bluuebunny/crossref_metadata_2025_split huggingface dataset:
Note on an Empirical Formula for Aeroplane Strength
Authors: Sutton Pippard A. J. 
Published: February 2017

The decision as to what strength shall be given to the structure of an aeroplane is made as a result of previous experience. It is well known that it is quite impossible so to design the structure as to render it unbreakable under any condition of flight without increasing the weight to such an extent that the aeroplane is useless as a flying proposition.The result has been that load factors have been specified for different types of aeroplanes such as experience has shown will render the structure safe for any reasonable treatment in the air.The principal factor to be fixed is that for the case when the centre of pressure is in its most forward position. Once this is determined the remainder of the structure can be designed consistently with it.
Fourier's Theorem in Aerodynamics
Authors: Bryan G. H. 
Published: February 2017

In “Practical Aerodynamics,” Major B. Baden–Powell quotes the following; formulae for the pressure of the air on a moving plane when expressed as a function of the angle of attack α, taking the pressure as unity when α=90°.I. DucheminII. Rayleigh (hydrodynamical)IIa. GerlachIII. RenardIV. SoreauV. Eiffel, 1907,VI. Another formula frequently quoted isand a more complicated formula, depending on the aspect ratio of the plane, has been proposed by Soreau.
Long Tails Versus Short Tails in Aerodynamics
Authors: Bryan G. H. , Brodetsky S. 
Published: February 2017

Consider any form of aircraft provided with a small rudder plane placed behind its centre of gravity and at a certain distance l from it, which we may speak of as the length of the tail. When this tail is subjected to a given wind pressure, the moment of this pressure about the centre of gravity, tending to turn the machine round, is proportional to l. From this point of view a long tail is preferable to a short one.On the other hand, the pressure of the air on the tail plane depends on the normal velocity of the wind relative to it. Hence the normal velocity of the plane itself is limited in magnitude, and the angular velocity with which the machine turns about its centre of gravity must therefore be less when l is large than when lis small; that is, the long–tailed machine turns more slowly than the one with a short tail, and this is a disadvantage.
On the Flight of Locusts
Authors: Hankin H. 
Published: February 2017

Some time ago when leaving my laboratory I happened to notice a large number of cheels gliding overhead that seemed to me to show something unusual in their mode of flight. I guessed that they were after locusts, a flight of these insects having passed over Agra three days previously. On reaching my house I found, with the help of my binocular, that my conjecture was correct. The following are the notes that I took at the time:—IIth August, 1915, 3.0 p.m. A few small thin clouds. Air rather hazy at a height. Wind S, occasionally moving small branches.A large number of cheels were gliding in a way that seemed to me unusual. They were at heights between 200 and 400 metres. They were generally slow–flex–gliding and did so in all directions and with frequently changing course. Two were seen rapidly losing height, feet foremost. Occasionally they dived or at least glided steeply downwards at speed.
What Clement Ader Did
Authors: Wright Wilbur 
Published: February 2017

Clement Ader was a French electrical engineer, who during the last quarter of the nineteenth century devoted a great deal of study and money to the problem of human flight. In his youth he had become interested in the flight of birds, and at a later period had made a study of bats, with a view to imitating their structure in a flying machine. Between the years 1882 and 1890 he built a number of pieces of apparatus, of which the last, finished in 1890, was fitted with a steam engine.Having exhausted his own resources, he succeeded in enlisting the aid of the French Government, and proceeded to the construction of a large machine, having a steam motor of 40 horse-power. This apparatus was tried under conditions of great secrecy in October, 1897, at the military field at Satory, near Paris, in the presence of a Commission representing the French Government, but the results were so unsatisfactory that the French Government, which had spent more than $100,000 on the project, refused to advance further funds, and Ader abandoned the attempt to solve the problem.
Appendix G
Authors: Wright Wilbur 
Published: February 2017

My brother and I became seriously interested in the problem of flight in 1899, a little more than 12 years ago. Some three years before this the death of Lilienthal, which was mentioned in the newspapers of that day, had brought the subject to our attention and led us to make some inquiry for books relating to flight. But the only serious books we found were by Professor Marey, and these related to the mechanism of bird flight rather than human flight. As our interest at that time was mere curiosity as to what had been done, we did not pursue the subject further when we failed to find books relating to human flight.Several years later, while reading a book on ornithology, we became interested in studying the appearance and habits of birds, but it soon occurred to us that the really interesting thing about birds was their power of flight. This was a power which seemed to us almost in contradiction of the laws of nature.
An Airtight Balloon Car for High Ascents
Authors: Short Eustace , Short Horace Leonard 
Published: February 2017

It gives us great pleasure to have this opportunity of submitting and explaining to you a specially constructed airtight car which we have designed for the purpose of reaching high altitudes.In the past many attempts have been made to reach great heights in open cars for the purpose of making scientific observations and experiments, and from these experiments it appears that the only difficulty which has been grappled with is that of the insufficiency of air for respiration purposes. To overcome this difficulty the general plan has been to take up in bags or other receptacles a supply of oxygen.As no attempt, however, has been made to overcome the great inconvenience suffered by the occupants of the balloon, due to the exceedingly low pressure at these high altitudes, these many attempts, in spite of the oxygen supply taken, have been fraught with great inconvenience and danger.
The Development of the Aëroplane
Authors: Baden-Powell B. 
Published: February 2017

The day is undoubtedly drawing near when we shall be utilising the highway of the air for travel, and it is becoming an interesting question as to what form the motor car of the skies is to take.A great number of abortive attempts to produce a practical apparatus have thrown considerable light on the prospects. During the last few years we have seen a great development in the construction of navigable balloons, and, in my humble opinion, these many attempts have only shown clearly what immense difficulties have to be contended with, and how little hope there is of our attaining any real success in this direction.
War Kites
Authors: Baden–Powell B. 
Published: February 2017

They have said there is nothing new under the sun. But then they probably reckoned without such recent discoveries as Rontgen rays, phonographs, and wireless telegraphy, amongst others. Yet, on the other hand, it is very remarkable how people pass by good inventions and good ideas, and won't take to them. Kites, for instance, have been known for hundreds of years. Everyone knows of them all the world over, yet, till a few years ago, no one thought of putting them to any use. When I say no one, I do not mean that exactly, for Franklin and others, of course, used kites for meteorological experiments; Pocock drew a little carriage along with them, and several others suggested their use for lifesaving at sea. But these are the exceptions that prove the rule. They drew attention to the utility of the invention, yet went no further.Suddenly, and only during the last three or four years, inventors have taken up this longneglected contrivance, land now we hear of new and improved kites being experimented with by many different people in many different countries.
Some Simple Experiments with Aero–Curves
Authors: Merrill A. A. 
Published: February 2017

In the summer of 1898 I constructed a full sized gliding machine with which I made many short flights, ranging from fifty to one hundred feet. This machine was constructed on the plans of the Herring soarer used by Mr. Octave Chanute in his experiments on the borders of Lake Michigan during the summer of 1896, and, although I was not able to make so long a flight as Mr. Herring did, I acquired some knowledge of the management of the apparatus and the difficulties to be overcome. I used the Lilienthal form of curve, which is the arc of a circle, and the height of the curve is 1/12 the length of the chord.My experiments showed not only that the problem of stability is a very great one, but that it ia very necessary to find some more efficient form of curve than the circle, in order to reduce the power necessary to drive the machine through the air at a sustaining speed. I, therefore, determined to experiment with various surfaces, until I found one offering much less resistance than the one I was using.
The Valveless Balloon Voyage
Authors:   Fellow of the Royal Meteorological Society
Published: February 2017

When the astronomers next announce an exceptionally brilliant display of the Leonids, for the sake of the balloonists who make elaborate and costly preparations, it is to be hoped they will be more accurate in their calculations. The spectacle of seven shooting stars is in itself scarcely worth such a risk to life and limb as the Eev. J. M. Bacon experienced in his ascent in search of the meteors. But the scientific observer gains fresh experience from every journey he makes into the upper strata of the atmosphere, and probably Mr. Bacon has accumulated a sufficient number of facts to repay him for the suspense and discomfort endured.
The ascent was made under exceptional circumstances. Mr. Bacon, his courageous daughter, and Mr. Stanley Spencer, entrusted themselves to a valveless balloon; for if we accept the term valve in its legitimate sense, the arrangement provided for ripping open the top of the balloon and letting the gas out once and for all cannot be called a valve.
Anton Weczera's Flying Machine
Authors: Broadwell L. W. 
Published: February 2017

Mr. Chairman and Gentlemen of the Aeronautical Society:—The flying machine—a working model of which I have now the honour to submit to your critical inspection— is the invention of M. Anton Weczera, a Hungarian architect, who has devoted many years to the study of a question which has such a special interest for your Honourable Society.I, too, have devoted considerable attention to this subject; but whilst studying the construction of the many flying machines that dispense with the use of an air–bag, I have invariably failed to find in any of them an adequate and reliable lifting capacity, which, in my opinion, is the most essential element in all of them, and without which there can be no practical success.
Lifting Power of Air Propellers, being Experiments with Propellers 30 ft. in Diameter
Authors: Walker William George 
Published: February 2017

These experiments were carried out during the latter part of 1899, with the expert and financial assistance of Mr. Patrick Y. Alexandsr, of Experimental Works, Bath.Experimental Apparatus. Five propellers 30 feet in diameter were tried, lettered A., B., C, D., E., the skeleton structure of the blades was also tested, the different propellers were formed by altering the canvas stretched on the skeleton blades. The skeleton propeller was made as light as possible, and for reasons of strength and lightness, a Mangin type of propeller was used of four blades, the blades b3- ing fixed one behind the other, and connected together by diagonal struts and ties; the blades were 3 feet 1½ inches apart. A pair of blades are thus, from a structural point of view, similar to a “warren” or lattice girder supported at one end, the respective blades cf one pair constituting the upper and lower flanges of the girder; therefore, when the propeller is exerting a thrust, the members of one blade will be in compression, and the other in tension.
The Principle of Relativity
Authors: De Villamil R. 
Published: February 2017

The question of “relativity” is much to the front at the present day, and the methods of viewing it may be divided, very roughly, into three classes:—1.The relativity of space, time, motion, etc. Nothing being absolute— everything relative to something else. This view is very old (it certainly dates back as far as the time of Aristotle), and nearly everybody believes it; although there are still a few people who would like to believe in absolute motion, space, or rest. Even truth, however, is really “relative” ; and this was, apparently, Pilate's view when he scornfully asked, “What is truth?”
The Structure of Gusts
Authors: Turner Charles C. 
Published: February 2017

Gusts, says Duchêne, are more frequent when the machine is flying into the wind than with the wind, “for the simple reason that the gusts have a certain speed and the aeroplane therefore meets more of them (in the same space of time).” Elsewhere Duchêne refers to the experience of a pedestrian on a tramway route: in a given time a pedestrian meets more cars than those that overtake him.I can see no parallel here, however, to meeting or following gusts in an aeroplane. Whether the machine is flying with the wind, or in the opposite direction to the stream of air, it has got to maintain its relative speed to the air: increase or decrease means a lift or a dip. So, as regards gusts in either case, the number met or overtaken would be the same. And it would seem that a following lull should have much the same effect on a machine as a head gust, and vice–versâ.
Mechanical Principles of the Helicopter
Authors: Chatley Herbert 
Published: February 2017

In spite of the rapid development of aeroplanes there are many experimenters interested in the helicopter; it will perhaps be useful to consider a few theoretical points in connection with this type of machine upon which recent research has thrown a stronger light.Propeller Thrust with Full Slip.—The principal question that concerns us is the possible value of the propeller thrust, and it should, at once be noted that it is probable that much larger values are obtainable for this than is possible in the case of the propellers of an aeroplane. Each horse-power employed by the propeller produces 550 ft.-lbs. of work per second.
Steel Tubes, Tube Manipulation, and Tubular Structures for Aircraft
Authors: Hackett W. W. , Hackett A. G. 
Published: February 2017

The present decade will pass down into history notorious for many things good and bad. It will be styled a time of improvement in many ways. It will be remembered as covering the period of the world's greatest war, but it will also be remembered among all trades appertaining in any way to engineering as the age of progress in the manufacture and manipulation of steel tubing.Independent altogether of the stimulus given to the use of tubing for structural work by the advent and advance of aeronautics, the uses to which tubing of steel and other metals is put has increased considerably during the past few years. Much, of course, has been due to the large output of cycles and motor-cycles, but in addition an immense quantity of tubing is used in the construction of motorcars, and in a thousand other productions which it is unnecessary to particularise in this paper.
Some Outstanding Problems in Aeronautics
Authors: Durand W. F. 
Published: February 2017

Ten years ago the aeroplane was a curiosity—a means wherewith, by a tour de force, a man might lift himself from the ground and make a hazardous flight through quiet air—a means to attract curious crowds to fenced-in county fair grounds to witness the marvel of a body heavier than air actually rising from the ground and moving under some measure of control through the air, and returning safely to its starting point.What the aeroplane has become in this short but poignant decade of the world's history, and what it stands for to-day, this audience knows too well to need specification in detail.It is perhaps well within the limits of conservatism to say that no achievement of man's inventive and constructive genius has undergone more intensive, more rapid, or more potentially significant development than has that of flying with an apparatus heavier than the air in which it moves.
Metal-centred azaphosphatriptycene gear with a photo- and thermally driven mechanical switching function based on coordination isomerism
Authors: Ube Hitoshi , Yasuda Yoshihiro , Sato Hiroyasu , Shionoya Mitsuhiko 
Published: February 2017

AbstractMetal ions can serve as a centre of molecular motions due to their coordination geometry, reversible bonding nature and external stimuli responsiveness. Such essential features of metal ions have been utilized for metal-mediated molecular machines with the ability to motion switch via metallation/demetallation or coordination number variation at the metal centre; however, motion switching based on the change in coordination geometry remain largely unexplored. Herein, we report a PtII-centred molecular gear that demonstrates control of rotor engagement and disengagement based on photo- and thermally driven cis–trans isomerization at the PtII centre. This molecular rotary motion transmitter has been constructed from two coordinating azaphosphatriptycene rotators and one PtII ion as a stator. Isomerization between an engaged cis-form and a disengaged trans-form is reversibly driven by ultraviolet irradiation and heating. Such a photo- and thermally triggered motional interconversion between engaged/disengaged states on a metal ion would provide a selector switch for more complex interlocking systems.
Meta-Optical Chirality and Emergent Eigen-polarization Modes via Plasmon Interactions
Authors: Moocarme Matthew , Proscia Nicholas V. , Vuong Luat T. 
Published: February 2017

AbstractThe response of an individual meta-atom is often generalized to explain the collective response of a metasurface in a manner that neglects the interactions between meta-atoms. Here, we study a metasurface composed of tilted achiral meta-atoms with no spatial variation of the unit cell that derives appreciable optical chirality solely from the asymmetric interactions between meta-atoms. The interactions between meta-atoms are considered to stem from the Lorentz force arising from the Larmor radiation of adjacent plasmonic resonators because their inclusion in a simple model accurately predicts the bonding/anti- bonding modes that are measured experimentally. We also experimentally observe the emergence of multiple polarization eigenmodes, among other polarization-dependent responses, which cannot be modeled with the conventional formalism of transmission matrices. Our results are vital to the precise characterization and design of metasurfaces.
MFN2 suppresses cancer progression through inhibition of mTORC2/Akt signaling
Authors: Xu Ke , Chen Guo , Li Xiaobo , Wu Xiaoqin , Chang Zhijie , Xu Jianhua , Zhu Yu , Yin Peihao , Liang Xin , Dong Lei 
Published: February 2017

AbstractThe mitochondrial GTPase mitofusin-2 (MFN2) has previously been reported to play a role in regulating cell proliferation, apoptosis and differentiation in a number of cell types. Here, we report that breast cancer patients with low MFN2 expression are associated with poor prognosis as compared to patients with high MFN2 expression. We find that MFN2 knockout from MCF7 and A549 cells via Crispr/Cas9 greatly promotes cell viability, colony formation, and invasion of cancer cells in vitro and in vivo, which were confirmed by colony formation assay, transwell invasion assay, and tumor xenograft model. Signaling analyses suggest the mammalian target of rapamycin complex 2 (mTORC2)/Akt signaling pathway is highly elevated in MFN2 knockout cancer cells. The elevated mTORC2 promotes cancer cell growth and metastasis via AktS437 phosphorylation mediated signaling pathway. Mechanistic studies reveal that MFN2 suppresses mTORC2 through direct interaction by binding its domain HR1. Inhibition of mTORC2 significantly suppresses MFN2 deficient tumor growth. Collectively, this study provides novel insights into the tumor progression associated with MFN2 deficiency and suggests that the importance of mTORC2 inhibitor in the treatment of MFN2 downregulated cancer patients.
Metamaterial study of quasi-three-dimensional bowtie nanoantennas at visible wavelengths
Authors: Zhao Yukun , Yun Feng , Huang Yi , Wang Shuai , Feng Lungang , Li Yufeng , Guo Maofeng , Ding Wen , Zhang Ye 
Published: February 2017

AbstractIn this paper, a novel array of quasi-three-dimensional (quasi-3D) bowtie nanoantennas has been investigated numerically and experimentally. A low-cost and facile method has been designed and implemented to fabricate the quasi-3D bowtie nanoantennas. The fabrication processes containing laser patterning and wet etching have demonstrated the advantages of easily tuning the periodic and diameter of microhole arrays. According to the simulated results, the electric and magnetic resonances at visible wavelengths are obtained in the tips and contours of the metamaterials made of the quasi-3D bowtie nanoantennas, respectively. The effects of the size and gap of quasi-3D bowtie nanoantennas on the array performance have also been studied. The underlying mechanism suggests that different electric and magnetic resonant ranges of the metamaterials could contribute to the broad resonant range for the monolithic metamaterials.
Dipstick proteinuria level is significantly associated with pre-morbid and in-hospital functional status among hospitalized older adults: a preliminary study
Authors: Chao Chia-Ter , Tsai Hung-Bin , Chiang Chih-Kang , Huang Jenq-Wen , Hung Kuan-Yu 
Published: February 2017

AbstractAlthough chronic kidney disease (CKD) is associated with functional decline, whether proteinuria alone is associated with functional statuses over the course of acute illnesses independent of CKD is unclear. During 2014, we prospectively enrolled non-dialysis patients aged ≥65 years, and all participants underwent spot dipstick urinalysis on admission, divided into 3 groups according to the results (none, trace to 1 + , and 2 + or higher); functional status was evaluated using the pre-morbid and in-hospital Barthel index (BI) scores. Of 136 community-dwelling elderly patients enrolled (age 80.7 ± 8.2 years, with 19% having CKD), 17%, 57%, and 26% had no, trace to 1 + , or 2 + or higher proteinuria. Overall pre-morbid, on-admission, and on-discharge BI scores were 50.4 ± 41.9, 38.6 ± 31.8, and 38.7 ± 35.3, respectively with significant negative correlations with proteinuric severity on admission. Finally, multivariate linear stepwise regression analysis with backward variable selection found that dipstick proteinuric severity was significantly associated with pre-morbid, on-admission, and on-dischrage BI scores (p = 0.048, <0.01, and <0.01, respectively), independent of diabetes and CKD. This relationship between dipstick proteinuric levels and functional status of hospitalized elderly suggests an under-recognized association. Prospective evaluation of long-term outcome is needed.