bluuebunny/crossref_metadata_2025 huggingface dataset:
The Interrelation of Cruise Fuel Consumption, Temperature and Track Selection in Supersonic Transport Operations
Authors: Serebreny S. M.
Published: January 2010

This paper, which was presented at an Ordinary Meeting of the Institute held in London on 20 November, 1964, presents the results of a study on the interrelation of cruise fuel consumption, temperature and track selection in supersonic transport operations on the New York–London/Paris route. The range of temperature variations at S.S.T. altitudes over the North Atlantic for 26 months is illustrated and from this data period 24 cases are chosen to reflect extreme departures from standard and to give a seasonal distribution of such variation. The results of the application of a computerized nasa programme to these 24 cases to determine whether diversion from the great circle is warranted, in terms of economy of cruise fuel consumption due to existing temperature gradients over the area, are then discussed and illustrated.

The results of a general solution, taking into account all these considerations, applied to an additional 117 cases are also discussed and illustrated. Finally the influence of climb fuel consumption upon cruise fuel consumption and data requirements for temperature forecasts in climb and cruise are discussed.
The Sector Rule and the Collision Problem
Authors: García-Frías J.
Published: January 2010

Every collision situation implies the existence of a sector within which any course steered will lead to a dangerously close approach and a sector within which the danger of collision will be avoided. The definition of these sectors may be said to constitute the structural aspect of the collision problem. The appropriate manœuvre in a given situation constitutes the operational aspect. The structural aspect is fundamental to the problem itself, the operational aspect offers possible solutions. The Steering and Sailing Rules involve the structural aspect because this is the only basis for legal rules.

In proposing a Sector Rule for use with radar in conditions of bad visibility, it is intended to establish a structural basis for legislation. In its most general terms, the Sector Rule is based on the principle that if the radar echo of another ship is always at an angle to one's own course determined by the speeds of the two vessels, their distance apart and the safe passing distance, then one's course lies within the safe sector for collision avoidance.
Regional Incidence of Collision
Authors: Fricker F. W.
Published: January 2010

In this paper, which is a revised and up-dated version of an article which appeared on the back of the United States Pilot Chart of the North Pacific Ocean for May 1964, Mr. Fricker, a member of the Maritime Safety Division of the United States Naval Oceanographic Office, first of all analyses world-wide statistics of collision at sea on a geographical basis. He highlights the results of an investigation conducted by the U.S. Coast Guard into the conditions surrounding marine collisions; taking into account the results of this enquiry the author then goes into the common causes of collision. The paper then reviews the whole subject of radar and collision and the interpretation of the Collision Regulations in relation to the use of that aid. Certain collision counter-measures such as particular radar displays, improved lights and sound signals, bridge to bridge communication, &c. are then discussed.
Waves Off Land's End
Authors: Draper L. , Fricker H. S.
Published: January 2010

Since January 1962, waves have been recorded by a shipborne wave recorder (Tucker, 1956) on the Sevenstones light-vessel which is stationed about 20 miles south-west of Land's End in about 200 ft. of water. Records were taken at three-hourly intervals and were mostly of 12 minutes’ duration. The analysis presented here is based on 2920 records taken in the first year of operation; the method of analysis which has been used is that described by Tucker (1961). This gives for each record:

(a) H1 = The sum of the distances of the highest crest and the lowest trough from the mean water level.

(b) Tz = The mean zero-crossing period.

(c) Tc = The mean crest period.
Collision and the Courts
Authors: Oudet L.
Published: January 2010

Radar was introduced as a navigational aid at the end of the last war. In spite of its introduction collisions soon began to occur again and even to increase in frequency with the increase in the number of radar sets in use. Evidence accumulated, and its examination and correlation revealed a systematic pattern of accident. This led gradually to the formulation of a code, officially promulgated in 1960 by the International Conference on Safety of Life at Sea.

It may be surprising that so long should have elapsed and so many accidents occurred before this was achieved, but the fact remains and should never be forgotten: even more so as things are still continuing the same way. Collisions still take place, and though it is difficult to determine the exact nature of the general trend, it certainly shows no sign of producing the spectacular drop we all hope for. Recently Captain Weekes, in this Journal, regretted the complete ignorance among the majority of seamen of papers and discussions on collision risks and the means of avoiding them, and hoped that steps would be taken to make them more widely known.

It is never easy to convert theory into practice.
Aircraft Separation Criteria for the S.S.T.
Authors: Little Joseph W.
Published: January 2010

The purpose of this paper is to discuss en-route separation criteria applicable to the supersonic transport. Separation standards are described; equations are given and analysed which show the factors influencing separation; finally, suggestions are made for a supersonic transport air traffic control system for the North Atlantic. The discussion is concerned with longitudinal and lateral en-route separation in a non-radar environment, as opposed to radar separation in the terminal areas. The terminal problems are so complex as to require separate consideration and have been investigated by other authors. An appendix on the derivation of equations expressing statistical parameters of errors and estimated aircraft separation has here been omitted.
Radar as an Anti-Collision Aid: The Ultimate Essentials in Presentation
Authors: Wylie F. J.
Published: January 2010

Much is written about the use and misuse of radar, but little has been said of what the mariner really needs to help him in his use of radar as an aid to avoiding collision in fog. In considering this, one must have particularly in mind the bridge on which the radar observer is also the watch officer and navigator.

It is generally accepted that he needs to be sure which targets are potential hazards and this must include those with whom the collision risk will be increased by alterations of his own course and/or speed, made to avoid others or in the course of navigation. In the commonly encountered multi-ship situation, there will, therefore, be several ships, maybe six or eight, about which detailed and up-to-date information is highly desirable.

This detailed information is of two kinds, relative to own ship and true. The relative data gives the degree of risk of collision of each target, in terms of the C.P.A., or closest distance of approach on present courses and speeds, and the time interval before this position would be reached. As a means of assessing priorities, the time is just as important as the distance. The bearing of the C.P.A. is less important, except in so far as it indicates on which side the other ship would pass.

The true information required comprises the courses and speeds of the other ships for which the degree of risk is significant.
Polynesian Navigation and Logic
Authors: Sharp Andrew
Published: January 2010

D. H. Lewis, in his article ‘Ara Moana: Stars of the Sea Road’ in the July 1964 issue of the Journal of the Institute of Navigation (pp. 278–88), speculates on how the Polynesians could have navigated to known distant destinations, but does not explain how the knowledge of die distant destinations on which he relies for his theories was gained by the supposed navigators. Before anybody can navigate to somewhere, someone must first have gone there and come back. Lewis does not tell us how the Polynesians gained their knowledge of the existence, location and size of New Zealand and Hawaii, and of the currents on these courses, on their outward voyages of discovery, and then used this knowledge to get home again. His statement that ‘it seems probable that the Polynesians steered by horizon stars until the zenith star showed that they had reached the right latitude, and then turned east or west’, obviously has no application to voyages of discovery which by definition were made without prior knowledge of the existence, latitude or size of the objectives. The alternative supposition that the discoverers were able to keep account of their courses from bearings on stars which were reputedly aligned with the destinations and the home islands overlooks the fact that such star bearings gave no clue whatever to longitudinal displacement. There was no practicable method whereby the discoverers could have known the longitudinal relationships of their discoveries and their home islands.
Safety of Navigation in the English Channel
Authors: Hargreaves E. R.
Published: January 2010

This paper summarizes recent measures to improve the safety of navigation in the Channel, particularly in the Dover Strait area, and gives the point of view of one administrator involved in these efforts. Much of the material in the paper is already well known and indeed the paper relies heavily on work published by the National Physical Laboratory. The views and opinions in this paper are of course the author's and not necessarily those of the Department of Trade and Industry.
Marine Traffic Administration—a Confusion of Arts
Authors: Richardson R. B.
Published: January 2010

In the matter of marine traffic in confluence and approach waters we are, it seems, in a state of modest confusion. Society and the ecologists demand protection from pollution and coastal catastrophe. Operators of ships do not want to be put to inconvenience and expense, which in their view may not be justified. Their Masters, on the other hand, are largely in favour of some changes, even approaching compulsion, in areas where they know from long experience that something needs to be done to improve the safety factor. The underwriter does not seem to involve himself directly in safety. His business is, after all, in the accurate prediction of total risk, not its elimination. The statistician cries out for facts which nobody seems to want to give him, in response to the plea that his art may throw up some unseen lead. Governments and the shipping industries in so many countries seem loath to step in any positive direction, being so sensitive to the lobbies and interests that support them.
Behaviour Patterns in Encounters between Ships
Authors: Kemp J. F.
Published: January 2010

This paper examines the problem of those ship collisions which are associated with infringements of the International Regulations for Preventing Collisions at Sea. Experimental evidence indicates that there are classes of encounters which lead to indecision and uncertainty on the part of ship's officers. It is suggested that the identification of these classes of encounters is the first step towards eliminating the difficulties associated with them.
Encounter Rates in a Marine Traffic Separation Scheme
Authors: Barratt M. J.
Published: January 2010

In studying the behaviour of marine traffic in the Strait of Dover observations have been made of vessels contravening the recommendations of the Imco Traffic Separation Scheme. This report, originally published by the National Physical Laboratory (Crown Copyright), considers the risks attached to the courses of these vessels in terms of the number of encounters to be expected and in the light of the recommended routing principles.
The Myth of the Sacred Calabash
Authors: Richards-Jones P.
Published: January 2010

During my days of ‘tramping’ across the Pacific Ocean as an apprentice, I had heard vague references to the effect that the Polynesians used coconut shells as an aid to navigation. Intrigued as I was, the opportunity never presented itself for me to pursue the matter further until years later, by which time I knew that I was in search of the ‘Sacred Calabash’.
Error Distributions in Navigation
Authors: Anderson E. W. , Ellis D. M.
Published: January 2010

Within the University of Wales Institute of Science and Technology, a general study of navigation has led to a review of error distributions which has now reached the stage at which comment on a wide front would be particularly welcome. The work has been undertaken by Wing Commander E. W. Anderson who, with the generous permission of Smiths Industries Limited, is writing a thesis for the Department of Maritime Studies, and by D. M. Ellis, Lecturer in Statistics in the Department of Mathematics. In the first half of this paper, Anderson emphasizes the distinction between distributions involving one item or identical items and those involving a number of items which, though nominally the same, are in fact diverse. In the second half of the paper (from Section 8 on), Ellis shows how the apparent variation of results that arise in practice may be unified into a simple inclusive pattern.

The first step was to investigate the distributions that arise in practice. It was decided that the pages of this Journal would make ideal witnesses because they provide a broad sample and are impartial. From these pages every distribution was extracted which involved more than fifty observations and whose pattern was not markedly skew. The distributions were transferred to log-linear graph paper so that the horizontal error scale was linear and the probability of each error was plotted on the vertical logarithmic scale.
Mathematical Studies on Separation Standards
Authors: Lloyd D. E.
Published: January 2010

In a procedural Air Traffic Control environment, navigation standards are related to separation standards because of the way they both affect the collision risk. The Air Traffic Studies division of the Mathematics Department at R.A.E. has developed methods of estimating the collision risk procedural systems and these provide rational grounds for decisions on separation standards. In a radar-monitored system navigation accuracy and separation standards both affect the workload of the controller on the ground and it is necessary to study these effects to ensure that he is not overloaded. In addition the problems of estimating the collision risk will become more complicated. I shall very briefly describe the mathematical theory of collision risk for parallel tracks. A fuller description has been published in the Journal.
The Potential of Existing Avionics Technology
Authors: Ratcliffe S.
Published: January 2010

This paper is intended to show those areas in which improved avionics could, in the relatively near future, contribute to overcoming the limitations described by Reich and Dickie. Sir Robert Cockburn has pointed out that present-day avionics is ‘decision-limited’ rather than ‘technology-limited’. If the present paper is to do more than reiterate a melancholy list of avionics solutions which are still unsuccessfully seeking suitable problems, it is essential to consider the constraints under which the airspace planners must operate, and the contribution which good electronic design might make to breaking the decision-taking bottleneck.
Polar Navigation—A New Transverse Mercator Technique
Authors: Dyer G. C.
Published: January 2010

When flying at high latitudes the rapid convergence of Earth meridians makes it difficult to establish true heading at any particular instant. Magnetic compass stabilizing forces are weak and steering must normally be carried out using a directional gyro. The navigation problem is normally solved on the chart by using a ‘grid’ technique.
Sea-ice Pressure Generation and its Effect on Navigation in the Gulf of St. Lawrence Area
Authors: Bradford J. D.
Published: January 2010

Instances of merchant ships beset in times of ice pressure in the Gulf of St. Lawrence were investigated to study the observed relationship between winds and ice pressure generation. The relative power of the ships reported beset was calculated in an attempt to relate ice pressure severity with ship performance. Most pressure episodes occurred during onshore winds or near the time of major wind shifts. Ice pressure intensity during onshore winds appeared to be related to wind strength and duration and distance from shore. The ‘Mouth of the Gaspé Passage’ area was anomalous.
A Note on Manning Reductions and Navigation
Authors: King J.
Published: January 2010

In recent years attempts have been made to reduce the manpower requirements of merchant ships and, largely as a consequence of technological advances, some measure of success has been achieved. Indeed, there is now no technical obstacle which prevents the construction and operation of an unmanned ship. With this knowledge perhaps the time has come to reflect on the wisdom of excessive enthusiasm for technological innovation and to consider objectives.
Yaw Angles and Coriolis
Authors: Tanner P. H.
Published: January 2010

Anneveld has shown that drift angle due to coriolis may be appreciable in the case of large vessels operating in the middle and higher latitudes. Unfortunately the hydrodynamic information on which he bases his equations is not complete, leading to a false idea of the magnitude of the effect at normal ship operating speeds.
Gaussian Logarithms and Navigation
Authors: Cotter Charles H.
Published: January 2010

Gaussian logarithms are designed to facilitate finding the common logarithm of a sum or difference of two numbers whose common logarithms are known. The object of a table of Gaussian logarithms, sometimes known as Addition and Subtraction Logarithms, is to give log (a±b) by single entry when log a and log b are known.
Approach and Landing Guidance for Civil Aviation
Authors: Wood K. A.
Published: January 2010

Increasing traffic movements, size of aircraft and congestion of large buildings around modern civil airports, particularly those involved in major international operations, together with the predicted operation of STOL and VTOL types of aircraft, have led to an intensive review of the future needs for new approach and landing aids.

This paper was presented at an Institute meeting held in London on 15 December 1971, with Mr. H. E. Smith, Chairman of the Technical Committee, in the Chair. Mr. Wood, who is the United Kingdom member of the I.C.A.O. All Weather Operations Panel, reviews the whole situation broadly, with emphasis on operational requirements, present and future possibilities of the v.h.f./u.h.f. ILS guidance system and the effort, both national and international, to establish a new approach and landing guidance system which will satisfy future requirements.
Computers and Navigation
Authors: Holder L. A.
Published: January 2010

For a number of years ship's equipment has included automatic steering, off-course alarms, speed and distance logs, &c., all of which make use of separate electronic or electro-mechanical devices. The digital computer has meanwhile come into use for a large number of control systems, mainly ashore, and has improved in reliability and cost. The question therefore arises whether ships could be operated more efficiently and safely by making use of the rapid and accurate calculations which the digital computer can perform. Data loggers may produce such a profusion of information that it becomes an embarrassment and we may not see the wood for the trees. The ability of the digital computer (or processor) to edit and analyse information, as well as to store it, makes it a logical step in developing optimum performance.
The Computer Movement of Shipping in a Port
Authors: Jones K. D.
Published: January 2010

At present all ports operate some form of traffic regulation within their limits. Harbour masters and port authorities may limit the passage of vessels either out of, or into, the port and special light or shape signals indicate to a vessel that such control is in operation. Dock and lock masters decide the priority of vessels through the entrance to closed systems. In channels outside the closed systems pilots and regular port users have developed standard patterns of behaviour for their mutual safety and convenience. Evidently this regulation is acceptable and as its development has been spontaneous it must have been considered necessary.
Computer Systems on Norwegian Ships
Authors: Gjeruldsen E.
Published: January 2010

One might well begin with the conclusion: ‘It is quite obvious that computer systems are rapidly being accepted on Norwegian ships’ although shipping opinion is still divided into two camps, the believers and the agnostics. The believers foresee a single large computer or several smaller systems covering most functions on board, the doubters think that computers are a passing fancy. There has certainly been too much talk about computers as if they were an end in themselves—the computer is an aid; in Noratom-Norcontrol we look on it as a component which enables us to solve certain system problems we were unable to tackle before, or to solve them better.
Marine Traffic Surveillance with Shipborne Monitoring Equipment
Authors: O'Hagan M.
Published: January 2010

In this paper which was presented at an Institute meeting in London on 17 November 1971, Mr. O'Hagan describes a system for advising cooperating ships in a Surveillance Area. The system includes accurate position sensing through on-board equipment, high frequency telephonic communication, a general survey of all shipping and other hazards in the area based on primary radar, analysis of the data by computer, and the employment of an experienced Master Mariner ashore to assess the situation and offer advice to the cooperating vessels.

The discussion was opened by R. H. Farrands, Vice-President of the European Maritime Pilots' Association. The Chair was taken by the President of the Institute, Rear-Admiral G. S. Ritchie, C.B., D.S.C.
Avoiding Collision in Slow Vessels
Authors: Colles W. M.
Published: January 2010

An automatic collision warning system for use at sea, using present-day lower power techniques and capable of handling up to 250 ships at a time is described. The equipment does not involve expensive computer facilities.

During the past twenty years I have sailed my ketch Mara (12 tons) in the English Channel and have been involved in several close-quarter situations with large merchant ships, fortunately without accident. Any competent navigator is aware that if the bearing of the other vessel remains constant, there is a risk of collision. In Mara's case, moving at a fast walk, the threat on 090° coming at 20 kt. may pass ahead or astern. If the threat signals her intention by one or two blasts there is no problem; it is the ship that holds her course in blind silence that gives the yachtsman a cause for heart failure.
Piri Reis: Admiral Extraordinary
Authors: Cotter Charles H.
Published: January 2010

Prompted by a recent paper, in which a brief reference is made to Piri Reis (the Turkish term ‘Reis’ is a title corresponding approximately to ‘Naval Commander’), I am persuaded to bring to the notice of readers of the Journal—many of whom perhaps are unacquainted with the name of Piri Reis—the following brief account of the life and work of a brilliant sixteenth-century Turkish admiral.
Error Distributions in Navigation
Authors: Parker J. B.
Published: January 2010

Graduating error distributions by families of curves has a long and distinguished history. In seeking a class of frequency distributions which graduate navigational data, Anderson and Ellis are motivated by the well-known shortcomings of the normal distribution which so often fails to do justice to the data in the tails of the distribution. They generalize the one parameter (σ) zero-mean gaussian family to a two parameter (α, β) family which is in fact the Pearson Type VII class. They then observe that this class graduates published navigational distributions very wells.
Gaussian Logarithms and Navigation
Authors: Sadler D. H.
Published: January 2010

The following comments on Captain C. H. Cotter's note (this Journal, Vol. 24, page 569) on the use of addition and subtraction logarithms in navigation may be of interest. Captain C. Carić was not the first to introduce gaussian logarithms to navigators, since their use was advocated, at least to Portuguese navigators, in 1920 by Admiral Gago Coutinho (see my review of Precision Astrolabe by Francis M. Rogers, 25, 135), and actually used by him on his pioneering transatlantic flight in 1922. They are included in several collections of nautical tables, including Tábuas Náuticas by Fontoura and Coutinho, as well as those of Friocourt and Hoüel; but I have been unable to obtain the dates of their first inclusion. However, it is most unlikely that either Coutinho or Carić, who incidentally used quite different basic formulae, were the first to advocate the use of addition and subtraction logarithms, or possibly to publish methods and tables. They were in use to a small extent in astronomical calculations, and to a somewhat larger extent in surveying. Dr. L. J. Comrie, the computer and table-maker, who was Superintendent of H.M. Nautical Almanac Office (N.A.O.) from 1930 to 1936, was an enthusiastic advocate and designed many computational forms incorporating their use.
Systematic Errors in Service Speed
Authors: Irvine J. M.
Published: January 2010

An accurate knowledge of the service speed of a merchant vessel is becoming increasingly important. Service speed and average speed (the former traditionally implying a long-term average, the latter a short-term average) are both derived by dividing the sum of a number of observed distances by the relevant time elapsed. In this way fluctuations in observed distances arising from random fix errors and the effects of change of draught, weather and variable currents are smoothed. Service speed may be used as a basis for determining log errors, engine efficiencies, hull surface condition, liner schedules and charter party speeds. It is therefore relevant to consider possible systematic errors which may be introduced in the calculation of these speeds.
High-Speed Vessels and the Collision Regulations
Authors: Draysey G. H.
Published: January 2010

It has become increasingly apparent that there is a pressing need to amend the Collision Regulations with special regard for the requirements of high-speed vessels. My experience as a Commander of a hydrofoil on a scheduled passenger service, in an area of high traffic density, has led me to write this paper and to add weight to the argument in favour of an early alteration of the existing Rules.

There are more and more types of vessel today capable of speeds in excess of 40 and indeed up to 60 or more knots. In the Solent area alone, there are two hovercraft services and a hydrofoil service. In addition there are the experimental craft of the National Physical Laboratory, the Inter-Service Hovercraft Unit and several manufacturers use the area as a testing ground for their vessels. There are all types of high-speed vehicles proceeding in all directions, at speeds which 10 years ago would have been considered impossible.
H.M.S. Challenger and the Development of Marine Science
Authors: Charnock H.
Published: January 2010

The existence of marine science is commonly believed to date from the great Challenger Expedition which sailed in 1872. Indeed John Young Buchanan, the Expedition's chemist, held that oceanography started on one particular day in 1873, the day of Challenger's Station I when she first dredged in the depths of the North Atlantic south of Tenerife. In fact, as anyone who has read Margaret Deacon's Scientists and the Sea knows very well, marine science has grown gradually over the centuries, at rates depending on individuals and the environment in which they found themselves.
Sea-Breeze 1899–1972
Authors: Tilman H. W.
Published: January 2010

In the summer of 1972 my intention had been to sail up the west coast of Greenland to Baffin Bay (the North Water of whaling days) to land somewhere on the south-east coast of Ellesmere Island and if possible climb a mountain. As the great Von Moltke used to remind his staff, few plans withstand contact with the enemy, and this plan had to be dropped. Since ice conditions in the Canadian Arctic were severe this forced change of plan should have been welcome but in fact it proved fatal.
The Growth of Aircraft Movements by 1985
Authors:   The I.A.T.A. Secretariat
Published: January 2010

The paper outlines a method used for forecasting the growth in aircraft movements between city pairs and at terminal areas, region by region, by 1985. It also determines the year by which this growth will have been achieved if the rate of growth is higher or lower than assumed. These results are examined in relation to the magnitude of the task which can be expected to face the industry in the mid-1980s. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, October 1972.

In order to have any meaningful discussion on the handling of air traffic in the long-term future it is essential to have some idea of what will be the traffic volume. For the purposes of this paper the period of the mid-1980s has been chosen for the following reasons. Firstly there is a need to establish long-term system objectives; in the past we have tended endlessly to patch up existing systems without any clear idea of where we wanted to get to. The motto ‘evolution not revolution’ is important but it is meaningful only if we have a clear target for the evolutionary process. Secondly the period chosen, fifteen or so years hence, is far enough ahead to permit airlines and governments to amortize existing investments and should permit discussions free from inhibitions of an industrial nature such as fears of redundancy.
How Can we Use Area Navigation in the Terminal Area?
Authors: Hughes N. H.
Published: January 2010

The problems of integrating aircraft using area navigation into the terminal A.T.C. environment are discussed. It is concluded that area navigation systems currently available are incompatible with current terminal A.T.C. approach sequencing and that integration is only possible in the context of both computer assistance to the approach controller and data link between the A.T.C. computer and the aircraft navigation system. The benefits of Terminal Area Navigation are briefly considered and it is suggested that the deployment of vertical navigation in a procedural role might be the better first step. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, 1972. Crown copyright.

Currently available area navigation (R NAV) systems range from simple station-oriented single waypoint systems, allowing flight on paths which do not coincide with VOR radials, to complex systems in principle enabling flight from origin to destination along a pre-programmed route, including flight on a standard terminal arrival route (from holding point or feeder-fix to the approach gate). As far as Terminal Area Navigation is concerned it appears that the main objective to the R Nav system designers has been to provide a system which enables automatic navigation along the standard terminal arrival routes, as depicted in the Jeppeson Charts, and to display to the pilot his progress along the route. It appears that designers of the more sophisticated systems have tacitly assumed that when an R Nav aircraft enters the terminal area A.T.C. will be able and willing to allocate it such a route.
The Capacity of a Single-runway S.T.O.L./R.T.O.L. Airport
Authors: Attwooll V. W. , Hayfield C. P.
Published: January 2010

A joint study is being made by C.A.A. and R.A.E. of the operation of S.T.O.L. aircraft in terminal areas, with particular reference to airport capacity. In this paper we present some results of this study concerning a single S.T.O.L./R.T.O.L. runway, to show in particular the marked effect that the need to separate aircraft for turbulent wake considerations could have on this capacity. There is considerable advantage to be gained with the heavier aircraft if this turbulent wake effect is reduced by aircraft design. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, 1972.

The development of short take-off and landing aircraft (S .T. O. L.) is being considered as one means of containing the expected growth in passenger and cargo traffic without necessarily incurring the cost and disturbance to the environment involved in building large airports for conventional aircraft (C.T.O.L.). Also for a comparable cost to that of building a C.T.O.L. airport, a number of S.T.O.L. ports can be built, thus making air travel more convenient for a larger number of people. In the system study of S.T.O.L. operations, the capacity (movements per hour) of a S.T.O.L. port is a significant parameter. A research study of future S.T.O.L. operations, using an existing airport complex as an illustration, has been carried out in the U.K. This study involved considerations both as to reducing the noise effects on the community and to increasing capacity, in order to match the future anticipated demand. This paper is limited to the capacity of a hypothetical single S.T.O.L. runway.
Ship Manœuvring Characteristics
Authors: Paffett J. A. H.
Published: January 2010

Like any other vehicle a ship needs to be started, stopped and steered safely; the art of doing this is sometimes called ship handling. Successful ship handling depends upon three distinct operations: acquiring the right information, making the right decisions and performing the right manoeuvres. In this paper we assume that the Captain has all the facts and knows the right thing to do, and examine the physical ability of the ship as a mechanism to respond to his will.
The Future of the Knot as a Unit of Speed
Authors: Stewart Oliver
Published: January 2010

Few will deny the merits of the knot as a unit of speed. It does in one syllable what all other units of speed take three or more to do. It is accepted and used by a great many countries, including those like France which show a general preference for the metric system. Aviation has taken to it as well as shipping. It is not therefore surprising that the full acceptance of the Système International d'Unités (or S.I.) is meeting with some opposition when it offers to supplant the knot.
Obstacles to the Establishment of Mobile Satellite Communications
Authors: Fraser D. O.
Published: January 2010

The present deadlock between Western Europe and U.S.A. reflects a difference in emphasis on motivation largely traceable to the space technology gap. The problem is to establish institutional and work sharing arrangements bridging U.S. desire for early commercial space exploitation and European desire to promote its industrial space techology. The European approach is compatible with I.C.A.O. and I.A.T.A. preference for a non-operational experimental first phase Aerosat programme, and unless a compromise with U.S.A. is reached the best solution may be a European E.S.R.O. programme able to cater for the experimental mobile satellite communication system requirements of both aviation and shipping. The paper was presented at the Conference on Aeronautical and Maritime Satellite Systems held in London on 13–15 March and sponsored jointly by the Institution of Electrical Engineers with this Institute, the Institution of Electronic and Radio Engineers and the European Space Research Organization.
Jester's, Transatlantic Passage, 1972
Authors: Richey Michael
Published: January 2010

The system of winds and currents in the North Atlantic rotates in a clockwise direction so that, crossing from east to west in the northern part of the ocean, the winds and currents will be predominantly foul. This means that a sailing vessel making her way, for example, from the Channel to New York will be likely to cover a distance something nearer 4000 than the nominal 3000 n. miles—more or less according to her windward ability. Alternatives to the direct route have thus grown up over the years from considerations as to which 4000 miles or so is likely to prove the most advantageous and swift. An earlier paper gave an account of the generally accepted routes and the principal sources from which they have been derived.
A New Approach to the Presentation of Marine Radar Information
Authors: Parsons S. R. , Stewart J. P.
Published: January 2010

This paper describes a new radar system which aims to give the Master of a vessel, on a television screen, the kind of information which could be obtained visually from a wheelhouse window in daylight in clear weather. The system was described by Mr. P.O. Prior at a meeting of the Institute held on 17 January and an account of the discussion will be given in the next number of the Journal. S. R. Parsons is Chief Engineer of Kelvin Hughes and Captain J. P. Stewart a Marine Consultant.

The early history of marine radar when the phrase ‘radar assisted collision’ was coined, the setting up of radar simulator schools to assist in teaching the interpretation of the radar picture, and more recently the increased number of collisions at sea, particularly in congested areas like the English Channel and the approaches to major harbours, all call into question the adequacy of the presentation of radar data on conventional relative and true-motion radar sets.
Time-Scales
Authors: Sadler D. H.
Published: January 2010

W. Palmer's note on Standard Time (this Journal, Vol. 25, page 535) may mislead some readers. He tends to confuse ‘Time’, as an abstract philosophical concept, with the measures of time, or time-scales, used in practice by astronomers, navigators, surveyors, physicists, electronic engineers and the general public. Such measures of time may be based on any recurrent phenomenon, whether uniform or not, ranging from the growth of coral to atomic transitions; and, for this reason, those professionally concerned use precise terminology to distinguish the many time-scales in current use. Unlike Mr. Palmer, they do not use ‘Time’ for a particular time-scale; and, for example, they restrict ‘standard’ to its generally understood application to the meridian to which the legal time of a country is referred. There are a number of factual errors arising from this confusion (e.g. G.H.A. Aries is equivalent to sidereal time) which need not be elaborated here.
Henry Raper's Spherical Traverse Table
Authors: Cotter Charles H.
Published: January 2010

Henry Raper (1799–1859) the eldest son of Admiral Henry Raper (1767—1845) retired from active service in 1825, from which time he devoted himself to nautical science. He served repeatedly on the Councils of the Royal Geographical and Royal Astronomical Societies and for many years was Secretary of the Royal Astronomical Society. His Practice of Navigation and Nautical Astronomy earned him the award of the Gold Medal of the Royal Geographical Society.
Progress in Port Approaches
Authors: Richardson R. B.
Published: January 2010

Dense fog prevailed over the whole of the Thames area for three days from 1518 on 18th through to 1900 on 21st December 1972, with no real clearances of significant extent or duration throughout this period. Such prolonged fog had not occurred there since December, 1962.
Implications of Atmospheric Conditions on S.S.T. Operations
Authors: Davies W.P.
Published: January 2010

This note presents the results of a preliminary investigation carried out in 1966 by Polhemus Associates, Inc., into the effects of atmospheric conditions and the operation of a supersonic transport aircraft. A further study is in progress using digital processing.

Section 2 shows the results of an analysis of performance data for the Concorde as published in the SUD/BAC Brochure on Performance and Operations. The basic performance data is developed and presented in a form which gives a direct indication of the sensitivity of the aircraft to temperature and/or weight variations.

Section 3 illustrates typical temperature and wind structures as they occurred in January 1963 over the route from Manila to Paris via Tokyo and Anchorage. The basic data on the atmospheric structures were developed originally by McGill University, Department of Meteorology. The data have been further developed to relate the atmospheric structures to the flight path of an S.S.T. during its climb and acceleration phase and general conclusions are drawn on die effects of specific occurrences on the performance of the aircraft.
Collision-Avoidance Manœuvres
Authors: Bukhanovski I.
Published: January 2010

The proposals of Calvert and Hollingdale (Journal,13, 127;14, 234, 379;18, 141) are of considerable interest. Soviet research work similarly leads to the conclusion that the principle of anti-clockwise rotation of the line of sight is the best if not the only way to solve the problem of manœuvring in fog whilst using radar. A rule of manœuvre embodying this principle was described inMorskoi FlotNo. 5, 1958 and later proposed by the Soviet Delegation at the Safety of Life at Sea Conference in London in 1960. The instructions to Soviet ships on the use of radar for collisionavoidance were published and deposited with I.M.C.O. as an official document.

Some years laterDie Seewarte(Hamburg, October 1961) andNavigation(Paris, July 1962) published an account of an electronic manœuvre indicator constructed in the U.S.S.R. and described inMorskoi FlotNo. 2, 1959. The trials of this instrument were described inMorskoi FlotNo. 12, 1964. These publications should be of interest to members of this Institute.
The Link between Navigation Aids and Automatic Control
Authors: Anderson E. W.
Published: January 2010

This sets down in extremely simple terms the principles by which navigation aids may be coupled to autopilots and autohelmsmen. These principles apply to human pilots and human helmsmen for a craft cannot be navigated by positional aids alone.

Control by an aid that provides position only is shown to be unstable and, therefore, heading is introduced. This quickened system will be stable unless the control is unduly fierce. Such a system may not allow a craft to follow a required track exactly and, accordingly, ‘over-burdening’ may be required or, alternatively, course substituted for heading.

The type of navigation aid introduces special problems. Approach to a point source aid such as a radio beam leads to an increasingly acute sensing of deviation which tends to reduce stability. The craft will, therefore, need to be settled on to the beam at a reasonable distance from the transmitter and this need will introduce special problems in ‘capturing’ the beam.

Coupling to navigational aids is a basic technique in air navigation which will affect the choice of future air navigation systems. Coupling has not, however, been introduced into marine navigation. In space navigation coupling is confined to precise terminal navigation which at present is limited to launch and docking.
System Aspects of Future Airborne Computers
Authors: Roberts G. E. , McIvor J. W.
Published: January 2010

Both civil and military aircraft are increasing in size and complexity and the range of height and speed over which they operate is extending. At the same time, cost of training aircrew is exerting pressure on managements to reduce crew numbers, usually by eliminating the need for specialists. These more expensive aircraft with smaller crews justify more elaborate computing and control systems to exploit their military capability or commercial earning power. Therefore, the need for the more extensive use of airborne computers is already well established.

Due to high cost and poor reliability, analogue computing systems have only marginally satisfied the demands for increased automation in aircraft. However, recent advances in digital computer technology offer advantages in size, accuracy, flexibility and particularly in reliability over analogue methods and show promise that digital computer systems can be designed to meet the future requirements for airborne computing.
Control of the Hydrofoil Ship
Authors: Magini P. , Burroughs J.
Published: January 2010

Modern hydrofoil ships have evolved in response to the need for a fast reliable means of sea transportation which is capable of operating in all sea conditions. It is the purpose of this paper to describe how the application of modern stabilization and navigation technology to hydrofoil ships has contributed to the achievement of these goals.

First, consider the subject of stability. In particular, consider the source of roll stability in three types of ships: a displacement ship; a surface piercing hydrofoil and a submerged-foil hydrofoil. A roll disturbance of each of the ships is depicted in Fig. 1. In both the displacement ship and in the surface piercing hydrofoil, the righting moment is produced entirely by the change in attitude of the ship relative to the water surface. In the case of the displacement ship, the righting moment is due to the shift of the centre of buoyancy. For the surface piercing hydrofoil, the moment occurs due to the shift of the hydrodynamic pressure centre of the foils. However, for the submerged-foil hydrofoil, no righting moment is produced by the change of the relative position of the water surface. The righting moment for this ship must be produced by underwater control surfaces in response to the change of ship attitude relative to inertial space, as sensed by a vertical gyro. It is this transfer of stability reference from the water surface to an inertial reference that leads to the superior seakeeping capabilities of the submerged foil hydrofoil.
The Integration of Multiple Sensor Systems
Authors: De Groot Loren E. , Polhemus William L.
Published: January 2010

Historically, the navigation of a civil transport aircraft has been the responsibility of a specialist crew member. In the performance of his assigned task, the navigator has applied a complex set of mathematical and intuitive procedures by which he made navigational information useful. Now, because of increased accuracy requirements and of economic considerations, it is becoming apparent that the job of navigator must become an automated task.

An improved navigation system which meets present and future operational constraints does not lie in the development and implementation of more navigational sensors. While this approach may provide an equitable solution in the future, its present contribution would serve only to further burden crew members who are already functioning at or near their limit. Instead, the problem must be approached with the view of optimizing the tasks of a crew member who will ‘manage’ the navigation systems as a collateral duty.
A Transferred Radar Plot
Authors: Fifield L. W. J.
Published: January 2010

Despite the fact that there is a large number of plotting aids available there must be many vessels in which radar plotting for anti-collision purposes remains a drawing exercise (transferred plotting), or is not attempted because it is believed to be a process too lengthy for the exigencies of practical work.

Quoting J. R. Webster of the Board of Trade—‘Most of the collisions which have occurred have been in conditions when there were no other ships in the close-quarter situation, and in my opinion the relative display is better for judging the degree of collision risk in this case, with a simple plot to ascertain the effective avoiding action’.

Believing this to be so, the following suggestion is made for simplifying plotting procedure.

The information used in the plot should not require conversion in the time-distance-speed sense and this should apply to the information derived from the plot. The plot should enable the navigator to answer these questions:

i. Will a collision take place if present courses and speeds are maintained ?

ii. What will be the distance off at nearest approach of the target even if there is no collision ?

iii. What alteration of course and/or speed is required in order that this distance off can be increased to some safe value ?

iv. What time is available for action ?