards increased engine performance combined with the lowest possible constructional weight has resulted in the stresses on pistons being carried to the extreme limits of fatigue strength. Further, it has always been the aim to raise the limits of fatigue strength as far as possible. These problems may be approached from the materials aspect, but, by improvement in production methods (i.e. from the workshop side), much advantage may be derived from the materials available while continuing to use present designs.
Pressings in Aeroplane Construction
Authors: Ritter† E.J.
Published: February 2008

A GREAT deal of development has already been made in the technique of drawing iron, steel, brass, copper and aluminium, whereas the drawing of light alloys—particularly those, like duralumin, of high strength values is still in need of further development.
Gradient‐Assisted Take‐Off
Authors: Isermann R. , Beck E.
Published: February 2008

In the spring of 1937, take‐off tests down slopes of various gradients were carried out by the Flug‐technisch Institut. The gradients reached up to 35 deg. The experimental results are compared with calculation. The efficiency of this method of take‐off, together with its advantages and disadvantages, is investigated.
A Differential Control‐Unit
Authors: Burger F.E.
Published: February 2008

THE purpose of this article is to describe a useful variable velocity‐ratio unit suitable for inclusion in flying‐control circuits of aeroplanes, and to provide sufficient of a mathematical analysis to assist designers in the accurate production of such a device. Worked examples are included to illustrate the procedure, and draughtsmen should find these helpful and preferable to a trial and error method of layout on the drawing board.
The Szydlowski‐Planiol Supercharger
Authors: Métral Albert
Published: February 2008

THE adaptation of aero‐engines to high altitude flight raises serious problems in connexion with the supercharger. This article is not concerned with a justification of the interest shown, but with the theoretical necessity for the compressor—the supercharging function of which is the practical expression of the research for constant torque.
Engine‐Airscrew Vibrations
Authors: Kearns Charles M.
Published: February 2008

IN a previous paper, attention was called to the general behaviour of the vibratory system comprising the aeroplane‐engine‐airscrew combination. Types of vibration frequently encountered were described and a brief resumé of damping, excitation, and natural frequency effects was given. It is the purpose of this paper to review the general problem in light of current practice and to discuss in some detail certain observations made in the course of experimental study of the complete problem.
Synthetic Rubber Development
Authors: Garner T.L
Published: February 2008

THE term synthetic rubber is strictly related only to a product which is physically and chemically indistinguishable from natural rubber; no material has been developed fitting such a definition and synthetic substances which possess properties approximating to those of the natural product are generally regarded as synthetic rubbers. More exact definition has been attempted by many authors in particular to so‐regard only those products which are capable of vulcanization, thus turning from plastic to clastic bodies. No new word describing the synthetic bodies has been accepted and it will now prove difficult to divorce the term “synthetic rubber” from any material showing reasonably comparable properties with natural rubber.
Automatic Riveting in Aeroplane Construction
Authors: Plock C.H.
Published: February 2008

IN airframes of all‐metal construction an exceedingly important part is played by the riveting; e.g. no fewer than 250,000 rivets arc needed for the construction of a Focke‐Wulf “Condor.” It will be understood therefore why, with the increasing demands being made on the rate of aircraft production, the question of riveting methods receives such special attention. The object is, to save man‐hours, and thus to increase the rate of production.
Drop Stamping Small Parts
Authors: Hutton H.
Published: February 2008

THE drop stamp has been used extensively and with considerable success in aircraft construction for the forming of large panels. But its use on smaller components has been neglected and largely ignored. This can be accounted for by the fact that most of the drop hammers installed in aircraft factories are for large work and require some time to tool up.
Magnesium Alloys in the Aircraft Industry
Authors: Mathes John C.
Published: February 2008

THE use of magnesium alloys in aeroplanes and engines has increased to the extent that they have become a significant factor in the rapidly expanding aircraft industry. In view of this, a general review of their development, a summary of their present applications, and an indication of how they may be utilized even more widely in the future offers a timely subject. In discussing it, the writer has omitted tables giving physical and chemical properties of the various alloys; as these are adequately covered by Army, Navy, or S.A.E. Specifications and because the paper presented at this meeting last year by Mr. L. B. Grant included tables of such properties as well as information on current shop and fabricating practices in the aircraft industry.
The Me 109 Radio Installation
Authors: Lear W.P.
Published: February 2008

The equipment described in the following article was installed in a German Messerschmidt 109 shot down over the Thames estuary. The aeroplane was shipped to the United States through arrangements made by Mrs. Winston Churchill, honorary sponsor of “Bundles for Britain.” Upon its arrival Lear engineers removed the radio apparatus, and the equipment was thoroughly tested by Mr. Lear in his laboratories at Lear Avia, Inc., Piqua, Ohio. A covering note accompanying the article says: “Mr. Lear's report on the German radio equipment stressed four points: (1) The Germans have apparently ‘frozen’ their military radio design since 1933, and standardized their tubes and components for ease of mass production and servicing. (2) Shortages of war materials are indicated by the use of ceramics instead of plastics, fibre instead of rubber and special alloys instead of aluminium. (3) The extremely limited range of the transmitter (around 5 miles) and the provision for higher power output, indicate that most German warplancs in a given squadron can talk only to one another, while only the leader can communicate with his base. (4) German aircraft radio apparatus found in the Messerschmidt cannot pass U.S. Government lest for even commercial radio equipment, and weighs more than comparable American apparatus.”
Automatic Riveting in Aeroplane Construction
Authors: Von Zeerleder A.
Published: February 2008

THE heat‐hardened, so‐called “strong,” aluminium alloys such as Avional and Duralumin, require a special technique in making joints. In the common aircraft steels permanent joints are usually made by welding, but this method is only applicable to hardened aluminium alloys to a limited extent, since the unavoidable heating of the joint may destroy the strength of the material—whether produced by annealing at 500 deg., quenching in cold water, and subsequent ageing at room temperature, or by artificial “ageing” at a temperature of about 150 deg. for several hours. Such loss of strength being usually undesirable, riveting must in the majority of cases be substituted for welding; although in recent practice spot welding has come into use, particularly for thin material up to about 1–5 mm. In that case, the heating is only quite local and of short duration, and the resulting loss of strength inconsiderable.
Design and Production Technique
Authors: Schroeder A.J.
Published: February 2008

IT is not an easy task for either designer or production engineer to find at once the best possible and the most economic method of manufacturing a part, taking into consideration that there are so many various cases which may arise in any problem of construction. Even if both parties, relying upon their knowledge of materials, of methods of working, and of the general resources in design (such as types of drawing, standardization, etc.) strive to attain the end in view, they have to take into account numerous empirical values which have resulted from practice as useful hints for increasing the quality, and reducing the cost, of production. Every constructor, no matter whether designer or production engineer, must constantly bear in mind such knowledge in order to eliminate mistakes which frequently recur in respect of design and production technique.
Retractable Undercarriages
Authors: Perriches A.A.
Published: February 2008

THE problem of undercarriage retraction has now been completely solved, and difficulties may occur only when the wheel has to be stowed flat under the wing as the motion generally requires a rotation about the centre line of the shock absorber.
The Elastic Constants of Plywood
Authors: Hearmon R.F.S.
Published: February 2008

DIRECT observation (see Fig. 1) on a strip of veneer cut at an angle other than 0 deg. or 90 deg. to the grain shows that a bending moment parallel to the long axis of the strip is accompanied by a twist, in addition to the usual bending, and further, that the resistance to bending is higher when the accompanying torsion is prevented than when it is permitted. Similar phenomena are observed when the strip is subjected to a pure twist about the long axis; the distortion is again a combination of flexure and torsion, and a higher resistance to torsion is obtained when the accompanying bending is suppressed than when it is permitted.
The Junkers Ju 211 Aero‐Engine
Authors: Oldberg Sidney , Ballt Thomas M.
Published: February 2008

THE Junkers 211B engine is one of the three large liquid‐cooled aircraft engines known to be produced in quantity in Germany. It powers the Junkers Ju 88 and Heinkel He 11 IK twin‐engined bombers, the Junkers Ju 87B single‐engined dive‐bomber, and the Focke‐Wulf Fw 200K long‐range 4‐engined bomber, altogether an impressive percentage of the Luftwaffe.
Icing in Induction Systems
Authors: Kimball Leo. B.
Published: February 2008

THE history of carburettor icing dates back over 20 years. The earliest report which we have is a paper published in 1920 by S. W. Sparrow, then of the National Bureau of Standards, in which he described the phenomenon and pointed out that many unexplained aeroplane crashes almost certainly could be attributed to this cause. He described the icing action as giving the pilot' the impression that: “A demon was operating the throttles.”
Carburettor Air‐Scoops
Authors: Mock Frank C.
Published: February 2008

IN our recent intensive efforts to carry aeroplane performance to higher speeds and altitudes, we have encountered many complex problems in apparently simple development of previously satisfactory practice. Ignition, cooling, and fuel vapour control are only a few instances. Similarly, the design of an aircraft carburettor airscoop would appear to offer only elementary questions of design. How to locate the opening where it will receive full air‐speed ram, and how to fair it in with the cowling structure, would seem to lie well within current knowledge; actually there are indications that many present designs could be improved. Likewise, many of our ideas as to the effect of airscoops upon carburation have been derived from the past when carburettors were non‐automatic, requiring continuous re‐adjustment by the pilot as soon as the aeroplane left the ground for changes of air pressure, temperature, and ram, and any accompanying disturbances in the scoop duct system could usually, though not always, be taken care of by the same manual adjustment.
The I.Ae.S. Annual Meetings
Authors: Klemin Alexander
Published: February 2008

THE eleventh annual meeting of the Institute was for the first time held simultaneously in three centres—in New York City at Columbia University, in Detroit at Rackham Educational Memorial, and in Los Angeles at the University of Southern California—from January 25 to 29. The purpose of the three simultaneous meetings was to minimize travel by executives and engineers from important war jobs in the present emergency. The same programme was offered at all three centres, papers being sometimes presented by proxies—experts in the same field as far as possible. In spite of the fact that attendance was divided between three centres, there was splendid representation at each place and a wide range of subjects was covered in the many papers. Naturally these were restricted more to analysis, and technology and information as to the latest design or production features of current aircraft or engines was withheld. The same ban applied to striking developments in accessories, instruments and armaments. All papers had to be approved by the Army or Navy and to be read substantially as written. While off‐the‐record discussions were permitted, these discussions were not made public. In particular there was a ban on comparisons between foreign and American materials, equipment or methods. The formula for control of comparison performance stated that the manufacturer's smooth curve calibrations and performance figures might be quoted, but no Wright field performance figures or data could be revealed. In spite of such restrictions a tremendous amount of valuable technical information was presented to the assembled engineers.
Centrifugal Stresses in Impellers
Authors: Meriam J.L.
Published: February 2008

THE importance of the aircraft engine supercharger is being emphasized by the increasing demands for high altitude performance in the present war. Centrifugal stresses of considerable magnitude are induced in the supercharger impeller by reason of the high rotative speeds necessary to obtain the desired pumping effect. A speed of 20,000 r.p.m. is not uncommon for an impeller of 12 in. outside diameter and over. Consequently, a knowledge of the centrifugal stresses constitutes a basic design consideration. Unfortunately, a direct determination of these stresses is not an easy matter.
High Frequency Bonding of Laminated Wood
Authors: Wilkin Perry Harry
Published: February 2008

AIRCRAFT production engineers have long sought detailed information regarding the laminated wood construction process which has been under development for a number of years by the Duramold division of the Fairchild Engine and Airplane Corp. for production of the company's AT‐21 advanced trainer and PT‐19 Army patrol‐torpedo planes. This information has been made generally available, however, only since the end of 1943, after success of the development had been proved not only experimentally but in production operations of considerable volume.
The Utilization of Exhaust Thrust
Authors: Litvinov N.Ya.
Published: February 2008

IN recent times, jet thrust has been used in aircraft by two different methods, depending on the practical possibilities and design con‐siderations (1) by means of a capacity‐type manifold connecting several cylinders in an engine and (2) by means of separate reaction‐type exhaust pipes, fitted one to each cylinder.
Aero‐Engine Production
Authors: Fairbrother E.
Published: February 2008

THE production of aircraft engines in this country may be considered to have started with the trials which took place in 1914, organized by the War Office (Naval and Military Aeroplane Competition). These trials were made in order to ascertain the then existing, best type of engine. It is interesting to note the types of engines submitted for test among which were:
A Master Assembly‐Fixture Tooling Dock
Authors: Wilkin Perry Harry
Published: February 2008

MANY months can be saved in tooling for production a new type aeroplane by use of a master tooling dock invented by Leland A. Bryant, of Beverly Hills, California, whose patents have been acquired by the Consolidated Vultee Aircraft Corp. In the foreword to a manual describing the principles, construction and use of the dock, prepared by the inventor for the Corporation, C. W. Perelle, vice‐president of manufacturing, states that Consolidated has been extremely fortunate to be the first manufacturers to utilize fully the principles of this remarkable new positioning device, which has opened up an important field in manufacturing.
Fundamentals of Aeroplane Design
Authors: Klein A.L.
Published: February 2008

DURING the expansion of the aircraft industry it is very easy for us to forget the early struggles and hard‐won lessons of the past. We are now immersed in long and elaborate discussions of the merits of this or that manner of making some piece of accessory equipment and never seem to question the advisability of doing away with the gadget entirely. The writer, through his contacts with young engineers and students, has noticed that they frequently lose sight of the principal objectives in aircraft design and construction. This has left him with the feeling that these objectives and the hard underlying principles of sound engineering need a restatement.
Aeroplane Weight Analysis
Authors: Nightingale W.I.M.
Published: February 2008

EVERYBODY connected with the design of aeroplanes appreciates the importance of weight and C. G. position, yet it seems to be the one subject about which very little has been published in this country.
The Teaching of Structural Analysis and Related Subjects
Authors: Shanley F.R.
Published: February 2008

THE following notes are based on the author's experience in the aircraft industry over a period of more than fifteen years, most of which was spent in close contact with the structural phases of airplane design. During this period the airplane has changed so much that entirely new methods of analysis and engineering procedures have been evolved; even the organization of engineering activities has changed. It might therefore be of interest to mention some of the more important developments and trends, and to discuss the influence of such developments on aeronautical engineering education.
The Wartime Repair of Bristol Aeroplanes
Authors: Cullum R.D.
Published: February 2008

BEFORE dealing with the specific problems which confronted the Repair Organization of the Bristol Aeroplane Company, the general system which was adopted by the Company may be outlined.
Engine Fires in Aeroplanes
Authors: Neal M.
Published: February 2008

ABOUT two years before the war, requirements were laid down for automatically operated engine fire‐extinguishers to be fitted to all military aircraft. These were to consist of a fire‐extinguisher bottle discharging methyl bromide into the engine air intake and through spray piping surrounding the engine.
Hawker Experience in Structural Repairs
Authors: Whittingham E.C. , Garrett Gisbert D.S.
Published: February 2008

THAT spar repairs were indeed needed, and not only for repairing damage caused by bullets, shells and “flak”, is evidenced by the fact that on one occasion a Hurricane had the bottom boom of the front spar severed when it flew into a balloon cable. Fortunately, the cable broke and the pilot succeeded in flying the aero‐plane back to his station. The wing was satisfactorily repaired at Hawker's Homewood works; some idea of the extent of the damage will be gained from FIG. 11.
Dornier Structural‐Strength Test‐Equipment and Methods
Authors: Hotson A.W.
Published: February 2008

The writer was sent from the Royal Aircraft Establishment as a member of C.I.O.S. Party No. 641 which visited the Dornier Works, Friedrichshafen, during the period July 21–27, 1945. Since the main purpose of the visit was to investigate the production methods and capacity of Dorniers, these notes, which describe the airframe strength‐test equipment and test methods used at Dorniers, were not included in the team's production report.
Wing Sections Without Layouts
Authors: Allen C.F.
Published: February 2008

IN the preliminary stages of the design of a wing it is sometimes necessary to obtain sections before the drawing office or lofting departments have had time to make layouts. The following article is written to show one method by which these sections can be arrived at. Incidentally it may be added that the author has found by experience that a greater degree of accuracy is met with by the use of this method and it provides a useful check against the layouts.
A Russian Notebook
Authors: Cain Charles W.
Published: February 2008

FOR some years the writer of this article has carefully studied the scanty and conflicting information available on the aircraft of the U.S.S.R. and the organization of both military and civil aeronautics. It has been our policy to publish, whenever possible, articles giving accurate—if of necessity limited—details of Russian developments. In this respect we would point out to readers that the contents of this present article may appear somewhat conservative, because only undoubted facts have been presented and, as such, it offers a commentary upon the mixture of fanciful propaganda and restricted information available—a fact which we have had to mention on each previous occasion that we have published a similar article.— EDITOR
Aircraft Engineering Reference Sheet
Authors: Tonkin T.
Published: February 2008

CONSTRUCTION The Airspeed Consul is the civil version of the R.A.F. Oxford trainer, the structure, systems and installations being very similar. Various minor aerodynamic modifications have been incorporated in order to bring the handling qualities into line with civil standards.
Aircraft Engineering Reference Sheet
Authors: Tonkin T.
Published: February 2008

Information given applies to the Marks 1 to 5, the illustrations showing the Proctor 5. Differences between the Mk. 5 and earlier Mks. are described and, where possible, related to the illustrations. Information applies to all Marks unless otherwise stated.
Aircraft Wing Weight Estimation
Authors: Carreyette J.F.
Published: February 2008

Several empirical and semi‐empirical formulae exist for predicting wing weights, and it is the purpose of this note to summarize the results of a study of accuracy associated with some of these methods, with a view to establishing their comparative reliability. The modus operandi for effecting this has been to collect together the weights of wing structures which have actually been weighed, thus giving values of true wing weight, and to use each formula or method to ‘predict’ the weights of the same wings, and then to compare the estimated results with the true wing weights. Deviations between the true and estimated values have been tabulated and subjected to statistical analysis and the comparative measures of accuracy derived from that analysis.
A New Use for Strain‐Gauges in Flight Testing
Authors: Girard J. , Delière M.
Published: February 2008

THE Flight Testing Department of the Société Nationale de Constructions Aéronautiques du Sud‐Ouest (S.N.C.A.S.O.) has, in collaboration with the Société Delord, developed a new method of measuring and recording the variations in the electrical resistance of resistance type extensometers, known as strain‐gauges, in their various applications.
Exothermic Decomposition of Nitromethane
Authors: Cass W.G.
Published: February 2008

DETAILS have recently been published of work undertaken at the Aeronautical Engineering School in Rome in connexion with stratospheric aero‐engines, started just before the war, and more particularly on the exothermic decomposition of nitromethane as a possible fuel in such engines. (La Chim. e l'Ind. 1949, XXXI (12) pp. 436–439.) The author is R. M. Corelli of the Institute of Aeronautical Material Technology, University of Rome, who was mainly responsible for the chemical side of the research. He worked in close collaboration with Professor Gen. G. A. Crocco and Professor Ing. Luigi Crocco. The first results on a large scale were unsuccessful.
Fuels for Gas‐Turbine Aero‐Engines
Authors: Sharp J.G.
Published: February 2008

THE advent of gas‐turbines as power plants for military and civil aircraft has demonstrated certain actual and potential advantages over the use of conventional piston engines which ensure the increased adoption and importance of this type of prime mover. This increased use of gas‐turbines in the aircraft field has necessitated careful reconsideration of the fuel supply position in the light of the new engine requirements. It is clear therefore that a detailed knowledge of all aspects of fuel performance in gas‐turbine‐powered aircraft is needed in order to enable the necessary usable fuel supply position to be assessed, and any resulting problems to be surmounted.
The Effect of Moisture Content on the Tensile Strength of Sitka Spruce
Authors: Curry W.T.
Published: February 2008

IT is well known that the strength properties of timber arc affected by the amount of moisture it contains. This effect has been investigated comprehensively for the strength properties of compression, bending and impact, and the results from a number of species have shown that the relation between these strength properties and moisture content can be expressed as an exponen‐tial equation. These properties have been shown to decrease as the moisture content increases to the ‘intersection point’, which corresponds roughly to the fibre saturation point, and to re‐main unaffected by further increase. The equation which defines the relationship up to the inter‐section point is of the form:
The Library Shelf
Authors: DUNCAN W.J.
Published: February 2008

The first and second authors of this book are, respectively, Professor and Associate Professor of Engineering Mechanics in the University of Michigan. They say in their Preface that the book has arisen from a course in vibration analysis given for several years in that University, and they add, ‘This course is the first of a series which treat the theory of mechanical vibrations and its applications to engineering problems. The aim of this first course has been to present the fundamentals and basic theory in a manner readily understood by the undergraduate, and yet, at the same time, on a plane acceptable to the graduate student. … A conscious effort has been made to present the theory in such a manner that it can be extended with ease to all the various and diverse vibration problems which the practising engineer has come to know. An equally sincere effort has been made to avoid the extension in detail to specific problems, which is counter to the purpose of this book.’
Rotor Blade Motion in a Vertical Sharp‐Edged Gust
Authors: Payne P.R.
Published: February 2008

This paper extends the work of Parts I and II to forward flight conditions, and completes the work on gust clearances.
Ceramics for High‐Temperature Applications
Authors: Pechman Alexander
Published: February 2008

THE advent of the modern jet‐type power plant for aviation has greatly accelerated the development of new high‐temperature ceramic materials. These power plants are essentially high‐temperature engines which convert heat energy into work. The greater the differential in temperature of the air between the beginning and end of the conversion, the greater the efficiency of the engine. Consequently, turbo‐jets, gas turbines, ram‐jets and rockets have created a demand for materials which will withstand elevated temperatures and vibration and possess good resistance to thermal shock. Ceramic materials seem to offer the best promise of providing these desirable characteristics.
Design and Production of Large Light Alloy Forgings
Authors: Andrews C.W.
Published: February 2008

THE contribution to higher performance can be accomplished by the structural designer in the development of greater efficiency in structure: (1) By the selection and distribution of material giving the maximum possible strength‐weight ratios; (2) by the elimination of joints and their inherent inefficiencies and eccentricities; (3) by greater refinement of analysis; (4) by the maximum utilization of testing to obtain efficiency in components which are difficult to analyse; (5) by the design of multi‐purpose instead of single‐purpose elements; (6) by proper consideration of the importance of external structure design to aerodynamic efficiency; and (7) by considering the importance of rigidity in the basic structure to dynamic efficiency.
The Slingsby Type 37 Sailplane
Authors: Brown T.A.
Published: February 2008

THE Slingsby Type 37 is an unusual sailplane with many unconventional features of design and construction. It has been described, by one of the team that carried out the original test flying programme, as the first of the next generation of sailplanes.
The Wright Brothers' Papers
Authors: Naylor V.D.
Published: February 2008

It is a popular belief that Newton discovered gravitation through being hit on the head by a falling apple. How simple it all was.
The Shock‐Wave Cubic
Authors: Naylor V.D.
Published: February 2008

The inverse problem of finding the shock‐wave angle when a supersonic stream passes round a bend of (180°—i°) involves a double interpolation from tables prepared for the direct problem. This may be avoided by reducing the problem to the solution of a cubic equation. Most of the phenomena associated with oblique shock waves can be deduced from this cubic equation.
Empirical Equations for Specific Heat
Authors: Thomson W.R.
Published: February 2008

THE estimation of the performance of the components of gas turbine plants requires specific heat data of four‐figure accuracy, particularly where small differences in the calculated quantities are necessary as in part‐load performance. This usually involves the use of accurate charts of kp against temperature, although four‐figure tables are also available.
Aeroelastic Problems of Low Aspect Ratio Wings
Authors: Thomann G.E.A.
Published: February 2008

A method is presented for calculating influence coefficients in multispar wings of any plan form. Shear deflexion, chordwise bending and taper are taken into account. All the bending material is concentrated at the rib and spar booms and the skin is assumed to carry only shear. The method is particularly useful in the early stages of design as it is rapid and gives a good internal load distribution. The choice of the method, the assumptions made, and the idealization of the structure are discussed. The structure is reduced to a system of beams and torque boxes, the latter connected to the beams by vertical shear at their corner nodes. The internal forces are first expressed as functions of the displacements at the nodes by means of stiffness coefficients. Next the equations of equilibrium, at each node, are established. Finally the conditions of compatibility are brought in. The solution of this system of equations gives the matrix of influence coefficients. Wherever vertical loads only are applied it is possible to solve for the moment equations of straight beams separately from the remainder of the structure, hence from the stiffness matrix. For convenience, these straight beams are organized into sub‐matrices whose moment equations are ‘reduced’. The specific end conditions also allow further reductions. The internal loads can be obtained by substituting the influence coefficients back into the sub‐matrices and by considering the equilibrium of the beams. The angular displacements of the nodes may also be calculated in a similar manner by using the ‘reduced’ rows from the sub‐matrices.
Induced Aerodynamics of Helicopters
Authors: Payne P.R.
Published: February 2008

AT low forward speeds the slipstream from a helicopter rotor is substantially downwards in direction and will cause a drag force to be generated on any body immersed in it, the drag acting in the direction of the slipstream. In most performance methods the effect of this vertical drag is ignored, bat it cart in fact substantially modify calculated performance, being equivalent to a weight increase of over 10 per cent even on some single rotor designs. The basic parameter is the equivalent flat plate area (area of body drag coefficient) which is immersed in the slipstream, and this is expressed as a ratio of the rotor disk area, i.e. ACD/πR2.
Induced Aerodynamics of Helicopters
Authors: Payne P.R.
Published: February 2008

ALL the theories relating to the nature of the airflow through a helicopter rotor which have been reviewed in the first three parts of this paper relate to vertical velocities only; that is, to the downwards acceleration of the air whereby rotor thrust is generated. But since a practical rotor blade also experiences in‐plane forces it is evident that in‐plane movements of the air in the slipstream must also occur. In point of fact the slipstream rotation behind the propeller of a single engined aeroplane of conventional design is an important factor in its design, particularly when considering take‐off conditions.
Modern Aircraft Geometry
Authors: Lidbro N.
Published: February 2008

THE determination of the shape and position of the various constructional elements in an aircraft must be based on principles different from those used in the case of an ordinary machine such as, for example, a lathe. In the latter case, the position of the parts in relation to each other can be given by measurements to existing plane base surfaces and centre lines. In aircraft work, on the other hand, where such base surfaces and centre lines are lacking, an attempt was made from the beginning to work with certain imaginary base planes named according to their position in the aircraft, such as datum plane, plane of symmetry, wing datum plane, and so on. This was unsatisfactory, however, and now the conception of co‐ordinates forms the basis for dimensioning.
Seventh International Astronautics Congress
Authors: Humphries J.
Published: February 2008

The major heat sources for satellites above the atmosphere are (1) the sun, (2) the sunlight reflected from the earth and (3) the long‐wave radiation from the earth. In addition, there is sometimes production of heat by internal sources. For a satellite travelling above the atmosphere, the energy it receives is primarily transferred by radiation, infra‐red and visible. Therefore, the equilibrium temperature of the satellite is determined by the properties of the satellite's skin, that is, its radiation characteristics (emissivity and albedo). When dealing with a variable input of heat, then the thermal properties of the satellite body become important: the heat capacity of the satellite, for example, determines how rapidly it can follow the variation in heat input. The results for the equilibrium temperature are presented in the form of nomograms.
Australian Work on Aircraft Fatigue and Life Evaluation
Authors: Hooke F.H. , Langford P.S.
Published: February 2008

Fatigue of aircraft structures has become a major subject for research in the past ten years and the importance of establishing safe lifetimes for operation of aircraft or for replaceable structural components is now recognized. Some major contributions have been made to the knowledge of this subject, including methods of life assessment, determination of the fatigue resistance of several types of complete aircraft wing structure by laboratory test and some more fundamental studies of fatigue. The fatigue problem is considerably better understood than it was ten years ago and it can now be said with certainty where the most serious gaps lie. Information on two of these topics—namely, scatter, and the effect of random loading sequences—is being sought in the research programmes now proceeding at the Aeronautical Research Laboratories. Because of the vastness of the field a plea is made for greater inter‐change of information on the results of fatigue tests in all countries.
Quick Graphical Methods in Compressible Flow Problems
Authors: Rabineau B.
Published: February 2008

RECENT developments in the design of supersonic aeroplanes and particularly the ducting problems connected with the installation of turbo‐jet and rocket engines have brought about a considerable increase in the complexity of calculations required for prediction of performance. This is especially true when several alternative solutions are considered and the final choice depends on the relative performance. Any graphical methods which can reduce this calculations work are therefore of considerable practical value.
Thirteenth Annual National Forum of the American Helicopter Association
Authors: Payne P.R.
Published: February 2008

A WELL‐BALANCED programme of lectures was presented at the Thirteenth Forum, dealing with design and development of engines, auto‐pilots, rotor blades, investigations of VTOL concepts, rotor blade dynamics, and helicopter operations. The technical contributions were of the high standard normally associated with American work in this field, while the ‘commercials’ extolling the merits of a particular product were, with one exception, restrained, by local standards. The exception was notable for the use of full‐blooded TV commercial presentation techniques, including sound recordings of the first engine run (preceded by the inevitable countdown) and the phased presentation of slides at the rate of two a minute. It may be that this innovation will be taken to its logical conclusion, and that future ‘lectures’ dealing with proprietary designs will be delivered by a professional commentator, to the accompaniment of suitable background music. ‘Ladies and Gentlemen, we bring you today the engine of tomorrow, the fabulous XYZ!’ (Triumphant chord.) ‘The engine that only Blank Inc. could make!’