bluuebunny/crossref_metadata_2025_split huggingface dataset:
Controlling Shareholders: Issues and Challenges for Shareholders’ Empowerment in Directors’ Remuneration in Corporate Malaysia
Authors: Rachagan Shanthy , Mohd Sulaiman Aiman Nariman 
Published: February 2017

AbstractCurrent reform concerning directors’ remuneration relies on improving legal rules and self-regulation to minimise expropriation of minority shareholders. These have prominently focussed on empowering shareholders. Nonetheless, it is unclear as to the extent these reform proposals are compatible within the concentrated shareholding structure. Some of the reforms taking place in developed countries are suited for dispersed shareholding structure and thus transplanting them to emerging economies with concentrated shareholders may be ineffective. Malaysia poses an interesting case study, especially to countries with similar ownership structure as the concentrated shareholding structure raises different agency problems. The issue of protection of minority shareholder rights and the prevention of abuse of the controlling power by paying excessive remuneration to the executives is therefore a subject of due consideration in Malaysia and countries with similar shareholding structures. This article recommends that Malaysia and other emerging countries look into encouraging limited shareholder empowerment in tandem with laws.
Helicopters
Authors: Case John 
Published: February 2017

SummaryThe present article is an account of some calculations on helicopters.Airscrews have been calculated for different conditions according to two theories: (1) the multiplane interference theory; (2) Glauert's vortex theor). According to both there should be no difficulty in designing a screw to give a good lift at a reasonable rate of climb, and the ceiling should also be quite good. When we consider the speed of falling, with the screws free-wheeling, the two theories give widely different results, and the practicability of the helicopter depends largely upon this question being settled. Simple airscrew theory shows that at least moderate speeds should be obtainable by inclining the airscrew axis. For many reasons it seems desirable that the screws should have at least four blades; gyroscopic couples on the whole machine are eliminated; the forces are widely fluctuating during forward motion with only two blades; the stability derivatives and equations are simplified; but the aerodynamic efficiency will be impaired. In general the stability equation is of the tenth degree, and the lateral and longitudinal stabilities are not separable when the machine, in a state of steady motion in a straight line, receives an asymmetrical disturbance.The following notes are the results of an attempt to investigate the theoretical possibilities of the helicopter, and generally to develop some branches of the theory of helicopters. In this country extremely little work on the subject seems to have been published, and the only experiments I have been able to find are those given in the Report of the Advisory Committee for 1917-18 (Vol. II.). Several articles have appeared in “ L'Aérophile ” from time to time, notably by Lamé, Touissaint and Margoulis, and some experimental work has been done by Eiffel. But it is extremely difficult to find adequate experimental results with which to compare any theory ; for instance it is very rare to find results of tests on airscrews working under helicopteral conditions, and also the aerodynamic data of the aerofoil sections used. In the matter of stability I do not know of any experimental work at all.I shall give first the results of my investigations into airscrews for helicopters, and then proceed to the consideration of the dynamics of helicopter flight and the development of the stability equations.
The Stability of Aeroplanes
Authors: Bairstow Leonard 
Published: February 2017

The problems which arise in the course of a study of aeroplane stability are of considerable complexity as compared with those confronting engineers in other branches of locomotion. Ocean–going vessels provide another instance of the motion of a solid body in a fluid and their stability is clearly one of vital importance. Naval architects have consequently studied the subject and calculations are made for the stability of each new design of ship. The process is so well known and so well founded that it surprises no one that a newly launched vessel remains on an even keel. One instance, not connected with British shipbuilding, serves to remind designers of the serious consequences of faulty calculation. The disaster relates to a ship which was launched fully engined, etc., and which turned turtle and sank within a few minutes of launching.
The type of stability which the naval architect needs to calculate most carefully is that which is concerned with the security of the ship when rolling.
Testing Aircraft to Destruction
Authors: Douglas WM. D. 
Published: February 2017

Necessity for strength tests to supplement calculations and to check the assumptions on which the calculations are based. Historical outline. Examples of certain types of defect which are revealed by strength, test.Assumed aerodynamic conditions. Approximations reproduced by test loading. Methods of support during test. Measurements, testing routine and technique.The usual tests are described:—Flight test, C P . forward; Flight test, C P . back; Nose dive test; Tests of auxiliary and controlling surfaces; Ailerons, elevators and rudder; Tailplane and fins; Fuselage, down load, side load, torsion ; Undercarriage, discussion of stresses which may arise during landing, pointing out presence of frictional horizontal force causing rotational acceleration of the wheels; Static tests of undercarriages, dropping tests; General description of rib tests.Description of shot bags and general principles of load application with a view to efficiency and safety.
“Researches on the Normal Air Resistance = K.”
Authors: Lilienthal Gustav 
Published: February 2017

Some years ago, during my stay in Rio de Janeiro, I busied myself during spare time in determining the value of the normal pressure (by means of a plane mounted on a rotary arm) in such a way that no disturbing induced air current could arise.For this purpose I had at my disposal a room 12 metres square by 8 metres high. I employed an apparatus by which a rotating arm 9 metres long described a quadrant or quarter circle. The test surface was 0.25 square metres in size. Since the surface traversed the quarter circle only once it encountered only still air. Uniform motion was controlled by the curve described by a vibrating spring on the end of which was fastened a small paint brush with colour. The spring was fastened one meter from the turning centre and vibrated over a paper spread on a measuring table. (Figures 1 and 2, not reproduced.)The results were however not reliable enough on account of the shortness of the observations and the small size of the room. After my return to Germany, in the spring of 1913, I therefore undertook new experiments on a larger scale. Through the kindness of the director of the South–West Electricity Works, there was placed at my disposal a large empty machinery hall in Schöneberg of 32 metres clear width, 60 metres long and 15 metres high.
Fluid Resistance on Bodies of Approximately Streamline Form
Authors: Pannell J. R. 
Published: February 2017

The resistance offered by bodies to motion through fluids has for many years been a problem of the first importance, and one which has received a correspondingly large degree of attention both from scientific investigators and those commercially interested in the subject. A considerable amount of mathematical investigation has been carried out; but a detailed study of fluid motion has only proved possible in the case of a perfect fluid, i.e., one in which viscosity is not present. Assumptions have been made as to the quantities upon which the motion of the fluid and the body depends, and formulæ have been prepared expressing the laws connecting force and speed for dynamically similar bodies.In the present note attention will be directed chiefly to the case where the only properties of the fluid upon which the motion depends are the viscosity and density, though brief mention may be made of instances where the acceleration due to gravity is also important.
Mechanical Flight
Authors: Moy Thomas 
Published: February 2017

The soap bubble and the projectile illustrate the two opposite extremes of mechanical flight.The two greatest hindrances to the solution of this problem have always been the balloon and the screw propeller.People pick up this and that old device, and fancy that a merely new combination will answer their purpose. The balloon is one such device, having one chief function— that of flotation. Balloon troubles and risks are so well-known to every member of this Society that they need no description. The very obvious schoolboy device of elongating the bulb and driving it end-on with a screw propeller has only resulted in the attainment of a feeble speed, not hitherto exceeding 10 miles an hour in a dead calm.
Report on Experiments
Authors: Moore R. F. 
Published: February 2017

The two chief methods proposed by inventors for obtaining aerial flight are by means of aeroplanes or aerocurves, driven by screw propellers, and by wings worked as in nature.Which of these designs will practically be best it is difficult to say. It can only be by actually trying the two methods that their merits can be compared. It may be that wings are the best, as they move a larger weight of air with less velocity than a screw propeller. The slip may on this account be less.It may be that wings are the best, as they move a larger weight of air with less velocity than a screw propeller. The slip may on this account be less.
The Measurement of Air Velocity and Pressure
Authors: Zahm A. F. 
Published: February 2017

For general service in aërodynamic experimentation two kinds of anemometer may be useful, one measuring air velocity, the other air pressure. Sometimes the velocity alone is required; again the pressure, either static or impactual, is mainly to be determined.In either case an accurate and faithful instrument is most desirable. Of course the impact can be calculated from the velocity, and vice versa, providing all the data are at hand for computing the density of the moving fluid. But when many exact determinations have to be made, it is well to evade such calculations by choosing the appropriate anemometer; that is to say, a velocity instrument for measuring velocity, and a pressure instrument for measuring pressure, or impact. One thereby saves much labour, and avoids tho errors that may result from misreading the elements of density.
The German Aluminium Balloon
Authors: Moedebeck  
Published: February 2017

In most circles, particularly amongst technical aeronauts, the opinion is widespread that the adherents of construction of aerostatical dirigible balloons are on a false track, and that their objects are fundamentally different from those who seek to solve the problem of flight by purely dynamical means. The great resistance of the air which the balloon has to overcome, and the unfavourableness of such a form of construction, is generally put forward as .an insurmountable obstacle.The balloon, as all must allow, his already gained a recognized position, and has become useful for military and scientific purposes, whilst the dynamical flying machine has proved that, with such modern technical ingenuity of construction as has been created by Maxim, and is represented by the first flying machine to carry three persons, anything may be expected of it in the future.This belief in the future of the dynamical aerial machine is shared rightly by all aeronauts, but the development of it can only proceed (in the opinion of all practical and experienced balloonists) through the aerostatical balloon. The latter is an inevitable step in the evolution of aerial navigation.
On Kites, Kite Flying, and Aëroplanes
Authors: Dines W. H. 
Published: February 2017

At the present time kites are used to obtain information about the temperature and humidity of the air above us, and efforts are being made to construct a flying machine capable of carrying one or more persons.At first sight it might appear as though there were no relation between these two matters, but they are, in reality, very closely connected. The kite is held by a string or wire, and the wind passing over the kite supports it and at the same time causes it to exert an upward pull upon the wire. To fly a kite in the ordinary way the first requisite is sufficient wind, but if the lower end of the string to which the kite is attached can be moved forward with sufficient rapidity, by fastening it, for example, to a fast steamer or motor car, the kite can be flown when there is no wind.
The Work of the International Commission for Scientific Aëronautics
Authors: Hergesell M. H. 
Published: February 2017

Since the report which I laid before the last meeting of the Permanent Council at, St. Petersbourg, the work of the International Commission for Scientific Aëronautics has been continued on a more extended scale.In this paper I propose to speak principally of the work of the Commission.But it will be impossible for me to avoid speaking also of the work carried on by our members outside the direct work of the Commission, and I hope at some future time they will themselves communicate detailed results of these their independent investigations.So far, the Commission has met twice, and has shaped its work on the advantageous base of these direct interchanges of thought.
Notes on a Bird-like Flying Machine
Authors: Hutchinson F. W. H. 
Published: February 2017

To those who have not given attention to the structure of a bird's wing the following rough description may be of interest. The wing of a bird may be regarded as having two portions: (1) that part to the outer side of the wrist joint. The main feathers of this portion are usually about ten in number, and are known as the primary feathers. (2) That part of the inner side of the wrist joint which may be called the body of the wing. The main feathers of this portion vary according to the length of wing.(a) A salient characteristic of a bird's wing as a whole is the comparatively rigid and heavy anterior edge and the light yielding elastic posterior margin.
On Flapping Flight of Aeroplanes
Authors: Fitz–Gerald Maurice F. 
Published: February 2017

It has been long known, principally through experiments on soaring, that a large, if not by far the largest, part of the supporting force obtained by birds in regular flight, is probably furnished by upward air pressure on their wings, regarded as planes moving horizontally, with their surfaces slightly inclined to the direction of motion.Langley's “Experiments on Aero–dynamics” furnish some numerical data for estimating the power required to sustain an aeroplane of given weight, propelled horizontally by a known force, and he applies these to the determination of the problem whether this could be effected by screw propellers, analogous to those of a ship, actuated by machinery of existing type.
The Aëromobile
Authors: Webb C. F. 
Published: February 2017

This machine, called by its inventor the Aëromobile, is designed, to accomplish gliding flight by the aid of propellers, to carry one man, and to manœuvre on or near the ground, before free flight is attempted, in order that its practicability may be thoroughly tested.Theoretically, the fundamental principle upon which the practicability of the invention is based, is the determination by experiment of the exact relation existing between speed, supporting area, and weight, in order that, any two of the three being constant, the other may be varied in such a way that the result in a machine of this description shall always be equilibrium.
Wings versus Aëroplanes
Authors: Moore R. F. 
Published: February 2017

There are two mechanical arrangements, heavier than air, which have been proposed for obtaining flight, namely, wings and aeroplanes. The latter is the one chiefly in favour with the public as there have been more or less successful experiments brought to its notice. There are, however, many advantages for a machine made with wings in imitation of a bird or flying fox as in Nature.Wings with their large spread and slow motion give more effective action on the air than the small blades of a screw propeller. It is known from experiment that a large surface working slowly is more efficient than a small one working rapidly in a rarefied medium such as air, for the same power expended.
Shop Organisation: A Simple Scheme
Authors: John W. E. 
Published: February 2017

During my visit to Great Britain I have been surprised to find how many factories have sprung up during the war, which whilst producing munitions of a highly complicated character lack a staff, the members of which as a whole possess that long and careful experience in technical production always considered necessary in the qualifications of men for executive or responsible positions.Yet the fact remains that these concerns are producing, and the product in many cases is of a high quality. We are, however, living in exceptional times, when competition—in the true sense of the word—is absent; but if the best is to be obtained now and in the future, when these factories will have to strain every effort for their existence, it will be necessary that production on a strictly economical basis be considered.My experience shows that in a number of cases there exists a misconception of what a proper system of control means, and the advantage accruing there from is unknown.
Skin Friction
Authors: Ellis Williams W. 
Published: February 2017

Among the various experimental data which are required in the discussion of the theory and design of the aeroplane, there are none of greater importance than those relating to surface friction, while at the same time there are none about which greater uncertainty prevails.Owing to the difficulty of separating skin friction from head resistance, very little can be learnt from observations on actual machines in flight, while on the other hand, if we turn to laboratory experiments on the resistance of planes, we are met with the most bewildering variations in the values obtained for it. Many of the most careful experimenters make out that it is quite inappreciable while others maintain that it is from 1—4 per cent. of the normal pressure, and therefore forms an important part of the drift at small angles of attack.
Fighting in the Air
Authors: Patrick Cochrane 
Published: February 2017

The entire science of aerial fighting has developed, as everyone knows, since the beginning of this war, in other words in the short space of four years.To–night I am going to attempt to give you an outline of the various stages through which aerial fighting has progressed to its present state of efficiency, though it would be foolish to claim that we have even begun to realise the methods and tactics which will be employed in the future.All through the history of aerial fighting we find two main governing factors, and I would ask you to notice how these affect each step. These two factors are:—(1)Field of fire.(2)Field of view.In talking of the latter, I shall be constantly mentioning blind spots. By a blind spot is meant anywhere in the sky which is hidden by the planes, tail or fuselage, from the pilot as he sits in his cockpit.
The Coming Airship
Authors: Waterlow C. M. 
Published: February 2017

The subject of my paper is the airship of to-morrow, and if I look at it rather from the point of view of military requirements, you must bear in mind that it is these requirements which have made it what it is. Commercial needs and even Naval needs have played a very small part hitherto in its development, though they may be expected to exert considerable influence on its progress in future.Looking back over the past few years, we find an extraordinary prejudice against airships in this country, fostered in the most amazing manner by the Press, both lay and technical. This did not begin to dissipate until the autumn of 1912, just over a year ago.As late as October, 1912, the “Times” wrote a leading article on the folly of spending money on airships, taking as its text the accident to “Gamma” after the manœuvres of that year.
The Science of Fast Flying
Authors: Weymann C. T. 
Published: February 2017

In this lecture, which the Council of the Aeronautical Society, through Mr. Griffith Brewer, have done me the great honour to ask me to deliver before you, I propose to consider the rôle of speed or fast flying in aeroplanes.As soon as aeroplanes were able to fly, the next preoccupation of designers was to make them fly as fast as possible. In order to stimulate constructors, Mr. James Gordon-Bennett created his International Aviation Cup, destined to consecrate every year the fastest flying machine. This contest, held yearly since 1909, will give us a valuable basis to examine the lessons which aviation has been able to draw from pure speed.
The Theory of the Gravity-Controlled Air Speed Indicator as Applied to Dynamic Lift Flying Machines
Authors: Booth Harris 
Published: February 2017

As far as the writer is aware, Mr. Horace Darwin was the first to call attention to the fact that there is an essential difference in action between a spring-controlled and a gravity-controlled air speed indicator on an aeroplane.This fact was put forward in the Wilbur Wright lecture of last year and the conclusion then reached was definitely in favour of the use of the gravity type, as being more useful to a pilot on a steeply banked turn.Since that date, however, the discovery has been made that this type fails to give warning of “ stalling ” in straight flight (the very purpose for which the instrument is installed) and equally fails under the conditions of a banked turn.The writer believes that he has the priority in this discovery, and therefore takes the present opportunity of publishing the following formal proof of the scientific theorem involved.
Supplementary Notes on Drzewiecki's Theory of Airscrews
Authors: Low Archibald R. 
Published: February 2017

In the previous contribution and in the reply to the discussion justice was not done to several points.It was made clear that a circulation of air was established round the airscrew at standstill, creating a certain velocity before the airscrew disc in such a way as to modify fundamentally the thrust on the blades. But it was not explicitly stated that at full speed (of the aeroplane) this component of velocity was ignored altogether and each blade was assumed to be attacking “ still ” air.This does not mean that the air was still until the blade actually drew level with it, for, if the analogy with lifting surfaces holds, we know that at a distance of twice the chord width in front of the blade the air is appreciably disturbed, and this disturbance may be by no means negligible even at four or five times the chord's width in front of the instantaneous position of the blade.