bluuebunny/crossref_metadata_2025_split huggingface dataset:
An Experiment on Flat Plate Turbulent Boundary Layer Flow—The Effect of Local Fluid Addition on Friction and Velocity Distribution
Authors: Barrow Henry 
Published: July 2016

For a Flat Surface at zero incidence in a deep uniform stream, the total frictional drag F per unit width of the surface can be calculated from the well known equationUsing the momentum principle in the usual way, it can be shown that when fluid is added locally to the flow through the surface, the total frictional drag F1 is given by
Pyestock’s Contribution to Propulsion
Authors: Constant Hayne 
Published: July 2016

The first Sir Henry Royce Memorial Lecture described the work of a brilliant engineer, who was directly responsible for the design of a long series of great engines. As a contrast, I have been asked to tell you about the work, not of an individual, but of a team. A team, moreover, that has had no responsibility for the final product, but whose task has been that of attempting to clear the ground and make the engine designers’ work less difficult.The year 1957 has a certain significance in gas turbine history, in that it is the twentieth anniversary of several important early events. It was in March 1937 that the Engine Sub-Committee of the Aeronautical Research Committee discussed the internal combustion turbine and as a result recommended “that the Air Ministry should take up the question of the development of the internal combustion turbine as a matter of urgency and make all possible arrangements for its production at the earliest possible moment …”
Heat Transfer from Rotating Discs
Authors: Rotem Z. 
Published: July 2016

Coefficients for heat transfer from free rotating discs, at Reynolds numbers in excess of 4.8 x 105 have recently been obtained by Cobb and Saunders. These results are consistent with a limiting turbulent-flow heat transfer given by: —Nu mean = 0.0172 Re0.80 . . (1)
The Measurement and Analysis of Gust Structure
Authors: Hooke F. H. 
Published: July 2016

The gustiness of the atmosphere is studied, among other reasons, because of its importance in producing loads on aeroplane structures much larger than the loads occurring in calm air.Atmospheric turbulence is studied by observing the behaviour of aeroplanes passing through it, by observing the motion of balloons or other articles carried along by the wind itself, or by examining the fluctuations in velocity or direction occurring at a point fixed relative to the earth. The first of these methods is the most flexible and is the most convenient for aeronautical investigators.
Guidance and Control
Authors: Bedford L. H. 
Published: July 2016

The title of this paper is to be construed as primarily referring to guided missiles. Some of the principles have possible application to more peaceful purposes, such as aircraft flight, but the primary emphasis is towards weapon systems.The principal guidance and control methods are discussed on a review basis but certain of them, which are particularly important or of which the author has special experience, are considered more fully. These are, in particular, guidance and control problems relating to homing missiles.
Some Investigations in the Field of Blade Engineering
Authors: Blackwell B. D. 
Published: July 2016

The past ten years have seen a wide variety of axial gas turbine aero-engines pass through their development phase into military service. A new phase began when the first axial gas turbine engines to operate to a civil schedule entered service in 1956-7, powering the Britannia and Tu.104 aircraft. The coming years will see an ever-increasing percentage of the world’s air traffic being carried by axial gas turbine engines and it may be confidently predicted that in another ten years they will be the rule rather than the exception.The enormous importance of reliability in civil operation is well known. Possibly less well known is the incredibly rapid build-up of running hours which occurs when an engine is introduced into civil operation. In six months of civil operation these may exceed the cumulative hours in the whole life of a military type, and will outstrip the total manufacturers’ bench experience in an even shorter time. With all the achievements in bench development and military service in the past ten years, the axial gas turbine engine is still in the “ kindergarten ” in relation to civil operation.
Fuel Systems For Supersonic Engines
Authors: Simonis E. A. 
Published: July 2016

The advent of the high altitude supersonic aircraft has brought in its train a whole host of complex control problems. As far as the engine manufacture is concerned, these are perhaps best indicated in the diagrammatic layout shown in Fig. 1It is not my intention however, to go into the question of multiplicity of controls and their proper co-ordination, nor will I venture into the abstruse province of stability. I should like instead to concentrate on the fuel system itself, i.e. the supply and control of fuel to the main engine combustion chamber.
Some Aspects of Refrigeration in Supersonic Aircraft
Authors: Gabbay E. J. 
Published: July 2016

Until recently, aircraft cooling requirements were met by direct heat transfer to free stream. Flight at high subsonic speeds brought forth a need for crew compartment refrigeration. Supersonic flight may result in an extension of this technique to a wider field, particularly the cooling of equipment and temperature-vulnerable functional materials.This state of affairs has arisen from two major factors. Firstly, the hot boundary layer which surrounds the aircraft and would ultimately soak it to maximum boundary kinetic temperature. Secondly, ducted air either for the engine, equipment cooling, or crew conditioning, is received at nearly stagnation temperature. This temperature increases rapidly with Mach number and reaches its first unacceptable level, i.e. for crew cooling, at low altitudes in the transonic range.
Bending of Elastically Restrained Rectangular Plates Under Uniform Pressure
Authors: Lakshmi Kantham C. 
Published: July 2016

In the bending and vibration of plates it is found that the values of maximum deflection and natural frequencies, respectively, vary considerably from the simply-supported to clamped edge conditions. For an estimation of these characteristics in the intermediate range a generalised boundary condition may be assumed, of which the simply-supported and clamped edges become limiting cases. While Bassali considers the ratio of edge moment to the cross-wise moment as a constant, Newmark, Lurie and Klein and other investigators, in their analyses of various structures, consider that moment and slope at an end are proportional.Here the definition of elastic restraint as given by Timoshenko, α=βM, is followed, where α is the slope at any edge, M the corresponding edge moment per unit length while β is the elastic restraint factor. β→0 and β→∞ represent the two limiting cases of simply-supported and clamped edge conditions.
Air Traffic Control and its Influence on the Navigation Problem
Authors: Fraser D. O. 
Published: July 2016

Navigation used to be solely concerned with the safest and most expedient means of directing an aircraft to its objective—either the destination airport or a military target. Nowadays, especially in civil aviation but increasingly in military transport operations, the need to comply with air traffic control (A.T.C.) procedures is tending to dominate both the technique of navigation and the kind of navigation aids used.In recent years great stress has been placed on the problem of air traffic control and now, with the imminent arrival of jet air liners in large numbers, the consternation is even greater. Reactions to the problem vary, so that on the one hand there are the down-to-earth realists who see no immediate prospects of any revolutionary improvement in A.T.C. methods; on the other hand there are the optimists who already speak of the present A.T.C. system as though it is a thing of the past and talk of the “ new “ system which will replace it when the jets arrive. Despite the most extensive studies of the problem, such as that recently undertaken by the Curtis Presidential Committee in the United States, no entirely satisfactory description of the “ new “ system of A.T.C. has materialised. Meanwhile the penalities of restriction and delay of jet aircraft by air traffic control need no emphasis, but to give one example, the Comet I, when operated by B.O.A.C., regularly arrived at London Airport with at least two hours fuel as diversion and traffic reserve. The weight of this fuel was of a similar order to the total payload of the aeroplane, so it will be realised that economic operation of jet aircraft can stand or fall on this single issue of air traffic control.
Exact Results for the Bending Shear Stress Distribution for Some Simple Sections
Authors: Lockwood Taylor J. 
Published: July 2016

The number of available exact solutions to the St. Venant flexure problem is limited, but there are some simple solutions which appear to have been overlooked. The sections covered are a wedge, a double wedge, a biconvex section, and an aerofoil-type section. All the solutions given are restricted to certain values of Poisson's ratio, depending on the section.The components of shear stress parallel and perpendicular to the direction of loading are given by:
Sir Richard Fairey
Authors: Hall G. W. 
Published: July 2016

The First Fairey Memorial Lecture, “Sir Richard Fairey— An Appreciation” was given by Mr. G. W. Hall, F.R.Ae.S., on 5th March, 1959 at the Feltham Hotel, Feltham, Middlesex. This was the 34th Main Lecture of the Society to be given at a Branch and was held under the auspices of the London Airport Branch.Mr. R. L. Lickley, F.R.Ae.S., Chairman of the London Airport Branch, opened the meeting by welcoming the President of the Society, Sir Arnold Hall, M.A., F.R.S., F.R.Ae.S. This was the first Main Lecture of the Society to be held at the London Airport Branch and they were delighted to have the President with them to preside at the Meeting.
Emergency Passenger Oxygen Systems
Authors: Crowe N. 
Published: July 2016

With modern air liners flying at altitudes of 20,000 ft. or more, the question of passenger safety in the event of pressure cabin failure has become a real problem. Should failure occur, the Captain of an air liner flying over the sea, or difficult country, would have to decide between exposing his passengers to the anoxic effects of high altitude or of accepting the increased fuel consumption which would result from flight at a lower altitude.An Emergency Passenger Oxygen System to enable the flight to continue at an altitude where fuel consumption would not be excessive has been developed recently by the Walter Kidde Co. Ltd. in conjunction with the Scott Aviation Corporation of America. The Mask Presentation Units included with this system are unobtrusively located in the luggage rack and, in the event of pressure cabin failure, an oxygen mask is automatically presented in front of the head of each passenger. It is then only necessary for the passenger to pull the mask on to his face to obtain a supply of oxygen at sufficient flow to safeguard him until the aircraft has been brought down to a lower altitude. In addition, each Presentation Unit includes an attachment point for medicinal or therapeutic oxygen, which is independent of the emergency system, and from which a supply is always available. Leakage from these points when not in use is prevented by self-sealing outlets. The Presentation Units are easily removable for overhaul purposes, and can be adjusted for a change of seat layout. A manually operated cock enables a crew member to operate the system if necessary. Fig. 1 illustrates the system in use.
The Art of Developing Aero-Engines
Authors: Lovesey A. C. 
Published: July 2016

The first ten years following the end of the First World War saw a steady “run down” in the armed forces and during this period what still existed in the field of aero-engine development was inspired, mainly, by participation in long range pioneering flights, distance records and international speed events—such as the Schneider Trophy Contest.Research and development were limited by the funds available and it was not until about 1935, when the Government decided on an “all out” policy to re-equip the Royal Air Force with equipment to match the growing aerial strength of Germany, that aero-engine development received the support it needed. It was somewhere in this period that marked the “renaissance” of the development of aero-engines.
The American Aircraft Industry
Authors: Douglas Donald W. 
Published: July 2016

The Kinship of the English-speaking peoples, our common heritage of democratic ideals, and our close military alliance have created a unique relationship between the British Commonwealth and the United States. I know we both value it highly.I am mindful of this in, saying that I feel that I am among friends here and that I appreciate your warm hospitality. Incidentally, my father received the same warm hospitality from you a quarter of a century ago when he delivered the twenty-third Wilbur Wright Memorial Lecture in 1935.
Experimental Facilities and Measuring Techniques
Authors: Holder D. W. 
Published: July 2016

SummarySome of the aerodynamic problems that arise in flight at hypersonic speeds can be studied experimentally with wind tunnels and measuring techniques that do not differ in principle from those used for research on supersonic flow. If, however, it is required to simulate the very high temperatures of hypersonic flight, it is usually necessary to use heaters and tunnels of unconventional design, frequently having a very short running time, or to make tests with a model launched or propelled at high velocity.The short running times sometimes involve the use of measuring techniques that differ considerably from those of conventional wind tunnel practice. Also, in the presence of high temperature, real gas effects, it is sometimes necessary to measure additional quantities in order to define the state of the gas. The paper contains a brief introductory review of these topics, and of the extent to which experimental test facilities can reproduce the conditions of full-scale hypersonic flight.
General Characteristics of Hypersonic Flow Fields
Authors: Cox R. N. 
Published: July 2016

SummaryThe object of this paper is to give a brief account of the development of the study of hypersonic flow over the past three decades, and to stress some of the ways in which hypersonic flow differs from supersonic flow. In some of the early work on the subject a wrong emphasis was given to the study of flows with attached shock waves and to the nature of the shock boundary layer interaction problem, and it is only quite recently, mainly as a result of experimental work, that it has become possible to obtain a balanced picture of the important features of hypersonic flow fields. In the present paper real gas effects are not taken into account; in general, the inclusion of these effects will not markedly alter the picture given.
Some Recent Progress in Air Survey With Particular Reference to Newly-Developed Territories
Authors: Smith W. P. 
Published: July 2016

The Fifteenth British Commonwealth Lecture “Some Recent Progress in Air Survey with Particular Reference to Newly- Developed Territories" was given by W. P. Smith, M.B.E., B.A., F.R.I.C.S. before the Royal Aeronautical Society at the Institution of Mechanical Engineers on 19th November 1959. Mr. Peter G. Masefield, M.A., F.R.Ae.S., Hon.F.I.A.S., President of the Society, presided. Introducing the Lecturer the President said: This lecture was the second of their four premier named annual lectures. The first was the traditional Wilbur Wright Lecture, the second this Commonwealth Lecture, the third was the Louis Bleriot Lecture and the fourth the Lanchester Memorial Lecture. Five years ago, as many of them would recall, His Royal Highness, Prince Philip, the Duke of Edinburgh, honoured them by giving the Commonwealth Lecture on ”Aviation and the Development of Remote Areas.“He thought that they could say that the subject of Mr. Smith's Commonwealth Lecture was in some ways a projection of the Duke of Edinburgh's lecture, under the title "Some Recent Progress in Air Survey with Particular Reference to Newly- Developed Territories.”Mr. W. P. Smith was a Director and leading light of Fairey Air Surveys Limited. Naturally as befitted a Commonwealth Lecturer, Mr. Smith was a master of his subject—one could almost say that he was “monarch of all he surveys.” He was a Durham man, born in 1920; he was educated at Wellfield School, Durham, and went up to Oxford and took his degree there. During the War, Mr. Smith was in command of Survey Units in the Royal Engineers and after the War he transferred to the Survey Branch of the Control Commission, in Germany. Then, in 1946 he left the Army to join the new Directorate of Colonial Surveys as a Senior Surveyor, and went to West Africa on the Volta River Project. He worked in Africa for a period and then in 1950 he joined Fairey Air Surveys Limited, then known as the Air Survey Company, as many would remember. He was a General Manager then, and was now a Director. So Mr. Smith had spent all his working life dealing with the subject on which he was going to talk about that evening, and in particular, he had been in charge of that vast Kariba Hydro-Electric Survey, on the Zambesi. They could have no one better to talk about Air Survey, and it was said that “life is the art of drawing sufficient conclusions from insufficient premises.” Air Survey, and the sort of things Mr. Smith was going to talk about was, in some ways, a way of filling in some of those insufficiencies.He had much pleasure in calling on Mr. Smith to deliver the Fifteenth British Commonwealth Lecture.
The Imperial College Hypersonic Gun Tunnel August 1958—July 1959
Authors: Stollery J. L. , Maull D. J. , Belcher B. J. 
Published: July 2016

Summary:This paper briefly reviews the progress made with the Imperial College hypersonic gun tunnel since August 1958 when it came into operation. The tunnel and instrumentation are described together with the results of various measurements made both in the barrel and in the working section. More detailed reports will be published later.
Performance Problems in Large Rocket Engines
Authors: Bragg S. L. 
Published: July 2016

In the context of this paper, the term “large rocket engines” refers to those liquid propellant engines at present being built for use with ballistic missiles. The engineers concerned with their development however, are always hoping that the same units may be used for launching satellites and for the early stages of space flight.Now it is axiomatic that in such vehicles the take-off thrust should exceed the weight. On the other hand, common propellant combinations only give an impulse of about 240 pound seconds per pound of propellants. Thus it follows that the duration of one stage of powered flight at constant thrust could not exceed 240 seconds, even if the net take-off acceleration were zero and the whole missile consisted of propellants. Allowing for sensible take-off accelerations, and for the weight of structure, engines and payload, a more realistic figure would be 150 seconds. As re-use of the engine system is not usually contemplated, the entire operational life of a large rocket engine is probably less than three minutes.
The Operational Requirements of Aircraft With Special Reference to the Possible Application of V.T.O.L. and S.T.O.L. Aircraft in Africa South of the Sahara
Authors: Roux A. J. A. 
Published: July 2016

There is no doubt that there is a very definite requirement for V.T.O.L. and S.T.O.L. aircraft in Southern Africa. With the increasing tempo of development of the various territories, South of the Sahara, the need for S.T.O.L. and V.T.O.L. aircraft will increase rapidly. The aim of this paper is to point out a number of the requirements and to draw attention to some of the problems to be overcome, in connection with the application of such aircraft.Statistical data referring to the areas, population densities and surface transport facilities of some of the African territories South of the Sahara, are given in Table I. As far as transportation facilities reflect the degree of development, it is clear that most of these territories are in a relatively underdeveloped state. In recent years, however, there has been an increasing rate of economic expansion in Africa, and with it a growing need for aircraft facilities. Apart from the usual applications, such as for passenger and freight transportation, there are duties, as follows, which are of special importance in Africa.
Face Wrinkling and Core Strength in Sandwich Construction
Authors: Yusuff S. 
Published: July 2016

The effect of initial waviness on the wrinkling of faces in sandwich construction is studied. Formulae are derived to determine the failing stress when the faces wrinkle due to failure of the core in tension, compression or shear. The importance of core strength requirements in maintaining surface smoothness is noted. A comparison of theory with experiments is made, and the agreement between the two is found to be reasonably good.A sandwich construction consists of two thin face layers of high-strength material and a thick core layer of lightweight material. The function of the core is twofold. Firstly, it increases the bending rigidity of the faces and second, it stabilises them so that they will not wrinkle until high stress is reached.
The Australian Sounding Rockets Long Tom and Aeolus
Authors: Bird D. A. H. 
Published: July 2016

The advent of the Skylark firings and the more recent trials of ballistic missiles such as the Black Knight firings, have demanded a continuous development of both ground and airborne instrumentation at Woomera Range; this in turn has raised the need for sighter rockets and instrumentation test vehicles with altitude capabilities in the 200,000-500,000 ft. range.The need is currently being met by the rocket vehicles Long Tom and Aeolus. These rockets are of interest because they represent the first designed and built at W.R.E. that can be classed as high altitude rockets; also, they make possible the provision of relatively cheap and readily available vehicles for upper atmosphere research.
Probing Interplanetary Space
Authors: Greenwood S. W. 
Published: July 2016

The problem of launching rockets to explore conditions in interplanetary space formed the subject matter of a previous note by the author. In this note further aspects of such exploration by probes are considered.The orbits considered in the previous note were elliptic, and touched the orbit of the Earth at the conclusion of each journey around the Sun. For journeys within the Earth's orbit it is of interest to consider the situation in which the probe first enters one of these elliptic orbits and then, at the point of closest approach to the Sun, is placed in a circular orbit around the Sun.
The Operator's View
Authors: James J. W. G. 
Published: July 2016

It is singularly appropriate that Mr. Walter Tye should be in the Chair today, not only by reason of his membership of the Air Registration Board, that Cerberus which watches so efficiently over so many aspects of safety in the air, but also for a more personal reason. He recently received the “ Aviation Week “ Award for distinguished service in achieving safer utilisation of aircraft, and I should like to take this semi-public opportunity of adding my congratulations to the many which he has received.In many of the offices of my airline one finds displayed a small plaque. On it appears, among other words, the legend “Safety is no Accident.” Although I am no great believer in the power of an oft-repeated formula to achieve miracles, I do believe that these words hold within them much of my flight safety philosophy.