bluuebunny/crossref_metadata_2025_split huggingface dataset:
A Short History of Glosters
Authors: Burroughes Hugh 
Published: June 2018

Much of the Gloster story has already been told by H. F. King in Flight for 27th May 1955. The same edition contains a generous contribution by Air Commodore Alan Wheeler which most vividly portrays a pilot's point of view on the Grebes, Gamecocks and later on, the Gladiators and Meteors.When I left school with a Scholarship to Cambridge, subsequently transferred to Manchester School of Technology because I thought it would enable me to acquire a more practical knowledge of electrical engineering, the Wrights had only just made their first flight and the idea of a career in the aircraft world never entered my head. However, after the final exams at the end of the three years at Manchester and four years experience in Works and in a Consulting Engineers office, I had the opportunity in 1909 of following my Chief, Mervyn O'Gorman, to Farnborough when he was appointed by Lord Haldane as Superintendent of the Balloon Factory, later rechristened the Royal Aircraft Establishment. My salary was £3 a week and my first job was Personal Assistant to the Superintendent and later I was given the resounding title of Technical Assistant in Charge of Supplies, mostly the special materials which were being developed for aircraft and engines. At the outset I had to make hydrogen for the Airships which were the sole product of the Factory for more than a year. Making hydrogen was more interesting than you might think because occasionally the gasometers, where the hydrogen was stored before compression into steel bottles, used to blow up. We made no less than four new Airships before Lord Haldane gave permission for aircraft design to start and we had some leeway to recover to catch up with A. V. Roe, Sopwith, Blackburn and several others who had started earlier.
The Harrier — an engineering commentary
Authors: Fozard J. W. 
Published: June 2018

“An art can only be learned in the workshop of those who are winning their bread by it”Samuel ButlerThe first drawing showing a recognisable Harrier-type configuration was produced in the Project Office at Hawker Aircraft Limited, Kingston, in October 1957 (Fig. 1).
During the next year the design of this P1127 project was refined by detailed study and the final BE53 engine configuration was settled between the Hawker Team led by the late Sir Sydney Camm, and the Team at Bristol Aero Engines Ltdf led by Dr. S. G. Hooker. Hawker worked on a private venture basis and Bristol proceeded, on manufacture as well as design, with 75% backing from the USA by the Mutual Weapons Development Programme Agency in Paris.
Review of Post-War Research and Development at Dornier
Authors: Dornier Silvius 
Published: June 2018

At the outset, may I emphasise how honoured I feel to be invited to speak before the Royal Aeronautical Society and that I am very grateful for the opportunity to give a report on the work and activities of the Dornier concern.It is hardly possible within the narrow scope of a lecture to include any exhaustive and detailed discussion of the development and research work accomplished by the Dornier concern in post-war years.Instead, I shall try to give you an idea of some of the work performed or still under way, which may perhaps reveal characteristics which are typical of our working conditions and methods.
European Co-operation in the Aviation Industry and its Future Development. Instance of its Application to the Anglo-French Helicopter Programme
Authors: Giusta L. 
Published: June 2018

The Twenty-Second Louis Blériot Memorial Lecture held jointly by the Society and the Association Francaise Ingenieurs et Techniciens de I'Aeronautique et de I'Espace (AFITAE) was given in London on 20th March 1969 by M. L. Giusta of Sud Aviation.Monsieur Robert Blanchet of the Sales Department of Sud Aviation read the Lecture for M. Giusta. The Chair was taken by the President of the Society, Professor D. Keith-Lucas.For the 22nd time we are here among friends of both sides of the Channel, meeting together for an annual celebration in the memory of Louis Bleriot, who achieved the first liaison by air between our two countries.Last year's eminent lecturer, Mr. Handel Davies, delivered a brilliant and substantial lecture on world-wide aircraft market forecast and the future progress of technical development. In his conclusion, he stressed the necessity for European co-operation.
On the Use of the Preston Tube in Concentric Annuli
Authors: Patel V. C. 
Published: June 2018

In a recent discussion on measurements made by Quarmby in fully-developed turbulent flow in concentric annuli, Quarmby has made several statements which are incorrect and need to be clarified.Quarmby states that the pitot displacement corrections measured by MacMillan are those solely due to the shear and that they do not take account of the effect due to the presence of the wall. This is not so. Fig. 9 of MacMillan's original paper shows the total displacement effect. It is this total displacement effect which was used in my paper on the calibration of Preston tubes to relate the calibration curve to the inner-law velocity distribution. It is quite obvious that a Preston tube will be influenced both by shear as well as the wall and it would have been pointless to attempt to correlate its calibration with the velocity distribution using pitot displacement corrections unless these corrections included the rather important influence of the wall.
The Airport and the Aircraft in Relation to Loading Problems
Authors: Davidson G. 
Published: June 2018

In the past aircraft loading has only had a minimal effect on terminal design. In principle the only preference was that aircraft should be parked as near to the terminal building as possible so that load was carried over the shortest possible distance.There are many who have stated that the arrival of the very large aeroplane is going to cause massive congestion in terminal buildings. This is not really the case, as the very large aircraft themselves will not increase the market. The only effect their introduction has is to bring the traffic into terminals in larger clumps.
The Influence of the Airport, its Facilities and Environment on Aircraft Design and Operating Economics
Authors: Lawson K. S. 
Published: June 2018

Three subjects have been selected for discussion in this paper, each of which has a major influence on aircraft design and operating economics. These subjects are airfield performance, noise and aircraft utilisation.For an aircraft to have good operating economics it must be able to operate with a high load factor over a large percentage of the routes on which it is to be used. The permissible take-off or landing weight, and hence the payload, can be limited by any one of many airworthiness requirements. These include take-off distance and climb, landing distance and climb, and obstacle clearance in the vicinity of the airport.
The Second Century Papers: Looking Ahead in Aeronautics—18
Authors: Stratford Alan H. 
Published: June 2018

“It is need, rather than discovery which stimulates progress, and the key to industrial success is the choice of application rather than priority in research”Sir Robert Cockburn, Director of RAE, 1968At the first meeting of our Society in January 1866, James Glaisher advised us to “exclude any matter that may seem useless in forwarding the science, or that has the slightest chance of giving rise to ridicule …” this warning was timely and relevant to this theme for to consider the long-term future with as much rationality as is required for short-term forecasting and planning studies, is a valuable exercise in restraint as well as in imagination. So many avenues of possible development are technologically interesting, but in economic terms are sterile and unrewarding. One emerges with a deep conviction that certain areas of research and development may be in a dominant position in their influence on future aviation growth. Two of these are noise control and the evolution of composite materials. Although fairly obvious it seems important that they and some others be given the financial support which they deserve.
Vigilant: A Portable Anti-Tank Weapon for Infantry Use
Authors: Jacob J. E. B. 
Published: June 2018

Vigilant is a man-portable, anti-tank guided weapon system primarily designed for infantry use but capable of being mounted on reconnaissance vehicles.The system employs optical line-of-sight command guidance wherein the commands are manually generated by the operator and are transmitted to the missile by way of a wire link. The system has a maximum range of 1370 m with a time of flight of 12 seconds and can engage long-range targets with an angular coverage of ±39° about the line of fire with a lateral separation between the operator and the launcher of up to 30 m. The minimum range is 275 m with nominal separation and angular coverage.
International Co-operation on Helicopter Airworthiness Requirements
Authors: Joffre B. 
Published: June 2018

I have been asked to talk today about international co-operation with respect to helicopter airworthiness regulations. If I confined my talk to this subject only it would be very brief for, to my knowledge, this co-operation is at the present time very limited, if not non-existent.The airworthiness committee of the ICAO which is the officially appointed organisation for international co-operation does not often deal with helicopter problems. As to the military, except for a number of points of a very limited scope (such as location of the cargo sling control on the cyclic stick) they have never really approached important problems specific to the helicopter from an international stand-point. The trend they are following today is rather to go by the civil regulations in force in their respective countries and there is an increasing tendency in the various manufacturing countries to consider conformity to civil regulations as the prime requirement to be met for the development of a prototype intended for military usage, except of course for a number of specific points related to battlefield applications which impose requirements different from those to be met for civil applications.
The Influence of Incentive Provisions on Project Management
Authors: Walker D. 
Published: June 2018

Our previous speaker, Mr. Blyth, in his paper on the Design of Incentive Contracts, has given us a lucid explanation of the basic principles of incentives and examples of cost, performance and delivery conditions which could be used as incentives and the objectives to which they could be directed.Following on this paper, one could initiate a discussion on the basic philosophy behind the use of incentives, whether the incentives as stated are likely to be achieved, and propose various alternative methods of achieving these objectives without using contractual conditions. I have no doubt that many points such as these will be raised later during the discussion.
Air Photography
Authors: Peckham Cyril 
Published: June 2018

This Title “Air Photography” covers a tremendous subject. In fact, so big that I am not going to attempt to deal with more than one aspect of it, and even that will have to be severely pruned.To the best of my knowledge, nobody has yet written the history, but it is certain that picture taking took place long before I came on to the stage. Balloon-to-balloon, airship-to-airship and ‘plane-to-’plane. Wherever there was the promise of a picture, you would find a man with a camera.Those were really the days of the true pioneers, not only of flying, but of photography itself, because that science was in its infancy, and the exponents of it were few and far between.
Managing Unserviceability
Authors: Wilkinson K. G. 
Published: June 2018

This paper deals with the problem of operating a large fleet of transport aircraft and managing the problems that arise from mechanical and avionic defects in the machines.We, in BEA, for a long time made the common mistake of treating this mainly as a technical problem, requiring for its solution a thorough analysis of defect sources followed by engineering modification action. After pursuing this course for a number of years it became apparent that, although results were achieved, more important influences were nullifying the benefits. A wider analysis of the problem was, therefore, undertaken which made it clear that the primary problem was the management of ground operations at the London hub of BEA's system. At this point the effort of the three operating departments (Flight Operations, Engineering and Traffic) converged and had to be effectively integrated.
Project Control in Practice
Authors: Walker-Arnott D. A. 
Published: June 2018

I intend to speak briefly on three aspects of Project Management in the amplification of what Mr. Williamson has just said. Members of the audience who have attended lectures at this Society and elsewhere before, will, I am sure, recognise some of the Figures and I should not like it to be thought that I am presenting new or original ideas.Turning to the control cycle that we at Hunting Engineering Ltd have been using now for a number of years, let me say that we believe that projects lasting two years or more need to be reviewed and re-cast, if necessary, at least every month. We have, therefore, evolved a four week management cycle and Figs. 1-5 explain our modus operandi. Programme re-casting is done at what we call the Management Decisions Meeting (Fig. 1). This takes place at the second week of the four week cycle. The efficacy of management decisions is tested by network re-running on the computer during the third week of the cycle, and on the assumption that the decisions meet the projects target date requirement the PERT time predictions resulting from these re-runs are issued during week three.
A Resumé of the F-111 Flight Test Programme
Authors: Prahl Val E. 
Published: June 2018

Among the most interesting aircraft development programmes currently in progress is the Flight Test Programme of the F-111, an aeroplane that is being built for both the USAF (the F-111 A) and the US Navy (F-111B). Although the operational envelope of this aeroplane is only a modest step forward into new regions of flight, the dictates of its multi-mission role over the largest Mach-altitude envelope ever achieved by a tactical aeroplane is a significant advancement in the “state of the art”.To accomplish these mission objectives, which include short take-off and landing distances, sustained supersonic operation at low altitudes, and a Mach 2.5 capability at high altitudes, the F-111 is configured and equipped with a number of unique design features and advanced systems. This discussion is intended to present a brief description of the more interesting features and a progress summary of the F-111 flight test programme.
The Principles and Objectives of Cost-Effectiveness Analysis
Authors: Stratton A. 
Published: June 2018

The terms “cost-effectiveness” and to a lesser degree “cost-benefit” analysis have become familiar words in the technical and national press, the former usually in relation to defence projects—the latter in relation to social projects, such as transport, power generation and building. Indeed, at the time of the last General Election the political correspondent of a national newspaper wrote, “Mr. Heath and Mr. Callaghan, Chancellor of the Exchequer, vied with each other in stressing the importance of cost-effectiveness, which used to be known as getting value for money”.The apparently simple concept of “value for money” raises three important issues:(i) how is “value” of defence and social projects quantified?(ii) what is the “money” involved, i.e. what are all the relevant costs? and(iii) what are the information and decision processes that are used in attempting to obtain “value for money“?
Reliability and Utilisation of Flight Simulators
Authors: de Wit G. J. 
Published: June 2018

Some approaches are indicated for determining, and if necessary raising, the potential utilisation of training equipment, the objectives being:—to reduce costs;—to avoid or defer new capital investments;—to secure more flexible rostering through increasedavailability.The problem is approached from a systems standpoint.The investigation has been mainly confined to Link equipment, but the solution can be utilised for all auxiliary equipment, e.g. radar, where failures occur during or outside the use phase. Visual aids and pure flight aspects such as motion are not taken into consideration.
Engine Development Under the Ministry of Aviation
Authors: Lloyd Peter 
Published: June 2018

SummaryThe seven year life of the Ministry of Aviation was a time of dramatic change, not only in engine technology, but also in defence and procurement policy, in industrial organisation and in the public image of the aircraft industry. The rapid increase in the cost of developing and producing new aircraft and weapon systems made development management and cost control issues of the greatest importance and much effort was devoted to devising improved management procedures. In summarising the technological achievements of the period, attention is particularly drawn to changes in engine noise characteristics, in selling price and in the growth of overhaul life and reliability. The nature of engine development is examined in some detail and it is pointed out that the development content of engine programmes is normally much greater than that of airframe programmes. The high development effort and expenditure demanded by aero engines is explained and justified. Attention is drawn to the relationship between development cost and (a) manufacturing cost, (b) the magnitude of technical advance.Some of the problems encountered in the search for an effective system of cost estimation and control are indicated.
Optimal Space Trajectories—A Review of Published Work
Authors: Bell D. J. 
Published: June 2018

The problem of transferring a space vehicle between two points in a given gravitational field such that the minimum amount of fuel is used has been called the fundamental navigational problem of astronautics. In such a problem it may be required to find the optimum thrust magnitude and thrust direction which yields a minimum fuel trajectory. Furthermore, certain end conditions may be specified which the optimal trajectory must satisfy. In a large number of published papers the velocity of the vehicle is supposed known both at the beginning of the transfer and at the end whereas the time taken to complete the manoeuvre may or may not be given. Also, other performance criteria have been chosen besides minimum fuel. For example, minimum time of transit or maximum orbital altitude at perigee.Papers mentioned in this review deal mainly with flight in two dimensions apart from those sections on general theory. Furthermore, all space vehicles considered are assumed to have a fixed exhaust velocity unless otherwise stated.
A New Phase in Aviation?
Authors: Cockburn Robert 
Published: June 2018

Aviation has become a great international utility, and as the scale of investment has grown innovation is increasingly dominated by economic considerations. The time needed to bring research, development and design to fruition is lengthening and economic and technical trends must be appraised tor many years ahead. Of the various parameters defining aircraft design and performance, speed is the most fundamental. The speeds of both military and civil aircraft have been doubling every decade for over 50 years; but the factors which contributed to this exponential growth have changed and a new basis for prediction must be established.Above high subsonic speed transport efficiency remains sensibly constant although with pronounced optima around Mach 0.8 and Mach 3. In future, aircraft will tend to fall into distinguishable speed regimes; but application will be determined by their economic productivity rather than by small differences in transport efficiency. Subsonic aircraft will remain the mainstay of civil and military aviation for many years, with supersonic aircraft meeting a growing civil demand on the longer international routes and military requirements tor fighters, bombers and reconnaissance aircraft. In neither field is there any imminent demand for hypersonic aircraft.But if the quest for higher speed is no longer the dominant incentive in aeronautics, there are new in:tiatives at the low speed end of the flight envelope, and continued improvements are foreseeable in the efficiency of propulsion, structure, and avionics. If these opportunities are seized there is a challenging and rewarding future for European aviation.
Fifty Years of Engineering Learning
Authors: Banks F. R. 
Published: June 2018

It is always an honour to be invited to give a lecture, and particularly a memorial lecture to a man so outstanding in his own field.I knew Roy Chadwick and liked him. I admired, too, his working ability and his professionalism. He was a natural born designer, and I need not list here his attainments and successes since these were very adequately dealt with by Rogerson in the First Memorial Lecture to him.I thought long about the subject of my talk this evening and finally decided that, at my time of life, it might be appropriate if I were to give a sketch of my accumulated experience, and experiences, over more than fifty active years—divided between marine diesel engines and automobile and aviation engines.
Subsonic Aircraft Drag: An Appreciation of Present Standards
Authors: Haines A. B. 
Published: June 2018

SummaryThe drag at cruise CL of a number of recent aircraft—mostly large subsonic transports—has been analysed in terms of figures-of-merit derived from Melvill Jones’ original concept of a streamline aeroplane. The values have been compared with those for some representative aircraft from the 1930-1940 period. The paper then proceeds to highlight some of the main sources of excess drag; for the recent aircraft, these are grouped under broad headings such as “excrescences”, “Mach-number effects” and “nacelle installation or interference”.The results of the analysis are somewhat disturbing. Perhaps the most striking feature, bearing in mind that only a restricted class of aircraft have been considered, is the very wide spread between the figures for the poorest and the best of the recent aircraft. Also, the detailed drag breakdown varies widely from one aircraft to another. The evidence in the paper suggests that, in many cases, present drag standards can and should be improved.
The Jumbo Jet and Public Safety
Authors: Lederer Jerome 
Published: June 2018

In late September 1967, Her Majesty Queen Elizabeth II of Great Britain launched a new Cunard ocean liner in Scotland with the phrase, “Every great enterprise has an element of risk and uncertainty about it and I am sure no one can predict the future of our venture.” The launching of any new aircraft carries a similar connotation. For the jumbo jet as for the ocean liner, the risks should be recognised and, therefore, minimised because both the building of the ocean liner and the jumbo jet are extensions of a known art, not an introduction to unknown ventures such as may be true of the SST.Size is relative. In its day, the DC-3 was called the “giant” air liner. If one compares the 21 passenger DC-3 with the 250 passenger DC-8, a twelve-fold increase, one can say that we are already in the jumbo jet age. The transition has been gradual through the Stratoliners, the DC-4, the DC-6, the Constellation, DC-7, Britannias, Vanguards, Caravels, Convairs, 707’s, and others. The results have been dramatic. (Fig. 1.)