bluuebunny/crossref_metadata_2025_split huggingface dataset:
Some Aspects of Expenditure on Aviation
Authors: Fairey Richard 
Published: August 2016

When one is honoured by the invitation to deliver the Wilbur Wright Memorial Lecture one's immediate concern is to find a subject worthy of the occasion, which (in view of the wide coverage of the field of aeronautics that already has been made in these Lectures) is no easy task, at least to those of us who have no specialised knowledge wherewith to take advantage of the many new technical developments that continue to emerge.In choosing my subject and in the attempt to draw, within a reasonable margin of error, an overall picture of the human effort that has been devoted to the cause of Aviation, I realise that I have bitten off a very large mouthful, and that some apology is due for the degree to which I may fail properly to masticate it.On 17th December 1903 the Wright brothers started something, when by the achievement of human flight they opened the road to the tremendous developments in aviation that have taken place in this last half century. This vast and rapid progress in the technology of design, manufacture and operation of the aeroplane is today accepted as a commonplace, and its continuance taken for granted.
Flight Refuelling and the Problem of Range
Authors: Latimer-Needham C. H. 
Published: August 2016

The main function of refuelling in flight is to increase the range, or increase the payload over long stage lengths.The quest for range has brought about a steady increase in aircraft size throughout the years and it has now become apparent that a new barrier, the range barrier, is an even more formidable barrier for designers to overcome than that caused by increasing resistance with increasing speed, especially at the speed of sound.Figure 1 shows the weight of record-holding aircraft plotted against distance, from the first flight, of 284 yards, by Orville Wright in 1903. By 1909 Bleriot heroically struggled across the English Channel, a distance of 22 miles, and this was followed in later years by the Atlantic conquest by Alcock and Brown in 1919, Lindbergh's solo Atlantic crossing of 1927, and so on to the more recent record achievements of the B29 “Pacusan Dreamboat” and the P2V-1 Neptune “Truculent Turtle.”
Power Versus Weight in Aviation
Authors: Roy Maurice 
Published: August 2016

The flight of heavier-than-air craft has marked as it were the triumph of man over gravity; while, “the struggle of power versus weight” constitutes an outstanding feature of technical development. Aviation was effectively born on that day when the mechanical engineer was able to design a sufficiently light engine: in France, Ader who conceived and made use of a steam engine weighing only 6.5 lb./B.H.P. (3 kg./C.V.) is credited with the first flight, in October 1897, of a piloted aircraft. A few years later, the Wright Brothers bettered the exploit, thanks to a sufficiently light engine, this time a petrol engine.The aeroplane in which Louis Blériot flew across the Channel is worthy of attention today, because it is typical of the 1909–1910 type of aeroplane.
An Airline's Engineering Service Experience and its Use in the Design of Transport Aircraft
Authors: Crabtree H. S. 
Published: August 2016

The paper “Aircraft Servicing” by Norman and Wilkinson published in the November issue of the Journal demands the close attention of both operators and aircraft manufacturers. The suggestions made can be further developed.There is little doubt that the attainment of higher utilisation rates is one, if not the ultimate, solution of the economic problems that face air transport. This is even more evident when the present–day capital cost per pound of complete but unladen weight of varying transport vehicles is compared.
Some Aspects of Flight Research
Authors: Davies Handel 
Published: August 2016

Aeronautics has advanced a long way since that December day in 1903 when Wilbur and Orville Wright successfully completed the first flight test ever to be made on a powered aircraft. Since then much has been learnt about the science of aeronautics and great developments have taken place in the methods and techniques of aeronautical research. Wind tunnels have been built capable of testing models at very high speeds and at high Reynolds numbers, and many other powerful research techniques have been developed to assist in the design of aircraft. The behaviour of the aircraft itself in flight remains the final test, however, and there are still many problems which can be investigated adequately only in flight with a piloted aircraft.In this lecture it is proposed to illustrate the contribution which flight research can make towards the advancement of knowledge of aeronautics by discussing some of the more important aspects of this work.
The Technique of Resonance Testing and Flutter Calculations as applied to Fighter Aircraft Design
Authors: Plantin C. P. 
Published: August 2016

SummaryThe purpose of this paper is to explain in simple terms the methods employed in, and the principles underlying, the technique of resonance testing and flutter calculations and to place that technique in its proper perspective within the framework of fighter aircraft design. No attempt is made to present original work, or to examine the more advanced aspects of the subject as both of these are considered to be outside the scope of the paper.The reasons behind the growth in importance of resonance tests and flutter calculations are dealt with first. The technique of ground resonance tests is then given in detail. A few words follow on model resonance tests, the calculation of normal modes, and some aspects of flight resonance tests. The technique of flutter calculations is considered last of all, an attempt being made to give a simple explanation of “ flexure-torsion ” flutter, plus the basic theory of two-freedom flutter leading to the Lagrangian equations. The methods and instruments described in the paper may be regarded as typical, but as the subject is continually evolving they are far from final.Some present trends in technique are mentioned, together with the difficulties experienced in dealing with the aerodynamic forces in the transonic region. It is essential that these forces be assessed, and the only known method is by experiment.
The Well–Tempered Aircraft
Authors: Raymond Arthur E. 
Published: August 2016

It is forty–eight years since the first powered flight at Kitty Hawk, thirty–nine years since the death of Wilbur Wright, only three since the death of Orville Wright. The entire history of aircraft design and operation lies well within the life span of many of those in aeronautics today. The particular segment considered in preparing this lecture covers a period over half the length of the total. It starts with a series of cloth–covered biplanes not too different in appearance from the one of 1903 and ends with supersonic swept–wing jet–driven monoplanes. Fig. 1 may serve to give perspective and set things in their proper time relation.The Wright brothers undertook to design and build, simply stated, a machine that would fly. They had to design the entire aircraft including power plant and propellers. Basic research, applied research, development—all of these they had to carry out themselves. They had little to go on by way of prior knowledge and found they could not safely accept what others had written until they had themselves verified it They had meagre financial resources and little formal engineering education.
A Method of Estimating the Loading on an Elastic Airframe
Authors: Hunn B. A. 
Published: August 2016

The behaviour of an elastic aircraft in flight may be divided into dynamic and static cases with an intermediate class of phenomena under the heading of stability. The dynamic category is concerned with flutter and divergence effects and since these are destructive when they occur they are naturally given precedence in the aeroelastic analysis of an aircraft.Having eliminated these dynamic effects by suitable design it is natural to turn to the static case which assesses the manoeuvrability of the aircraft. With the advent of sweepback and the attainment of higher Mach numbers it becomes increasingly difficult to determine the behaviour of modern aircraft even when regarded as rigid.
Air Traffic Control Today and Tomorrow
Authors: Hunt V. A. M. 
Published: August 2016

Air Traffic Control is an all-embracing term and on occasion there is some doubt about its scope. For the present purpose it will be as defined within the internationally agreed principles set out in Annex 11 to the International Civil Aviation Convention. Here it is set out that the Air Traffic Control service is for:–
(i)Expediting and maintaining an orderly flow of air traffic.(ii)Preventing collision between aircraft.(iii)Providing advice and information useful for the sake of efficient conduct of flights.(iv)Preventing collision on the manoeuvring area between aircraft and obstructions.(v)Notifying the appropriate organisations regarding aircraft in need of search and rescue and to assist such organisations as required.
Some Aspects of High Performance Jet Aircraft
Authors: Waterton W. A. 
Published: August 2016

Most sections of the Aircraft Industry with something to make, something to describe or something to sell will doubtless find much to take issue with in what is about to be said. No apologies are forthcoming, however, since it is proposed to speak about, and of, aircraft as found and experienced by pilots and operators.Along with Lease-Lend the North American idea of high pressure salesmanship appears to have permeated British aeronautical matters together with all the superlatives ending in " ER." Of all mankind's ingenious devices probably none are more full of compromises than aeroplanes, therefore adjectives describing one or more of their aspects may be noteworthy but, when they tend to overflow, a sceptical eyebrow may well be raised.
The “Ground” Interference of a Carrier Deck
Authors: Levey H. C. 
Published: August 2016

An estimate is made of the “ground” interference effect of the deck of an aircraft carrier. It is shown that in the extreme case of wing span equal to deck width the induced upwash is of the order of 20 per cent less than the usual ground interference value. Thus the landing characteristics of an aircraft should not be markedly affected.It seems that there should be a difference between landing an aircraft on a stationary aircraft carrier and on the ground, due to modification of the ground-interference effect by the finite width of the carrier deck, particularly if for some reason large aircraft are to be used. In this note an estimate is made of the magnitude of this effect.
Design Problems for Interceptor Fighters
Authors: Bailey J. S. 
Published: August 2016

This paper does not claim to reveal any epic discoveries. In fact the technical features discussed, if perhaps not well tried are certainly well known to designers and technicians in aeronautical development. Its purpose is rather to emphasise the need for concentration in development in certain directions in the light of up-to-date combat experience with the aid of rather limited, but surprising, information on design trends of modern enemy interceptor fighters.It is hoped that this will assist the operators, who will readily appreciate the tactical aspects, to assimilate some of the technical implications and to be able to discuss them more freely with designers and technicians.It is well known that jet aeroplanes operate most economically, from a fuel consumption point of view, at their service ceiling and that with fighters the struggle for altitude supremacy has always been paramount from the beginning.
Notes on the Mean Aerodynamic Chord and the Mean Aerodynamic Centre of a Wing
Authors: Yates A. H. 
Published: August 2016

SummaryThe relations between the various reference chords used in reports on the loading of wings (standard mean chord, mean aerodynamic chord, centroid of area chord, and so on) are reviewed. Formulae are given for the position on these reference chords of the mean aerodynamic centre of certain simple “ additional” load distributions. References to convenient methods of calculating the load distribution on an arbitrary wing are also given.
Design of a Simple Electronic Flutter Simulator
Authors: Smith F. , Hicks W. D. T. 
Published: August 2016

SummaryThis paper describes the construction of a simple electronic simulator for the solution of flutter problems in two degrees of freedom. It was intended as a prototype for a much larger machine to solve problems in six degrees of freedom.Details of the construction and circuits are given, together with some typical solutions obtained on the machine. As a result of the successful operation of this prototype a larger machine in six degrees of freedom has now been built.
The Relative Commercial and Operational Properties of Short-Range Transport Aeroplanes Powered by Turbine and Reciprocating Engines
Authors: Toms C. F. 
Published: August 2016

There have recently appeared a number of papers and notes bearing on the merits of turbo-prop vis-a-vis turbo-jet transport aeroplanes, mostly exhibiting specific favour towards one type or the other, but disagreeing among themselves and all based upon investigations which, it is contended here, are incomplete.The basis used has invariably been a comparison of the relative direct operating costs per unit of weight (i.e. per passenger or per ton) per mile, and the relative earning capacities have not been considered. This, it is believed, is a serious omission which can only lead to a distorted assessment and erroneous conclusions.The author has been associated with a thorough-going investigation into the relative merits of twin-engined turbo-prop, turbo-jet, and reciproeating-engined aeroplanes, all designed on a strictly comparable basis to do, as far as the performance of suitable available engines would allow, the same job in terms of capacity payload and associated operational stage length, take-off and landing performance and one-engine-inoperative climb performance in given atmospheric and altitude conditions.
Titanium - A Survey
Authors: Teed P. L. 
Published: August 2016

Before making an appreciation of present knowledge about a single metal, it is not inappropriate to say something of all metals, for the ever-increasing tempo of material civilisation has largely depended on man's increasing knowledge of these constituents of his World. His first discovery in this field was copper. To it and to its alloys he gave an exclusive allegiance for some 100 generations, then about 3,000 years ago iron became, and still continues to be, the predominant metal of his needs.In the eighteenth century, when alchemy finally gave way to the logic of scientific thought, the metals employed by man for purposes other than currency and decoration were practically confined to iron, copper, tin, zinc, mercury and lead. Today, when over seventy metallic elements are known, only a small number of these are used by the engineer.
The External Forces on an Airship Structure
Authors: Cox Harold Roxbee 
Published: August 2016

A system of external forces on the structure of a rigid airship can be analysed into two or more of the component systems due to1.W. The Weights of the members of the structure and the weights of the masses carried by it;2.L. The Lift and pressure of the gas;3.A. The Aerodynamic forces consequent on the relative motion of the airship and the air;4.T. The Thrusts of the airscrews;5.R. The Reactions due to either the mooring arrangements, the hauling-in guys, the supports used in the shed, or handling on the ground.As these component systems, though restricted by their interdependence, are individually variable, a very large number of complete systems is represented by the possible combinations and variations that can occur. It becomes necessary, therefore, for the purposes of design, to attempt to limit the number of combinations to be considered, and to restrict the variations of the components, but in such a way that the structure designed to carry the resulting systems with adequate factors of safety, shall be able to carry any other possible system with an appropriate factor of safety.
Determination of Velocity and Pressure Distribution along the Surface of Annular Aerofoils with Thick Symmetrical Sections
Authors: Pivko Svetopolk 
Published: August 2016

An approximate method is shown for the estimation of the velocity and pressure distribution over the surface of circular annular aerofoils with thick symmetrical sections, at zero incidence.Figure 1 shows an annular aerofoil or profiled ring obtained when an aerofoil with symmetrical section rotates about an axis.From the theory of wing sections it is known that the aerodynamic effect of a symmetrical aerofoil section, at zero angle of attack, may be approximately replaced by the effect of sources and sinks distributed along the chord of the section.
Part III. Schneider Trophy Engine Design
Authors: Wilkinson G. S. 
Published: August 2016

When considering the engine programme for the 1927 Schneider Trophy Race, a study was made of the machines used in the race held in 1925.There appeared to be a considerable divergence of opinion between experts as to the best form of engine to adopt. Some thought it would be essential to have a Vee type of engine. Some thought the “Lion” or “Broad Arrow” type to be suitable. This view was supported by Mr. Mitchell in the discussion on the paper on the 1925 race read before the Society by Major Buchanan in January, 1926. Others seriously considered the radial type of engine.We of the Napier Company were, perhaps, a little biassed, but we thought the “Broad Arrow” type of engine would be best under all the circumstances, and in view of the accumulated experience we had of that type, it could be developed to a very high standard of mechanical performance and power output.
A New Type of Combined Airscrew Hub Dynamometer and Thrust Meter
Authors: Hellyer F. K. 
Published: August 2016

From time to time attempts have been made to produce a dynamometer capable of measuring the power output of an aero-engine during flight at various atitudes. The type that has proved the most suitable up to date in flight tests is the Bendemann hub acting on the hydraulic principle which was originally designed in Germany. The principle has recently been tested in America with moderately satisfactory results, and experiments with a modified form of the apparatus are at present being conducted at the Royal Aircraft Establishment. The Bendemann hub and its accessories are somewhat complicated and are difficult to instal in a machine and to maintain in a serviceable condition, also the apparatus will not work properly at altitudes above 20,000 feet owing to increased viscosity of the working fluid at low temperatures.The apparatus described below is simpler in construction, lighter and more robust than the Bendemann hub, and should be capable of giving equally good results irrespective of altitude; moreover, the work of fitting it to a Service machine would not be great and would not necessitate the employment of specially skilled mechanics.
The Development of Aviation and Aeronautical Research in Holland in Recent Years
Authors: Van Der Maas H. J. 
Published: August 2016

To understand aviation in Holland well, it is necessary to draw special attention to two points. The first is that Holland is a small country with a small military force and industry; both are also relatively small. The second point is that Holland has always occupied a central position in traffic lines. These two leading factors also rule things in aviation. They explain the following:
The industry exists without any financial aid from the Government and only a small number of military machines are required annually. The air–traffic company (K.L.M.—Royal Dutch Air Lines) has a small amount of Government subsidy, but has, however, the advantage that the interest of our bankers and shipping concerns, in a quite natural way, is directed towards traffic in general and this interest could be won for air traffic in particular. The Government is fully alive to the importance of this new branch of transport.
When we now turn to history the following can be seen.
Dynamic Forces in Aircraft Engines
Authors: Carter B. C. 
Published: August 2016

Having–honoured me with an invitation to deliver a lecture this Session, the Society intimated that the most acceptable subject would be “Heavy–Oil Engines for Aircrat.” Unfortunately difficulties intervened which prevented the Society's choice from being adopted, and the outcome has been the hurried preparation of this lecture upon a subject which may seem remote from that mentioned.As regards the broad title, this remoteness is more apparent than real, however, since the difficulties to be surmounted in evolving heavy–oil engines for aircraft relate quite as much to the mechanics of engine design as to problems of fuel injection and combustion. That this is so may be gathered from the paper Mr. Pye read before the British Association last summer, and from Mr. Chorlton's comments in the December issue of the Society's Journal. In Mr. Pye's paper, information is given which shows that much progress has been macfe in this country (and notably at the Royal Aircraft Establishment) in the direction of obtaining satisfactory combustion at high engine speeds with airless fuel injection.
Tests on Model Propellers
Authors: Hodgson John L. 
Published: August 2016

In 1915, when dealing with various problems connected with Lifting Screws, the author desired to obtain a general idea as to the performance of a propeller when it was moved at various speeds forwards and backwards along its axis of rotation, and to express this information in some simple way, so that the approximate performance of any similar propeller working in a fluid medium of any density might readily be deduced.If, when comparing the performance of similar propellers working at the same slip ratio, the resistances due to skin friction and viscosity are assumed to follow the velocity squared law, and change of density in the neighbourhood of the propeller is neglected, there are six main factors to be considered.
The Effect of Reduced Intake-Air Pressure and of Hydrogen on the Performance of a Solid Injection Oil Engine
Authors: Mucklow G. F. 
Published: August 2016

Summary(a)Introductory.—The paper deals with experiments carried out in the engineering laboratories of the University of Manchester on a Crossley solid-injection oil engine in which small quantities of hydrogen or coal gas were introduced along with the air supply to the engine.(b)Range of Investigation.—Three series of trials were run with hydrogen, each at a different load, namely, 53·4, 39·4, and; 24·4 b.h.p. The maximum amount of hydrogen used was slightly more than 3 per cent. by volume of the air supply, corresponding, at the lightest load, to some 14 per cent, by weight of the oil fuel supply.Three corresponding series of trials were run using coal gas in place of hydrogen, the maximum volume of gas employed being 5 per cent. of the air supply. At the lightest load this corresponds to approximately 2·4 times the weight of fuel oil used.(c)Conclusions.—Such quantities of hydrogen or coal gas can be used satisfactorily in the type of engine considered. No trouble was experienced due to pre-ignition or other causes, and the engine appeared to run more sweetly when gas was being used.When running at constant load and speed, the admission of small quantities of gas appears to cause combustion to take place at a slower rate, giving a lower maximum pressure and more burning down the expansion stroke. The thermal efficiency is in consequence slightly reduced, while the heat-losses to exhaust are increased.