bluuebunny/crossref_metadata_2025_split huggingface dataset:
Pin-Jointed Struts
Authors: Sumanadasa L. H. 
Published: August 2016

Simplified method of solution of the equation,1where p = the permissible stress.py = proof stress.d = external diameter of strut.k = radius of gyration.l = length of strut.δ = eccentricity.E = Young's modulus of elasticity.This method is mainly developed in order to reduce the time taken to work out a series of curves of permissible stress against (l/k). The graphical methods have so far been elaborate and no definite accuracy can be maintained.
The Domain of the Helicopter
Authors: Hafner Raoul 
Published: August 2016

When accepting the invitation to present the Seventh Louis Blèriot Memorial lecture, the author was deeply conscious not only of the honour which was bestowed upon him by this invitation but, in an equal measure, of the responsibility which attached to it.For the first time one of the eminent memorial lectures is devoted to the rotating wing; the helicopter has been raised to the level of discussion of the great aeronautical papers.The natural impulse of the gentler sex when faced with a great occasion is invariably: “how shall one dress?” To the author, a somewhat similar problem became manifest: how can the helicopter, this new-comer, best be “ dressed?” How should it be presented, so as to make not only a good impression but also a full and, above all, a true impression?
A Method for the Photographic Recording of Take-off and Landing Performanc
Authors: Douglas J. B. , Mills J. B. 
Published: August 2016

This method has been designed to give all necessary performance data, concerned with the take-off and landing of aircraft, in a cheap and efficient manner. The complete path of the machine from the start of the take-off run to beyond the screen is recorded on a single photograph and from it the reduction of the data is done readily and simply. In the case of a take-off the data obtainable is as follows :(a)Take-off run.(b)Nature and length of the transition.(c)Height at any screen.(d)Distance, velocity and acceleration at any point from the start.(e)Angle of climb.(f)Rate of climb.(g)Any irregularities in the flight path.Similar data can be obtained in the case of a landing. Any information may be extracted independently and the photographic negative filed for future reference.The camera used is simple and inexpensive, both in construction and subsequent use. Four persons at present form the total ground staff and with an improved camera now under construction one of these is eliminated.The accuracy obtainable with the present apparatus is sufficient to fix the position of the aircraft to within ± 2 feet. Once the initial work has been carried out on any aerodrome, future use of this method has been found to be simple, quick and sufficiently accurate for all normal requirements.
Limiting Factors in Single Stage Centrifugal Superchargers for Aero Engines
Authors: Kollman K. 
Published: August 2016

To-day all altitudes up to, and including, the stratosphere are within the scope of aviation. The engines must therefore be provided with highly developed superchargers so as to obtain high performance even at these altitudes. The single or multi-stage superchargers necessary to accomplish this become an integral part of the engine and exercise a distinct influence on its general construction.In many types of engine the supercharger is built on to the accessory drive end, that is the rear of the engine, so that the supercharger shaft lies co-axially or parallel with the crankshaft.
Delays in Landing of Air Traffic
Authors: Pearcey T. 
Published: August 2016

A recent paper gave an elementary analysis of the effect of control procedures on the flow of air traffic. It was shown that the average delay experienced by aircraft landing at an airport increases rapidly as the arrival rate approaches the maximum handling capacity of the airport. It is the object of the present paper to give a more rigorous treatment of the problem and to derive the distribution of delays under different traffic conditions.The maximum handling capacity of an airport is the greatest rate at which aircraft can enter the airport with absolute safety. It is determined by the safe minimum separation between successive landings. An aircraft arriving in the central zone with less than the safe minimum separation is withheld from landing until the minimum interval has elapsed.In the following it is generally assumed that aircraft cross the boundaries of the control zone from random directions with random separations, the mean arrival rate being constant. Aircraft which follow their predecessors too closely are assumed to be delayed for a minimum period so that none lands with an interval less than the safe minimum. As a simplification it is assumed that no aircraft takes off from the airport.
Wireless and its Application to Commercial Aviation
Authors: Furnival J. M. 
Published: August 2016

Already wireless is playing an extremely important part in connection with the smooth and safe operation of the commercial aviation services of to-day and it is evident that the present-day trend is to place more and more reliance upon wireless aids for the achievements of that regularity of service in all weathers, which is looked upon as necessary for the ultimate success of truly commercial aviation.It seems therefore desirable to review at the present juncture the functioning of wireless communication and direction finding systems as used by the commercial air services; to consider some of the problems with which designers and operators are faced, and to bring to light the limitations and possibilities of this medium of communication and direction finding, both in respect to present and future requirements.
Surface Films and Lubrication
Authors: Pye D. R. 
Published: August 2016

When the Council of the Society did me the honour to invite me to deliver the Wilbur Wright Lecture I found myself in a dilemma. Many of those whose lives are concerned with engineering or with scientific research must feel, as I do, that after a certain stage they cease to be quite the real thing. The realities of the workshop give place to a daily round of files, reports and estimates, and the laboratory knows one only as a visitor.When a man has entered upon this ink-stained path and is invited to give a public lecture, there are only two things he can do, except refuse. He must either plagiarise or generalise. Of the two, on grounds of morality, I prefer the latter; but it has the disadvantage common to most moral alternatives, it is much the more difficult. For myself, too, there is a further complication, because the field in which I might feel qualified to generalise would be on some subject relating to engines and their development.
Mixture Strength in Petrol Engines Continuously Controlled by Electric Exhaust Gas Analysers
Authors: Boerlage G. D. , Peletier L. A. 
Published: August 2016

During the last few years continuous indicating electric exhaust gas analysers have been coming into use more and more for controlling the strength of the fuel/air mixture which the carburettor feeds into the engine.These instruments have already been described in a publication (vide List of References (i)), but since they are of growing interest, especially for aviation, some further research as to their merits and shortcomings seems to be indicated.Therefore tests have been run with an aircraft type of instrument (the “ Cambridge (N.Y.) Aero Mixture Indicator ”) and an automobile type of instrument (the “ Lantz Phelps Motor Fuel Combustion Tester ” ).
Magnesium Alloys
Authors: Desch C. H. 
Published: August 2016

SummaryAn account is given of developments during the last three years in the production of light magnesium alloys suitable for aircraft construction. The heat-treatment of castings and the hardening by ageing of forged alloys are considered as well as the copditions affecting forging at various temperatures. The connection between these properties and the crystalline structure of magnesium is discussed.
Aeroplane Stability and the Automatic Pilot
Authors: Meredith F. W. , Cooke P. A. 
Published: August 2016

Automatic pilots are gradually coming into general use all over the world. Their usefulness has now been proved over a period of about ten years in this country and over a somewhat shorter period in other countries, notably the U.S.A., where the Sperry Automatic Pilot has been evolved after many years of pioneering work. Early pioneering work had also been done in this country by Mr. T. W. K. Clarke before the war.The world's patent literature shows that inventors have been interested in the problem for at least a quarter of a century. Indeed, this was inevitable since the automatic helmsman or “Iron Mike” for marine craft was a proved success and the vagaries of their younger sisters of the air clearly indicated the need for firmer handling in their case also.
Control Surface and Wing Stability Problems
Authors: Pugsley A. G. 
Published: August 2016

SummaryThis paper seeks to draw from current research work on flutter and related problems results of general design significance; and, avoiding mathematics, endeavours to set these results out in relation to past and present problems.A preliminary section of the paper indicates the main stability and allied troubles concerned and draws attention to the general similarity between wings and tailplanes in relation to these troubles. The remainder of the paper is then devoted to a discussion of the problems involved in terms of wings and ailerons.For this purpose a “ stiffness diagram ” is constructed for a typical wing, indicating the relative stiffnesses, etc., required to prevent wing-aileron flutter, wing flutter, aileron reversal, and wing divergence. By means of this diagram the course of recent history in relation to wing-aileron flutter and aileron reversal is illustrated, and attention is then given to present and future tendencies and problems. The current tendency to employ wings of high density—arisingly largely from high wing loadings—is making wing flutter the problem of immediate importance, and ways of avoiding the provision of increased stiffness as usually adopted to prevent this trouble, as well as to prevent aileron reversal and wing divergence, are discussed.Appendices are given commenting on the variation of wing flutter speed with altitude and on the modern tendency to usa wings of low flexural stiffness.
Power Installations
Authors: Owner F. M. 
Published: August 2016

Never, at any time since the Wright Brothers made their first flight have the means of propulsion exercised a more dominant influence over the shape of aircraft or the shape of things to come, nor can it have been so difficult to forecast the form resulting from that influence. It has been a platitude for some time past to say that aircraft and engine design are mutually interdependent: now it is more than a platitude, it is a fact, and one to which we have not yet grown accustomed.That power installations can no longer be procured “off the peg” is to-day an article of faith which is generally professed: what is rarer is an appreciation of the implications of this state of affairs. Pursued to its logical conclusion, the implication is that a new aircraft and its means of propulsion should originate in the same brain, and be designed, developed and manufactured under the guidance of that brain.
Flight in Nature and in Science
Authors: Giacomelli R. 
Published: August 2016

Due proportions being established, it can be said that the present time, as regards what has been called the “conquest of the air,” is comparable to that extremely remote epoch in which Nature for her part also solved the problem of flight.Man arrived late in the history of his life at the realisation of locomotion in the air, but Nature also reached the same realisation only in a second stage of the evolution of living forms. The early animal species were all wingless, the development of the wings being the effect of a successive adaptation.At present the number of fliers is very large.From calculations of the zoologist Dödering, mentioned by the zoologist Zschokke, together with a large number of interesting data and information about animal flight in a very important book, we know that among 420,000 animal species at present existing at least 260,000 are able to move through air. As is seen, flight is a faculty widespread in Nature; from the figures some 62 per cent, of the species living to-day is adapted to aerial locomotion. If from these calculations we exclude water creatures, which give a small contribution of fliers (and moreover of a very poor quality), the ratio of the flying to the nonflying species rises to 75 per cent.
The Method of “Least Work” and the Stressing of Aeroplane Structures
Authors: Evans F. G. 
Published: August 2016

In aeronautical engineering the strength-weight ratio is so important, apart from the fact that the consequences of structural failure are generally more disastrous, that it becomes essential to investigate the loads and stresses in the various parts of the structures far more accurately and in much greater detail in order that smaller factors of safety may be used.It is often possible, in the case of structures of a low order of redundancy which have to be designed to meet several different systems of loading, to select by inspection those members which may be considered to be the redundant ones, the elimination of which would result in an increase of the design loads in most of the remaining members. If the members are designed to such increased loads many members of the structure will be overstrong and unnecessarily heavy. The excess of strength of the various members of the complete redundant structure will almost certainly differ, so that the weight of the whole will be increased above the essential in a greater proportion than the strength.
Wing Construction
Authors: Stieger H. J. 
Published: August 2016

“Weight” is the key to everything that matters in aircraft construction. It is of paramount importance to performance, comfort and safety. Incidentally, it is also many a designer's excuse for any shortcoming on his machine.Analysing the weight figures for an aircraft, one can classify them into three groups:—1.Weights over which the designer has no influence.—Namely, engines and accessories, airscrews, instruments, wheels and brakes, etc. This group represents about 35 per cent. of the empty weight of a normal commercial machine.2.Weights over which the designer has a limited influence.—Namely, fuel tanks and pipes, cowlings, engine controls, cabin equipment, upholstery and windows, heating, etc., which represents some 20 per cent. of the empty weight.3.Weights within the designer's influence.—Namely, wings, fuselage structure, tail unit, chassis, flying controls, etc., which represent about 45 per cent. of the empty weight.
Transversely Loaded Framework Members
Authors: Hoff N. J. 
Published: August 2016

The standard method of strength calculation of a framework is based on the assumption that members are freely pinned together and external forces are applied only at nodes. Actually aircraft fuselage members are stiffly joined and transverse forces are often acting on them at considerable distances from nodes, e.g., weights of crew, instruments and oil, reactions of controls, stabiliser adjusting gear, etc.The safest method of computing stress in such members is to assume both ends pin—jointed. As they actually are stiffly connected to adjacent members, they are not allowed to twist freely, i.e., the truss exerts moments on the loaded member. The effect of these end moments consists in diminishing deflection andfield moments. The decrease of maximum bending moment may attain nearly 50 per cent.Since framework members are designed to withstand axial forces only, viz., tension or compression, they are comparatively weak against bending and have to be strengthened appreciably if transverse forces are present.
The Development and Progress of the Aero Engine
Authors: Ricardo H. R. 
Published: August 2016

The possibility of sustained flight by heavier-than-air-machiaes was fully recognised during the last century by those who had studied the aerodynamic problems involved and it was realised that its accomplishment awaited only the development of a prime mover of sufficiently light weight.Of all the known forms of prime mover, the internal combustion engine alone held out any promise of fulfilling the conditions necessary .for sustained flight, namely, light weight not only of the engine itself but also of the fuel it consumes. Early attempts had, however, been made to fly with steam, propulsion and it is of interest to note that the very remarkable and cleverly-designed steam plant employed by Sir Hiram Maxim in 1894 was actually very considerably lighter per h.p., even including the boiler and condenser, than the petrol engine used successfully some nine years later by the Wright Brothers.
Wheel Brakes and Undercarriages
Authors: Scott-Hall S. 
Published: August 2016

Until recently an aeroplane undercarriage has generally been called upon to serve two purposes only :—To absorb the energy due to the vertical velocity of the aircraft when landing;To enable the aircraft to be flown off from, and manoeuvred over, ground which may be very rough or very soft.To these requirements are now added a third :—To absorb the energy due to the horizontal velocity of the aircraft by means of wheel brakes.These three duties must be carried out with the minimum possible weight and head resistance, for the undercarriage must be as self-effacing in flight as it is all-important on the ground.The problems connected with wheel brakes are very specialised in themselves and have a particular interest at the present time. For this reason it was decided to deal with them first, and later to turn to the more general aspects of undercarriage development.
Range of Aircraft
Authors: Fairey C. R. 
Published: August 2016

Range in any given vehicle of transport is generally understood to be the distance that it could travel without requiring to stop for any supplies necessary to maintain its normal performance.It is, moreover, at least one quality in the aeroplane to which the designer may set a limit to his ambitions. With regard to speed, load carried, and so forth, he faces an endless task, but when range has reached a distance of just over 12,000 miles, equivalent to the greatest distance between any two points on the planet, his task in this respect is presumably at an end and in practice probably much earlier as the distance between which aeroplanes will need to operate will certainly be less than this.
Some Aspects of the Design of Sea—Going Aircraft
Authors: Gouge A. 
Published: August 2016

The subject I have to talk about this evening is one on which many previous papers have been read before this Society, so I am afraid I must ask you not to expect much original material from me. Practically the whole of the material I have gathered together is the result of practical experience, and from this point of view I hope it will prove interesting.During recent years considerable development has been done and good progress made with both the design and operation of big flying boats.Also, the Schneider Cup races have caused a considerable amount of research work to be done on the development of twin float seaplanes, particularly with regard to taking off the water at very high speeds and also to the air resistance of the floats.In the last year we have seen the advent of the Dornier Do.X the largest flying boat yet constructed, whose total flying weight approximates to 50 tons.
Siting of Landing Strips for International Aircraft Movements in Great Britain
Authors: Courtenay William 
Published: August 2016

Air travel at 600 m.p.h. to 650 m.p.h. in the next decade and the use of multi-seat twin rotor helicopters on internal air routes to help to solve terminal delay problems, bring in their train growing problems of Air Traffic Control. Full use of high speed civil transports and helicopters does not seem practicable within the British Isles unless the problem of the siting of landing strips is reviewed and unless ideas on this subject are recast in the light of growing experience.To the commercial airline pilot Great Britain is indeed a “tight little island.” It will appear smaller yet when the de Havilland Comet jet air liner operates to time-tables of approximately double the speed of most of the existing schedules of today.
Some Developments in Aircraft Production
Authors: Robinson D. C. 
Published: August 2016

With all transport vehicles a light structure weight is of prime importance. Light weight vehicles require less power to accelerate, less braking to stop, less power to climb hills. The power /weight ratio broadly determines the ability of a vehicle to get out of difficulties, avoid collision and, generally speaking, settles the vehicle's performance characteristics.This is particularly true of the aeroplane where, with a third dimension of travel, the effect of gravity is present to a degree unknown to sea or land travel, even in mountainous countries.Weight saving thus becomes of paramount importance in aircraft design and leads inevitably to the conclusion that nothing should be carried in the aeroplane to fulfil a service which can be satisfactorily and safely performed on the ground.A further result, and one that most concerns us here, arises from this weight factor. In many trades a great deal of the technical execution of the work in detail is carried out in accordance with the superintendent's or foreman's knowledge and craftsmanship, and whether there is a little more—or less— material used is a matter for commercial considerations of cost, rather than one of necessity to save weight in order to fulfil performance.
The Selection of Engineering Personnel
Authors: Holliday Frank 
Published: August 2016

This paper had not been easy to prepare because any adequate treatment of recent investigations and research would have to pre-suppose in the engineer-reader a whole body of information which it would not be reasonable to suppose he has. Further, the author's pitch had been cleared, for nearly three years ago the Institution of Production Engineers published a paper by him entitled : "A Survey of Selection and Allocation for Engineering Occupations."After much thought, he decided to deal mostly with some of the fundamental ideas underlying selection, and to offer a bibliography to assist readers who so desire, to gain further knowledge of the underlying facts and theories of Occupational Psychology and of the application of these to investigations which have been carried out in the allied fields of vocational guidance and selection, and to procedures which are being increasingly used.
Beryllium, Beryllium Alloys and the Theoretical Principles Affecting Alloy Formation with Beryllium
Authors: Raynor G. V. 
Published: August 2016

Beryllium, though of increasing application in the metallurgical and electrical industries, must still be classed as a relatively uncommon element. This would appear to be chiefly because no large scale application of the metal has yet been made; most commercial applications involve the addition of small amounts of beryllium to other metals, notably copper.If a large scale use for beryllium were to be discovered, there would be little difficulty in the production of sufficient metal to fulfil a reasonable .demand. Its ores are widespread, but unfortunately are seldom found in heavy local concentrations. The processing of these ores is somewhat difficult on a commercial scale, but not prohibitively so. Extensive researches have been made on these problems, because of the incentive given by the exceptional “lightness” of beryllium, its high melting point and particularly, by its high modulus of elasticity.