bluuebunny/crossref_metadata_2025 huggingface dataset:
MEDIEVAL ISLAMIC SOCIO‐ECONOMIC THOUGHT: LINKS WITH GREEK AND LATIN‐EUROPEAN SCHOLARSHIP
Authors: Ghazanfar S.M.
Published: February 2008

Our purpose in this paper is three‐fold. First, we shall briefly describe what is almost a truism— that is, the classical (especially the Greek) intellectual heritage of the Arab‐Islamic scholars upon which the latter, imbued by their young faith, developed their own comprehensive synthesis. Second, as part of that synthesis, we shall explore briefly the economic thought of a few early‐medieval Arab‐Islamic scholastics who extended that heritage and wrote on numerous issues of human concern, including economics. Those discourses took place during what is sometimes called the “golden age” of Islam — a period that coincided roughly with the so‐called Dark Age of Europe. Parenthetically, it might be noted that one of 20th century's most prominent economists, the late Joseph Schumpeter (1883–1950) had, unfortunately for the continuity and evolution of human intellectual tradition, declared that period as “the Great Gap,” representing “blank centuries,” during which nothing of significance to economics, or for that matter to any field, was said or written anywhere — as though there was a complete lacuna over intellectual evolution throughout the rest of the world (Schumpeter, 52, 74; see Ghazanfar, 1991). And finally, we will provide some evidence as to the historically influential linkages of the Arab‐Islamic thought, including economic thought, with the Latin‐European scholastics‐a phenomenon that facilitated the European intellectual evolution. An underlying theme of this paper is predicated on the premise that the classical tradition (i.e., Greek knowledge, though not exclusively) is part of a long historical continuum that represents the inextricably linked Judeo‐Christian‐and‐Islamic tradition of the West. This theme, though not common appreciated, is amply corroborated through the writings of well‐known scholars from the East and the West (see, for example, Durant, Haskins, Myers, O'Leary, Said, Sarton, Sharif, and others).
DEVELOPMENT AND THE HOLISTIC FRAMEWORK: A POSITIVE CRITIQUE IN ISLAMIC PERSPECTIVE
Authors: Momin A.R.
Published: February 2008

Development theory emerged as an important concern during the post‐World War II era. Though the 1950s witnessed the demise of colonialism, Western hegemony continued to exercise an overbearing influence not only on global economic and political affairs but also on ideas, theories and cultural patterns. Thus, the initial phase of development theory was dominated by a pronounced Eurocentric bias. Notwithstanding the fact that the Western model of development grew out of a specific historical and cultural experience, it came to be posited as a universal project. For over two decades it held sway over the fortunates of both the developed and the developing countries. However, from the 1970s onwards the magical aura surrounding the Western model began to wear off. The adverse consequences of the project of modernity and development in the technologically advanced countries of the West as well as in the Third World countries became too glaring to be covered up. The disenchantment with the Western model of development led to a search for alternative perspectives and strategies. Furthermore, the whole notion of development has come to be subjected to a thorough‐going critique.
THE ISLAMIC COMMON MARKET: IS IT ECONOMICALLY AND POLITICALLY JUSTIFIABLE?
Authors: Zeinelabdin A. , Ugurel Ilhan
Published: February 2008

Despite the apparent orientation of the world economy and markets towards globalisation, it is obvious that this process is dominated by trends of regionalisation and big economic blocs. Needless to say that this inclination towards groupings is dictated by the fierce competition at the world scale, economically and politically. Almost all of these economic blocs group countries with a lot of similarities in their socio‐economic and political structures as well as cultural set‐ups, geographical proximity and apparent vested mutual interests. An immediate question which comes to the mind when one thinks of the Islamic Common Market (ICM), where there is supposed to be free flow of products, capital, entrepreneurship, labour and technology among the members, as well as a common tariff wall against third parties, is whether the Islamic countries qualify for these criteria or not. The Islamic countries are known to be a diverse group in terms of their economic structures and levels of development, political systems, ethnic backgrounds, as well as a diversified social cultural milieu, although most of them draw on a common source, Islam. This heterogeneity has often been taken as the major argument against the feasibility of an ICM. However, we believe that although this heterogeneity creates a lot of problems, it is also a source of strength if it is positively thought of in terms of diversity and is carefully manipulated.
THE ROLE OF THE JORDAN GOVERNMENT IN ENVIRONMENTAL PROTECTION
Authors: Alfaouri Refat
Published: February 2008

The problems of the environment have become global concern nowadays for the whole human community. Thus, ecological awareness has arisen worldwide; a need for environmental protection has become a necessity. As a result of this, international rules relating to the protection of the environment have been enacted.
Towards a Muslim Political Science in Contemporary World Perspective
Authors: Khan Muin‐ud‐Din Ahmad
Published: February 2008

Politics has three contingent aspects, viz. a role‐play, a Majestic Art and a human social science. We may talk of the first aspect as just politicking. The second aspect was delineated by Aristotle as an art of doing vis‐a‐vis the art of making: He meant by the former a behavioural art and by the latter a productive art; and the third aspect represents a comprehensive analytical study of human social behaviour.
Development: Conventional Versus Critical Perspectives
Authors: Trainer Ted
Published: February 2008

The objective of this paper is to make a distinction between conventional and the appropriate conception of development. The relationship between the two is contradictory with regards to means and ends. This paper argued that conventional development theory was responsible for the economic disparity between the developed and developing countries. The tendency to equate development with growth has led Third World to be developed into a state within the global economy, whereby vast quantities of its land and labour now produce for export while billions of its people remain poor and their ecosystems deteriorate. Many see development as a form of plunder. The failure of conventional development has provided the foundations of an alternative approach, especially one relevant to the Third World countries. This paper concludes by outlining thirteen basic principles of alternative development theory and practice.
Malaysian Economic Development: A Need for Reassessment?
Authors: Hj.Ghazali Aidit , Hj.Alias Mohammad
Published: February 2008

This paper discusses certain issues relating to growth and development of the Malaysian economy. The highly open nature of the Malaysian economy and its vulnerability to external monetary shocks, as shown by mid‐1980s recession and financial crisis of 1997 necessitate a rethinking of strategies for sustainable development. This paper uses alternative perspectives from Islamic economics and good practice management principles as a basis for discussion.
Economic and Social Impact of Amanah Ikhtiar Malaysia (AIM) Scheme: A Case Study in Kedah and Terengganu
Authors: Ismail Rahmah
Published: February 2008

Amanah Ikhtiar Malaysia (AIM) was established in 1987. The main objective of its establishment was to uplift households out of poverty through providing small loan to the rural poor. Most studies of AIM have concentrated only on the impact of this scheme on its members. They do not compare the conditions with non‐members within the same community. This paper attempts to analyse an economic and social impact of AIM in the selected areas in Kedah and Terengganu. The analysis will be based on the data collected in 1993, which comprise 100 respondents of which 60 respondents are members of AIM and the other 40 are non‐members and 20 non‐members and the other 50 respondents in Terengganu with the same composition. Since the data comprises of members and non‐members of AIM, the comparative analysis of economic and social impact is made possible. Aspects that will be emphasised include levels of income, expenditure, decision‐making process, empowerment for instant ownership of asset and saving, self‐esteem and health and participation in social, economic and political organisations.
Globalization and Sustainability of Small States
Authors: Mehmet Ozay , Tahiroglu M.
Published: February 2008

Globalization is rapidly integrating markets, universalizing Western materialism, and weakening the capacity of national states to safeguard local values and institutions. While some, principally the World Bank (1999) regard integrating world markets as an efficiency‐driven process, spreading the benefits of technical innovation and information technologies around the world, many are skeptical. Skeptics include in particular social scientists writing from a Non‐Western and Islamic perspective (Ismail 1999, Rajee 2000). If globalization is indeed a threat to the Nation‐State, then it would follow that small states would be the most vulnerable. At a minimum, it is significant to inquire whether globalization threatens the survival and sustainability of small states.
The Role of The Abrahamic Faiths in the Making of Peace Through Societal Transformation
Authors: Huq Ataul
Published: February 2008

Peace is a very precious commodity. It is being concealed by a number of other goals. All the great living religions‐revealed or non‐revealed are strongly committed to peace. This is even more true for the three Abrahamic faiths‐Judaism, Christianity and finally Islam. Unfortunately, the history of world events during last few decades attests to the fact that there exist more suspicions, distrusts, enmity, hatred and anger among the believers belonging to these three faiths than the others. The reason being the primary goals pertaining to political, socio‐cultural and economic pursued by the Christian‐dominated West are predominated by the goal of supremacy and domination and not of coexistence and cooperation. In pursuing these goals the Christian including the Jewish dominated West are pursuing the philosophy of moneytheism, liberalism, modernism and secularism. The Muslims living either in their own lands or in the West being the victims of their own despotic and autocratic rulers and their Western sympathisers are forced to take recourse to equally unjust methods branded as terrorism. Having realised the need for peaceful coexistence, this paper advocates for a thorough transformation as far as the basic goals are concerned. In order to achieve this, the existing academic, cultural and religious institutions and media need to undergo transformation based on an acceptable moral education on behaviours, norms and practices.
Corruption in Civil Administration: Causes and Cures
Authors: Mahmood Mabroor
Published: February 2008

The issue of corruption in the civil administration has gained importance in recent years; multiple anti‐corruption efforts have been initiated to solve the problem, however, desired success has not yet been achieved. The review of the causes of corruption reveals that two behavioural causes, namely the need for corruption and greed for corruption, are closely linked with other structural variables such as the pay structure, power of the officers, and the accountability mechanism. The research attempts to prove that proper balancing among the pay structure, power, and accountability might offer a sustainable solution to the problem. However, whether the solution is cost effective or not will largely depend on the government's success in developing proper ethics amongst public officials.
Closing the Loop on Favorable Banking Practices: Regulation B
Authors: Zumeeruddin Rizvana
Published: February 2008

In June of 2004, the Securities and Exchange Commission (“the SEC”) voted to publish Proposed Regulation B (“Regulation B”), which will implement provisions of the Gramm‐Leach‐Blily Act of 1999 (“GLBA”) that identify activities which banks may engage in without registering as brokers or dealers under The Securities and Exchange Act of 1934 (“The Exchange Act”); effectively governing the manner in which banks, savings associations and savings banks effect securities transactions. By enacting the GLBA, Congress repealed most of the remaining vestiges of the ownership restrictions that prevented banks, securities and insurance firms from combining, thereby allowing them to adopt the universal banking model through the creation of financial conglomerates known as “financial holding companies.” Proposed Regulation B (“Regulation B”) supercedes the SEC's final interim rules issued in May of 2001 with respect to banking and brokering activities. In general, banks and their regulators have found Regulation B to be far more acceptable than the final interim rules of 2001. On a practical level, Regulation B results in considerably more work for banks. This article will examine the existing law as it pertains to banks engaging in broker‐dealer activities and highlight the key provisions of Regulation B.
Regularity in Transport Aviation
Authors: Milch Erhard
Published: February 2008

THE question of safety is of primary importance in all forms of transport and, of course, particularly in aerial transport, This plain fact is stressed over and over again in all publications, in the service regulations, and in all questions concerning design, construction, and improvement of the materials. An element of paramount importance, however, is a proper appreciation of these questions by public opinion, without the support of which this branch of aviation will never be in a flourishing condition. The public will never consent to entrust life and limb to a mode of transport unless they have the assurance that it possesses a high degree of reliability. The public are ignorant of the result of the working of the airlines; of the progress made and the set‐backs suffered; of the improvements secured; of the causes of damage; and other features of the kind. Their judgment is therefore based on scanty information which Teaches them in a haphazard manner, together with news items supplied on the subject of aviation performances and reports of accidents, which, owing to the interest generally taken in aviation, and to its novelty, make a far greater impression than motoring accidents, for instance. To this must be added the fact that our generation, which has witnessed the particularly unremuncrative early years of aviation, has not yet come to consider it as one of the indispensable routine items of everyday life. There is consequently some excuse for the sensation made by every report of an accident, which strengthens existing misgivings, and creates the impression that aerial transport is not making any progress in matters of safety; and it is only to be regretted that such complaints are made without taking into consideration that many accidents happen at sports displays, in the course of training, or in countries where aviation is still in its infancy, and that the considerable increase of the mileage flown, of the number of flights and of passengers transported, is completely left out of account. The purpose of this pamphlet is to show the actual facts, without partisanship or attempts at pleading extenuating circumstances.
Magnetic Compasses with Remote Control
Authors: Hauptmann Friedrich
Published: February 2008

THE basis of all navigation is the compass. It will therefore be readily understood that for years the greatest efforts have been made to improve the compass, to make it come up to all the requirements of flight. Unfortunately, this is only possible by means of a compromise, because the qualities required in a good compass, as far as construction is concerned, tend to contradict one another. These desiderata are:
The Establishment of Municipal Aerodromes
Authors: Mealing Major R.H.S.
Published: February 2008

DURING the last eighteen months a large amount of my time has been devoted to the question of the establishment of municipal aerodromes in this country. In that time I have inspected and reported upon some 125 sites.
Claimed as Proof Against Spinning
Authors: Beck Waldemar
Published: February 2008

COUNTLESS practical and theoretical proposals have been made for the prevention of auto‐rotation. Exact science has long been well acquainted with the actual aerodynamical process. In Germany, Prof. Fuchs of Berlin and Prof. Hopf of Aix‐la‐Chapelle may be named as leading experts engaged in the investigation of auto‐rotation. The Deutsche Versuchsanstalt für Luftfahrt has also provided very valuable contributions to the study of the problem. Among English workers may be named Bairstow, Bryant, Gates and Hall, while it is an Englishman, Handley‐Page, with his famous slotted wing, who has made the most practical progress. This invention at least enables the machine to maintain lateral stability when it gets too steeply banked, that is it prevents one wing from dropping. Nevertheless, neither the Handley‐Page slotted wing nor any other device can quite preclude the danger of auto‐rotation. Intentional or unintentional error in manipulation still tend to produce auto‐rotation.
Lubrication of Aircraft Engines
Authors: Lee William
Published: February 2008

NO one interested in the question of lubrication can fail to appreciate the contribution of Messrs. Thornycroft and Barton to this subject. With the validity of most of the experiment and with the conclusions drawn from it, we can all agree, but a wider and more impartial view of the whole subject makes one hesitate to accept, at any rate in their entirety, the conclusions drawn from one or two points.
A Pioneer Inverted Engine
Authors: Christian Manfred
Published: February 2008

THE Argus aero‐engine “As 8” with its triple victory in the “Challenge de Tourisme International 1930,” gained an important triumph.
The “Kahn” System of Map Projection
Authors: Dupuy Captain P.
Published: February 2008

IN the course of the receptions which were organised in Paris at the Palais d'Orsay and the Luxembourg, in honour of Costes and Bellonte, the chief of the Government associated the name of M. Louis Kahn with those of M. Bréguet, the builder of the “Point d'Interrogation,” of M. Birkigt, who constructed the Hispano engine, and of General Delcambre, director of the Office national météorologique.
Past and Future in Germany
Authors: Beck Waldemar C.
Published: February 2008

BESIDES testing and the investigations resulting directly therefrom, the chief work of the D.V.L. is technical development.
Light Aeroplane Production
Authors: Handasyde G.H.
Published: February 2008

THE production of aircraft at the present time is a difficult and delicate business, not that the actual production of a machine is either difficult or delicate, provided there is a sufficiency of a type to produce; it is this quantity or lack of quantity that is the difficulty.
An American Wind‐Tunnel
Authors: Fairbanks R.J.
Published: February 2008

AT the suggestion of Herbert Charles Sadler, now Dean of the Engineering College of the University of Michigan, Professor Felix W. Pawlowski was invited in 1913 to join the faculty of the University and offered the opportunity of developing courses in aeronautics. The result has been the establishment of one of the first, and now one of the best, departments of aeronautical engineering in the United States.
Building Radial Engines
Authors: Handasyde G.H.
Published: February 2008

AT the outset of this description of the production methods employed by the Bristol Company, the writer feels that he should correct what is a somewhat general impression, and one that was, to a certain extent, shared in by himself: that the exceptional finish given to every part of the Bristol engine is unnecessary and must add considerably to the production costs. After a close survey of the methods of control and the system of machine operations by which every part is produced, one is at once convinced that the finish is only incidental, and that to make it otherwise would be impossible. If the absence of hand labour is taken into consideration, the impression that it is costly must also be modified.
An All‐Metal Savoia
Authors: Giacomelli R.
Published: February 2008

A METAL version of the famous Savoia S.55 twin‐hull seaplane has been constructed to the designs of Signor G. Gabrielle by the Societa Anonima Piaggio, of Pisa, and as a result an interesting comparison between wood and metal construction has been obtained. The metal seaplane, precisely the same in all respects, including equipment, as its wooden prototype, has effected a saving in weight of 535 kgs. (1,177 lb.), with a “factor of safety” of 9 as against 7.4.
U.S. Aerodrome Lighting
Authors: Mackall K.W.
Published: February 2008

DURING the past few years, air transport companies have found it necessary to operate on 24‐hour schedules in order to compete successfully and economically with other transportation facilities in carrying passengers, mail and express. Commercial success of these privately owned air transport companies cannot come through Government subsidy, but must come through the rendering of improved service for which the public at large will pay. This improved service is only given by the saving of time and, therefore, both airway navigation facilities and general airport illumination must be such that the pilot may handle his aircraft from starting‐point to ultimate destination with minimum time delay at intermediate stopping points.
Rolls‐Royce Aero‐Engines
Authors: Handasyde G.H.
Published: February 2008

THE name of Rolls‐Royce is world‐famous. Their standard is the datum line by which all other productions are compared, whether from the design or workmanship point of view. Their type of products may be subject to discussion, but the correctness of the design and the quality of the workmanship establish a hallmark that cannot be denied. Their policy is to produce only the best, and no effort is spared, and no expense considered, in the effort to obtain higher and improved efficiency. Parts are ruthlessly scrapped if a better method, or greater efficiency, can be obtained by fresh design or an improved system of construction. It is this policy that explains many of the somewhat unusual methods in their works system. Even though their output is large, such things as mass or quantity production do not enter into the system: in fact, everything is produced in very small numbers, no matter what the ultimate number required may be.
Gipsy Engines in the Making
Authors: Handasyde G.H.
Published: February 2008

THE engine section of the De Havilland Company's works at Stag Lane, Edgware, forms a branch which is quite a separate unit, complete in itself, from the aircraft factory, the only connection being the general offices which are common to both.
The Focke‐Wulf Wind‐Tunnel
Authors: Focke Heinrich
Published: February 2008

THE constant effort towards improvement of the aerodynamic design of aeroplanes which is essential to meet the demand for higher efficiency and better properties, requites increasingly close collaboration between design office, factory, and aerodynamic laboratory. With the increasing need for rapid production, it is no longer possible to devise a comprehensive programme of tests embodying all the flow problems arising in connection with a new design, and entrust the execution of these to a research laborator serving the industry generally. If aerodynamic research is to be brought to bear directly on the particular objective in each case, it is indispensable that there should be inter‐working in point of time and in point of technical object, between design office, factory and laboratory.
Aero‐Engine Development
Authors: Cautley R.V. , Mazet H.S.
Published: February 2008

THE history of aviation engines shows that most of the important pioneering in design has been done, with a few notable exceptions, by the United States. Research on all related problems and even empirical methods have been tried again and again, until each detail was worked out towards the betterment of a particular engine. Despite long and sometimes vociferous patent disagreements, progress has been on the whole satisfactory. We can see how the accomplishments of our various aviation engines, sturdy and non‐spectacular during the war, quite spectacular and reliable in the boom period since 1927, are directly the result of painstaking and quiet research on the part of metallurgists, fuel experts, cooling investigators, ignition experimenters, designers, dabblers in oil and now and then a mechanic. In a word, the whole history of engines is to be found in the elimination or addition of details—details of design.
The Europa Rundflug
Authors: Schulz W.R.
Published: February 2008

THE Europa Rundflug, which took place this year for the third time, is a contest for light aeroplanes with a limit to tare weight of 480 kg. (881 lb.). The competition was instituted five years ago by the Aéro Club de France, with the object of improving the breed of light touring‐type aeroplanes. To this end the competition includes an evaluation of the technical qualities of the aircraft by tests and examination, and a cross‐country flight.
Fabrication of the Airframe
Authors: Gibson W.
Published: February 2008

THE term “fabrication” is perhaps the best description of present methods of aircraft manufacture. Production, in the American sense of continuous output of standardised details and assemblies, is, fortunately for our versatile designers, a production ideal of the future. On the other hand, the term “jobbing shops” once applied to the industry by a well‐known designer is in most cases an unfair description.
Rational Aeroplane Design
Authors: Handasyde G.H.
Published: February 2008

BEFORE examining possible means of improving the performance of aeroplanes, a brief résumé of what has been achieved in this direction since the war is useful, as it helps to indicate the standpoint from which designers generally have approached the problem.
A German View of Buffeting
Authors: Blenk Hermann
Published: February 2008

AS a sequel to the investigation into the accident which occurred at Meopham to the G‐AAZK in July 1930, experiments on tail buffeting were undertaken by the National Physical Laboratory. The reports on these experiments appeared almost simultaneously with the German report on the Meopham accident, so that no opportunity for comparison was available to either the British or German compilers. As the agreement between the German and the earlier of the English results was far from satisfactory, a useful purpose may be served by comparing the results of the later English experiments with those of the German investigations of the accident. Apart from this comparison, the English reports contain much that is interesting, and repay careful consideration for their intrinsic value.
The New Speed Record
Authors: Giacomelli R.
Published: February 2008

ON April 10 Warrant‐Officer Francesco Agello of the Italian Air Force set up a new speed record of 682–403 k.p.h. (424 m.p.h.) over a 3‐kilometre course at Lake Garda in a Macchi Castoldi 72 seaplane with a 2,500‐h.p. Fiat A.S.6 engine.
Extensometers for Strip Steel
Authors: Skerry E.
Published: February 2008

IT may reasonably be said that the extensometer was, until a comparatively short time ago, employed chiefly in the laboratory. Such extensometers as were used in commercial testing were either of a complicated design, and for that reason were slow in operation, or were not sufficiently sensitive, and in any case were not suitable for the testing of strip.
The Testing of Metallic Materials
Authors: Skerry E.
Published: February 2008

BEFORE discussing the machines and methods used, it is necessary to understand the fundamental laws which govern the testing of materials.
The Testing of Metallic Materials
Authors: Skerry E.
Published: February 2008

THE Rockwell hardness number is based on the additional depth to which the penetrator is driven by a heavy load beyond the depth to which the same penetrator has been driven by a definite light load. A minor load is applied and often, without moving the specimen, a major load is applied. The major load is then removed leaving the minor load on, and the hardness number is indicated on the dial.
The Cowling of Radial Engines
Authors: Beisel R.B. , MacClain A.L. , Thomas F.M.
Published: February 2008

THE trend of design in the modern aeroplane has been toward improved performance realised through external cleanness. It is apparent that the number of essential units comprising a modern aeroplane is nearly a minimum at the present stage of the art, and it appears also that the possibilities of further striking reductions in the drag of these units, due to change in form or shape either individually or in combination, are not great.
Experimental Instruction in France
Authors: Tenot M.A.
Published: February 2008

THE Mechanics Laboratory of the Arts et Métiers School of Châlons‐sur‐Marne fulfils a threefold object:—
Aluminium Alloy Pistons
Authors: Arend A.G.
Published: February 2008

THERE are probably more practical points in the successful casting and machining of aluminium alloy pistons than in most other branches of light engineering.
Slightly Curved Struts
Authors: Atkin E.H.
Published: February 2008

ALTHOUGH, in general, curved members are “anathema” to the designer of structures, there are occasions on which they are desirable. For instance, curved members in the sides or top of a cabin or fuselage very often lead to a great improvement in the appearance and comfort of an aircraft. Again, spars with flanges of varying thickness have an effective camber, while cranked push ‐ and ‐ pull rods are obvious examples of this type of member. On these occasions an easy method of determining the strength of such a member is very desirable.
The Use of Nomograms
Authors: Haley R.
Published: February 2008

THE word “Nomography” means literally the art of drawing up laws in proper form.
Wing Brake Flaps
Authors: Pleines W.
Published: February 2008

THE development of modern aeroplanes designed for high speeds, with their thin, almost symmetrical wing sections, has led inevitably to high landing speeds and small gliding angles with the normal wing arrangement.
Recent Developments in U.S.A.
Authors: Klemin Alexander
Published: February 2008

THE Detroit Show had been announced as an All‐American Aircraft Show, but it was far from being representative of the industry, as such leading companies as Douglas, Curtiss‐Wright, Sperry, Consolidated, etc., had no factory exhibits. No definitely new aeroplanes or engines were presented to the public, no examples of structural detail and very few accessories. The aviation industry in the United States is definitely a seasonal one, with the greatest sales activity in spring and early summer, and in spite of the fact that this was the first aircraft show for three years, the effort made was perfunctory. The best representation came from the manufacturers of low and medium priced “private” aeroplanes.
Magnesium Alloys in Aeroplanes
Authors: Gadd E.R.
Published: February 2008

ONE of the primary considerations in the design of high performance aircraft is the attainment of a high power/weight ratio for the unloaded machine, while at the same time ensuring complete reliability under the most exacting service conditions.
Maintenance of Electrical Equipment
Authors: Crook W.E.
Published: February 2008

THE electric current is often compared, especially in “ popular ” works, to the flow of water in a pipe. This conception holds good in certain respects, but is definitely misleading in many ways. The ground engineer who wishes to obtain the “ X ” licence for electrical equipment need not, it is true, make such a close study of the fundamentals of electricity and magnetism as the electrical engineer or science degree student would have to do. Nevertheless, in order to understand the operation and maintenance of electrical apparatus, however simple, some theoretical knowledge is necessary. In electrical work, the beginner is confronted with one special difficulty—the absence of moving parts—and this difficulty seems to be most formidable to men who have been accustomed in their daily work to think in terms of crank‐shafts, gear‐wheels, cams, valves, push‐rods and all the other apparatus of mechanical engineering. To put the situation into a phrase, the beginner wants to “ see the wheels go round,” and is naturally somewhat baffled when he discovers that there are no wheels to go round. Some imagination is, therefore, necessary in studying electrical phenomena, and the student, particularly the engine fitter, must school himself to avoid the futile applica‐tion of well‐absorbed mechanical principles to apparatus in which they have no application.
Maintenance of Electrical Equipment
Authors: Crook W.E.
Published: February 2008

IN the previous section chemical methods of producing or storing electrical energy were considered. There is also the possibility of deriving the required electrical energy from some machine which converts mechanical energy into the electrical form. The ground engineer must appreciate that in no case can we get something for nothing, and that the output from the dynamo, plus the losses, does actually come from the engine of the aeroplane. Where the dynamo is wind‐driven, this is still true, the observable connexion being the reduction in the speed of the aeroplane when the dynamo is fitted. In fact, the speed of the aeroplane will vary with the electrical load on the dynamo, other conditions remaining constant, but this variation is too small or too obscured by other factors to be noticeable. In this section, the principles and general properties of the D.C. dynamo will be described.
Variable‐Pitch Airscrew Performance
Authors: Sayers W.H.
Published: February 2008

IN all cases, the estimation of airscrew‐engine performance must start with a clear specification of the primary condition for which the airscrew is to be designed. In the majority of cases up to date this primary design condition has been that the airscrew is to absorb the maximum b.h.p. of the engine at maximum permissible r.p.m. at maximum boost height and maximum aircraft speed. (The aircraft speed is obviously an estimate only, but we may assume for the time being that it is reliable.) Under these conditions the airscrew efficiency is required to be the maximum possible.
Carburation Practice in Aero‐Engines
Authors: Stokes F.C.
Published: February 2008

WITH the cessation of hostilities in 1918 there occurred a lull in the production and development of aero‐engines in all the leading countries, owing to there being small demand for engines for commercial use and to the enormous stocks of surplus material. Thus the commencement of post‐War aviation was effected with advanced series ?f the later War‐period designed engines. Gradually, however, development was continued, and perhaps the one outstanding accomplishment during the period in question as regards the aero‐engine is the perfecting to the present standard of the air‐cooled radial type engine.
Carburation Practice in Aero‐Engines
Authors: Stokes F.C.
Published: February 2008

REFERENCE has already been made to the practice, for fuel economy reasons, of tuning the carburettor to give a weaker mixture over the cruising range. This practice naturally tends to affect the acceleration characteristics, and many carburettors are now provided with a somewhat modified arrangement of accelerating pump. These pumps are of what is usually termed the delayed‐action type, and their function is still to augment the fuel supply from the slow running and/or main jet systems during acceleration; and whereas the discharge from a fixed type pump synchronises with the movement of the throttle, the supply from a delayed action pump also continues for a period after the operation has ceased to move the throttle, i.e., whilst the engine is attaining the r.p.m. corresponding to the extent to which the throttle has been opened. A good example is given in Fig. 39, which shows the delayed‐action pump which is fitted to certain models of Strombcrg carburettors. As shown by the figure, this consists of an inverted cylinder having a stem at the upper end which is operated from the throttle spindle. Within the cylinder is a piston which slides on a hollow stud screwed into the main body casting. The upper end of the stud is shaped like a poppet valve with several holes in its seating leading into the central hole. The valve scat is in the piston, which is held up against the valve by a spring. From the stud a passage is taken to the main jet system. As the throttle is opened rapidly the cylinder is moved and the pressure of the fuel above the piston forces it down, thus opening the valve so that fuel under pressure is forced out to the main choke tube. The spring then forces the piston up, so the fuel discharge continues even after the throttle has ceased to move. If the throttle remains in that position the piston soon reaches the valve seat and stops all fuel How through the accelerating system. Upon closure of the throttle fuel is drawn into the cylinder through the clearance space which exists between the piston and cylinder.
Alloy Tubes for Aeroplanes
Authors: Evans Gilbert
Published: February 2008

MINIMUM weight with no decrease of strength is the maxim governing the specifications to which seamless alloy‐tubes and sections, used in the construction oi aeroplanes, are made and research work on the behaviour of alloys under any possible conditions is included in the day's work of the technical staffs of the various factories. No other branches of the ferrous and non‐ferrous trades are subjected to such severe treatment of material as is the seamless tube section. In the larger diameters the material has to with‐stand the tremendous torsional strains of the rotary piercing mill, and for the smaller sizes the equally exacting high pressures of the extrusion press. As the principles of methods of manufacture vary little for ferrous and non‐ferrous, the author proposes to deal broadly with the last‐named metals, in which outstanding progress has been made in recent times.
The New Type of Aerofoil Section
Authors: Lock C.N.H. , Preston J.H.
Published: February 2008

WITH reference to the article on the “New Transformed Wing Sections,” by Piercy, Piper and Whitehead, (P) in the November, 1938, number of AIRCRAFT ENGINEERING, it is of interest to note a very simple approximate formula for the symmetrical type of section. This formula is:
Welding Technique in Aircraft Construction
Authors: Queitsch Kurt
Published: February 2008

THERE are certain non‐technical factors which may govern the production technique to be adopted for the manufacture of welded fittings. For production in series it is, of course, possible to make an extensive use of jigs and fixtures. Far more intricate is the production of single specimens, because it does not then pay to construct proper jigs. It is then that the welder will have to use all his skill and experience in order to make a satisfactory job.
Welding Technique in Aircraft Construction
Authors: Queitsch Kurt
Published: February 2008

The majority of aeroplanes have welded engine mountings. As this component is subjected to very high loads, only the conscientious welding of experienced operators can guarantee a safe job.
Machining Methods for Aero‐Engines
Authors: Giuseppe Carro Cao Ing.
Published: February 2008

MASS production, giving rise to the modern tendency to construct machines particularly adapted for their specific task rather than for general use, has driven mechanized industry towards two solutions: the so‐called “universal” machine tools and specialized machines outside the usual categories.
Superfinishing
Authors: Hemingway E.L.
Published: February 2008

IT would be interesting, if space permitted, to trace the improvements in machining methods and their relationship to the fits and clearances used in moving mechanical parts since the difficulties experienced by James Watt in building his first steam engine. Considerable water had gone over the mechanical dam from that time up to the development of the automobile. Yet, most of us will agree that the development of our modern machining methods has been mainly clue to efforts of the motor car manufacturers to produce a quieter, less costly, and more dependable product.
Artificial Lighting and Eyesight
Authors: Downer G.V.
Published: February 2008

THE preservation of the eyes and the ability to make the best use of them are obviously of the utmost importance to all those concerned with aviation, whether in connexion with flying itself or with aircraft production.
Fatigue in Aeroplane Structures
Authors: Nissen O.
Published: February 2008

CONSIDERED as a whole, the questions associated with the problem of dynamic strength may be classified as follows:
Single‐Stage Superchargers
Authors: Kollman Ing. K.
Published: February 2008

IN many types of engine the supercharger is built on to the accessory‐drive end, that is the rear of the engine, so that the supercharger shaft lies co‐axially or parallel with the crankshaft. This has the great advantage of permitting the use of simple spur gearing, but suffers from the disadvantage that in passing through both intake and delivery section, the working fluid is subjected to several right‐angled changes in direction. In the case of the Rolls‐Royce Merlin for example, with air intakes on either side, there are 2 × 2 right‐angled bends before the inlet to the impellor is reached and two more at the delivery side. Such bends naturally involve losses in supercharging which should definitely be avoided. Hence in Germany in the two liquid‐cooled inline types the Jumo 211 (Fig. 1) and Mercedes‐Benz DB600 (Fig. 2) the supercharger shaft is built square to the engine crankshaft and the supercharger located at the side of the transmission casing, so that a single right‐angled bend suffices to change the direction of flow of intake air from that of flight and lead it axially to the impellor. If, at the same time, care is taken in nacelle design to ensure an undisturbed flow of air to the intake duct, then the total static head of flight may be utilized in supercharging the engine, resulting in an increased altitude rating. The proportion of this increase due to full utilization of the flight static head is shown in Fig. 3. For example, at a speed of 600 km.p.h. (373 m.p.h.) its value is about 1,400 m. (4,600 ft.)
Prevention of Ice on Windscreens
Authors: Rodert Lewis A.
Published: February 2008

THE National Advisory Committee for Aeronautics is conducting a programme of research intended to reduce the risks now attendant on aeroplane operation during icing conditions. A part of this programme is concerned with the prevention of ice on the windshield. The methods investigated involve the use of: (1) heat from an electric source, (2) heat from the engine exhaust, and (3) an alcohol‐dispensing, rotating wiper‐blade. Inasmuch as the problem of ice prevention exists in several forms, it is anticipated that several different methods may find application on the aeroplane. The obstructions of vision through a windshield may result from ice or snow formations on the exterior surface or from the formation of frost on the interior. The object of the present investigation, therefore, was to determine the extent to which the several methods could preserve vision. Observations were also made to determine the capacity of the rotating wiper‐blade to remove rain from the windshield.
Aero‐Engine Pyrometer Thermocouples
Authors: Spreadbury F.G.
Published: February 2008

GENERALLY speaking, the demand for thermo‐electric pyrometer equipment is such that individual calibration of each instrument and its couple is possible. For the measurement of aircraft temperatures thermo‐electric pyrometers are employed but the following conditions render individual calibration impracticable:
A German View on Allied Engines
Authors: Kötzschke P.
Published: February 2008

Since the outbreak of war, a number of enemy aircraft have fallen into German hands, either shot down, forced to land, or captured in occupied territory. Thus, in addition to the aircraft, their armament and equipment, various types of engines of the enemy Powers—English, French and American — have become available for examination. Research on the materials has been carried out on behalf of the Reich Air Ministry by various German engine builders, and makers of components, and by the D.V.L.—the German Aeronautical Research Institute. The present report summarizes the principal results of this research; in view of the magnitude of the collected material, only the more important features of the engines will be dealt with.
Welding Jigs
Authors: Christie E.
Published: February 2008

IT is no exaggeration to say that jigs are largely responsible for the production of automobiles at a price within the reach of persons who normally would never have entered the field of motoring. (And aeroplanes in present‐day quantities.—EDITOR)
Exhaust‐Turbine Superchargers
Authors: Meldahl A.
Published: February 2008

ALTITUDE supercharging of aeroplane engines by means of turbo‐blowers driven by exhaust‐gas turbines differs from ordinary charging of internal combustion engines because the process is much more accentuated. Whilst the output of stationary engines can be increased by 50 per cent, that of rail‐car engines by 80 per cent, by supercharging, an aeroplane engine, to give its full output at 12,000 m. altitude, has to be supercharged so as to give four times its output without supercharging. Thus altitude supercharging offers certain peculiarities.
Quality Control in Curtiss‐Wright Plants
Authors: Dunn J.W.
Published: February 2008

CONTROL of Quality during the manufacture and assembly of our modern, high‐performance military aeroplanes is without question of paramount importance., “Quality” in itself is a rather intangible property that creates for a product, whether it be aeroplanes, radios or roller skates, its reputation. To have a good reputation as a high quality product, a device must comply with the specification requirements of the customer, give entirely satisfactory service, be dependable and, in short, “deliver the goods”. Specifically, the most important characteristics of a military aeroplane from a quality control standpoint are as follows in the order of their importance.
Elastic Theory in Sheet‐Forming Problems
Authors: Shanley F.R.
Published: February 2008

AT Lockheed (Ref. 18) the double‐acting press has been used toad vantage in this work, as it permits the part to be held at the edges while the punchforms it, thereby building up the desired tensile stress. This is illustrated by Fig. 32. The same general effect may be obtained in the single‐acting press with rubber punch by the use of special concave blocks in which the sheet is clamped at the edges by means of beaded plates or other devices. Mechanical stretching machines are also available for this type of work. These methods are generally not as satisfactory as the double‐acting press, however, as the latter permits greater control over the edge restraint conditions.
Pre‐Production Planning
Authors: Tiranti D.
Published: February 2008

PLANNING is a term that can be loosely applied to include several fields. It is quite often used in the sense of indicating the operations and tooling necessary to produce a manufactured part; though more truthfully this could be termed process planning or processing.