bluuebunny/crossref_metadata_2025_split huggingface dataset:
From Sir Frank Whittle to the year 2000 — what is new in propulsion?
Authors: Calmon J. 
Published: July 2016

It is with great admiration and much humility that I am able to give this talk in front of Sir Frank Whittle, universally recognised as the genuine pioneer of turbojet propulsion in the formula that made a success of aviation.As a matter of fact, the patent request filed by Sir Frank Whittle in 1930 (Fig. 1) comprised all the components of today’s turbojets: multi-stage axial compressor followed by a centrifugal compressor, combustion chamber, turbine coupled direct to the compressor and propulsion nozzle.In April 1937, with the assistance of British Thomson Houston, Sir Frank Whittle ran his first turbojet on the bench at a thrust of 200 daN (Fig. 2). The year after saw the beginning of the Whittle Wl turbojet tests at a thrust of 380 daN. This engine was to receive consecration by a first flight in May 1941 in a Gloster E28/39 specially built for the purpose. Subsequently, this aircraft was fitted with a 650 daN version incorporating an air cooled turbine.
A numerical model for analysis of thin wings in inviscid incompressible flow
Authors: Singh B. K. , Basu B. C. 
Published: July 2016

SummaryA planar vortex sheet model for analysis of thin wings in inviscid incompressible flow is presented. In this model a network of spanwise quadratically varying semi-infinite doublet sheets is introduced which produces a continuous trailing vortex wake. The present method has been applied to wings fitted with partial span trailing edge flaps after appropriate modification to account for the flap juncture. Also, the problem of wings in sideslip is attempted by incorporating the zero load condition at the down stream wing tip. The comparison of results shows that the proposed model retains the simplicity of the vortex lattice model to a large extent while overcoming the limitations of the standard vortex lattice model regarding lattice arrangement and number.
On the prospects for increasing dynamic lift
Authors: Mabey D. G. 
Published: July 2016

SummaryA review is given of some recent research, mainly at low speeds, into the development of dynamic lift. Sudden movement of aerodynamic surfaces can generate dynamic lift due to the transient development of separated flow. These dynamic effects are large and well established for aerofoils. They are considered likely to be small for highly swept wings and negligible for slender wings, but there is little experimental evidence to support this inference. The dynamic lift might be increased if conventional sinusoidal motions can be replaced by appropriate periodic saw-tooth motions.The control of large-scale flow separations by rapid movements of aerodynamic surfaces requires further investigation to resolve some of the controversial issues raised in the review.
Wind tunnel interference on unsteady two-dimensional aerofoil motions in low speed flows
Authors: Cheung C. W. , Hancock G. J. 
Published: July 2016

SummaryThe aerodynamic characteristics of two-dimensional transient aerofoil motions in low-speed flows in a wind tunnel with either closed wall or open (jet) walls, including the effect of a downstream closed wall diffuser, have been investigated. The mathematical formulation for the aerofoil and its unsteady wake is based on linear theory and is solved by a piecewise linear vorticity method; the wall boundaries are represented by distributions of sources. Numerical calculations have been made for various values of tunnel height to chord ratio.Interference effects on the rate of build up of lift to a steady state following a step change in incidence can be large, especially for open jet tunnels.
The Effects of Axial Forces to Dynamic Load Factors of the Beam Subjected to Transverse Impulsive Loads
Authors: Suzuki Shin-Ichi 
Published: July 2016

SummaryThe variations of dynamic load factors of a beam subjected to axial forces are investigated when transverse impulsive loads are applied. The relationships between constant axial forces P and dynamic load factors are obtained under various end conditions. Dynamic load factors are very different from 2.Because it is difficult to obtain an exact solution when P is a function of ξ (co-ordinate of axial direction), analyses are carried out by the energy method, where P is assumed to be in the form of (1–ξm).
The Operator's View
Authors: Redrup D. F. 
Published: July 2016

The Airline Pilot has little to do with Flight Testing for Certification, in fact, apart from a few specialist pilots in the airlines the average airline pilot takes no part in the Flight Test Programme.Once an aircraft has been certificated, however, the airline pilot spends more time on the Flight Deck and has longer to experience the shortcomings of the Certification Programme than anyone else. He is then the Consumer, the man who spends hours with an expensive piece of machinery strapped to him and who suffers over a long period of time any cockpit design defects. For that reason a large part of this paper will be devoted to, I hope, useful criticism of Flight Deck Layouts as they affect the operating crew member.
Part 2. Possible Solutions to some of the Problems
Authors: Caplan H. 
Published: July 2016

Hugh Gordon-Burge has stated with clarity and force two of the salient problems in air safety work—that of obtaining information on accidents and incidents and that of disseminating the useful results after investigation and analysis.He has also asked a number of pertinent questions to which I will try to provide some answers. As a basis for further discussion I also offer some tentative solutions to certain of the problems he has identified.The views expressed are entirely personal.
Constant Acceleration of an Undamped Simple Vibrator Through Resonance
Authors: Fearn R. L. , Millsaps K. 
Published: July 2016

SummaryFor a simple undamped vibrator driven by a force whose frequency varies linearly with time, simple algebraic expressions are derived which give values for the maximum amplitude performed by the vibrator and for the frequency of the driving force where the maximum displacement occurs. Driving forces of both increasing and decreasing frequencies are considered.
Present Trends in Research Towards All-Weather Landing for Civil Aircraft
Authors: Baxter J. R. 
Published: July 2016

SummaryFollowing a brief description of the basic radio aids and the terminology used, the paper discusses in some detail the differences between the original British and American approaches to all-weather landing; the different types of equipment resulting from these two approaches are broadly described. The mixing of ideas which occurred at the IATA Conference at Lucerne in 1963 and the more recent tendency towards a blending of British and American ideas are then discussed, and some predictions are made as to the form of the ultimate all-weather landing system. Certain Australian contributions to display research and the simulation of low visibility in flight are mentioned in context.
Measurements of Entrainment by a Free Rotating Disc
Authors: Case P. 
Published: July 2016

Summary:Measurements are presented of the amount of air which flows axially towards the surface of a disc rotating at various speeds when the nature of flow is turbulent.The method used is similar to that of Ricou and Spalding for the case of the axisymmetrical turbulent jet. The area to one side of the disc is surrounded by a chamber, leaving a small gap between the chamber and the disc. Air is injected into this via a porous baffle until the pressure in the chamber is uniform and atmospheric, a condition which is taken to signify that the “entrainment appetite” of the disc is satisfied.Existing theories predict the results obtained well at high disc Reynolds numbers, but give greater entrainment rates than experiment at low disc Reynolds numbers. More precise measurements are needed to substantiate these conclusions: in particular the use of a hot-wire anemometer seems essential.
The Use of High Strength Aluminium Alloys
Authors: James D. 
Published: July 2016

The object of this paper is to present some of the user experience with the high strength aluminium alloys. The somewhat tarnished reputation of the Aluminium-Zinc-Magnesium alloys is undoubtedly due to their premature introduction; the very substantial weight savings offered by the relatively high static strength values proving too strong an attraction at the end of the war-time era dominated by short term considerations.It will be appreciated that there is a wide range of alloys in this family. Table I lists the composition ranges of typical French, American and British specifications together with a proprietary alloy, of German origin, which is of particular interest. Manufacturers have their own favoured compositions within the permitted ranges. Fig. 1 shows diagrammatically the wide variation in percentage of the principal alloying elements zinc, magnesium and copper.
On the Effective “Length” of Two-Dimensional Contracting Ducts
Authors: Gibbings J. C. 
Published: July 2016

The note by W. T. F. Lau upon the effective “length” of two-dimensional contracting ducts has raised further points of interest.Lau's paper presents three different criteria which can control a contraction length. Of these three, the second and third, that respectively are based upon the approach of the centre-line velocity to its asymptotic value and upon the approach of the flow to uniformity, were compared in ref. 1. The first criterion that is based upon the approach of the boundary slope to zero is not in general identical with the second.
Technical Workings and Future Trends within IATA
Authors: Gilmore J. L. 
Published: July 2016

Every Time I speak of “IATA” or use the term, I speak of it and its activity as a corporate body of member airlines. It is the member airlines of IATA who make and agree policies and accordingly it should be understood that it is never a separate entity.IATA acts under direction, it is neither cartel nor employers’ association, nor is it charlatan in character. It has been maligned, misunderstood, misinterpreted, and yet there is little evidence that it has deviated from its aims and objectives—in one sentence—to ensure that all air traffic moves with the greatest possible safety, speed and efficiency and with the utmost economy for both airline and public.
The Royal Aero Club of the United Kingdom
Authors: Blake J. H. 
Published: July 2016

While not of the same venerable age as the Royal Aeronautical Society, the Royal Aero Club can lay claim to a respectable antiquity having celebrated its golden jubilee on 24th September 1961. Registered on 29th October 1901, the Aero Club antedated a potential rival by two days. As it was by a very short time the earliest, so for many years it continued the only, authority on the practice of the art of flying, and still reigns supreme in many aspects of sporting and private aviation.While many of the detailed aspects of the work grew inevitably, over the years, into separate sports with their own organisations, affiliated to the parent Club, the basic responsibilities of looking after the interests and promoting the well-being of private flying in this country have never left us.
The State of Affairs in the Army
Authors: McCullagh F. M. 
Published: July 2016

The Purpose of Army light aircraft, fixed-wing and helicopter, is to help ground units to carry out their normal tactical task more effectively. Therefore the main roles are:
Reconnaissance.Fire support.Exercise of command.Tactical movement.Logistic support.For special-to-arm tasks, light helicopters are integrated into certain major units of the Royal Armoured Corps, Royal Artillery, Royal Engineers, Royal Signals and Infantry. The aircraft must be capable of living in the field and be easy to maintain. Aircraft strengths in these units vary from six in an air squadron of the Royal Armoured Corps, to three in an air platoon in an infantry battalion.
Acting upon User Experience—Civil and Military Systems Compared
Authors: Lockwood-Goose B. 
Published: July 2016

To Enable a Design Authority to act upon User Experience, full and accurate information is required about the defect as soon as possible after it has occurred.A skin crack in an aircraft structure, the loss of a turbine blade in a jet engine or excessively high brush wear in a generator, are all defects. The reasons for them being defects can be quite different in each case. One can therefore readily see that to solve these defects the designer needs to know not only everything about the failure, but also the environment (in the broadest possible sense) that led to the failure
On the Selection of a Root of a Quadratic Equation Applied to a Problem in Gas Dynamics
Authors: Woods W. A. , Daneshyar H. 
Published: July 2016

SummaryAn account of the solution of a quadratic equation associated with a gas dynamic problem is given. Numerical examination of the equation Indicated that a conditional statement was required In a computer programme to determine the sign to be used in front of a square root. The necessity for this conditional statement was examined by studying a general quadratic equation. The study has also led to the formulation of a rule on the selection of a “desired root” of a quadratic equation.
Air Transport Auxiliary: Its Place in Aviation History
Authors: Wills P. A. 
Published: July 2016

Air Transport Auxiliary (ATA) came into existence soon after the outbreak of war in September 1939. Its flag was finally hauled down on 30th November 1945. In these six years it grew from an idea in the mind of Gerard d'Erlanger to an organisation employing at its peak in 1944, 550 male pilots, 108 women pilots, 109 flight engineers and a ground staff of about 2800, a total of around 3500 people.Experience leads me to the conclusion that the coefficient of relative man-power (and hence economic) efficiency of a specialised civilian as opposed to a necessarily unspecialised Service organisation is between 3 and 5, hence that ATA released for more direct operational war services between 9000 and 15000 men and women.
Helicopter Noise
Authors: Davidson I. M. , Harcest T. J. 
Published: July 2016

Nowhere in the literature of helicopter noise can one find a general understanding; only isolated, inconsistent, and often inadequately documented facts. These could, of course, be reviewed but hardly with profit; it is easier to ask critical questions of nature than of previous investigators.For fundamental reasons the helicopter in its present state of development is not in fact matched to the bulk, low-cost transport of passengers. But for equally good reasons the phenomena of aerodynamically generated noise now bid fair to banish from inhabited localities all other forms of vertical take-off and landing aircraft so that, if a city-centre to city-centre aircraft transport system is ever to be practicable, it will most probably be based on some metamorphosis of the helicopter.
A Study of the Flow Field Associated with a Steadily-Rolling Slender Delta Wing
Authors: Harvey J. K. 
Published: July 2016

SummaryIn this paper an experiment is described in which a detailed study was made of the flow field associated with a slender sharp-edged delta wing which was rolling steadily at zero angle of attack to an air stream. The investigation was made by performing two pressure surveys: first , one of the static pressure acting on the wing’s surface and second by measuring the total-head distribution in the neighbourhood of the wing. From the former the local rolling-moment coefficients, Clp, are evaluated and these are compared with the predictions for attached flow, thus assessing the contributions to the forces acting on the wing which arise as a consequence of the leading-edge separations. The second set of surveys is used to construct a picture of the flow-field details and this is compared with that known to occur on a similar wing when it is set at an angle of attack to the airstream. One interesting finding is that the secondary separation which appears to cause the discrepancy between the theoretical predictions and the measurements made on slender wings at incidence, is absent in this configuration and thus it is concluded that these data could be used for a more meaningful test of the theory.
Subsonic Adiabatic Flow in a Duct of Constant Cross-Sectional Area
Authors: Ward Smith A. J. 
Published: July 2016

SummaryStarting from the momentum integral equation an analysis is made of fully-developed flow in a straight pipe. This analysis shows the assumptions implicit in the one-dimensional theory of adiabatic constant-area flow with friction. For conditions of practical interest the approximations associated with the use of the one-dimensional flow theory are shown to be small.Flow with a developing velocity profile and flow in a bend are then analysed. Introducing approximations revealed in the analysis of fully-developed flow, a simple relation is obtained between the variation of mean flow properties along the duct under incompressible and compressible flow conditions. This relation may be written in the same form as the corresponding relation derived using the one-dimensional flow theory. In a similar manner to one-dimensional flow theory, the relation is readily extended to apply over a series of components of constant cross-sectional area.The results of the analysis are also presented in terms of static and total pressure loss coefficients. This form of presentation demonstrates that there are appreciable effects of Mach number, on the pressure loss coefficients, where they are often assumed to be small.The analysis does not enable the variation of the mean flow properties to be calculated ab initio. Its application is to be found in problems where a knowledge of the performance of a component, or series of components, is required under compressible flow conditions, the performance under incompressible flow conditions already being available from theoretical or experimental data.A comparison of predicted and experimental data for flow in bends and flow in combinations of duct components shows good agreement over much of the subsonic speed regime.
The Behaviour and Effects of Laminar Separation Bubbles on Aerofoils in Incompressible Flow
Authors: Ward Julian W. 
Published: July 2016

SummaryA survey of information on laminar separation bubbles and their effect on the stalling characteristics of aerofoils is presented. It is shown that there are two principal kinds of bubbles and that their existence can be predicted. It is believed that their behaviour may be related to the kind of boundary layer transition process present.It is intended that a second part of this paper will describe the characteristics of aerofoils at Reynolds numbers typical of model aircraft and show how the observed phenomena are related to the behaviour of laminar separation bubbles.
Light and Executive Aircraft and Their Future Prospects in the United Kingdom
Authors: Robertson F. H. 
Published: July 2016

The 55th Main Lecture to be given at a Branch centre, “Light and Executive Aircraft and Their Future Prospects in the United Kingdom,” by F. H. Robertson, A.F.R.Ae.S., Chief of Preliminary Design, Short Bros, and Harland Ltd., was held under the auspices of the Christchurch Branch on 12th December 1962. Mr. E. W. J. Gray, F.R.Ae.S., President of the Christchurch Branch, opened the proceedings by welcoming the President and Secretary of the Society and visitors from the Society's branches at Luton, Bristol and Cheltenham as well as visitors from Shoreham. Mr. Gray then asked the President, Mr. B. S. Shenstone, M.A.Sc, F.R.Ae.S., F.A.I.A.A., F.C.A.S.I., to preside for the rest of the meeting.Introducing the lecturer, the President said that Mr. Robertson had spent five years with Vickers-Armstrongs Ltd., three in the works and two in the D.O., and then joined Hawker Aircraft in 1934 as a junior draughtsman; in 1936 he had gone to Aeronca Aircraft Ltd. for a year and in 1937 had joined Miles Aircraft Ltd. as senior draughtsman, becoming Chief of Experimental Design. From 1946-1952 he had been with Saunders-Roe Ltd., where he became Chief Project Engineer, and in 1952 had joined Short Bros, and Harland Ltd. After several years as Chief Project Designer, he became the Company's Chief Designer, Light Aircraft in 1959. He was now Chief of Preliminary Design. He was sure that Mr. Robertson was known to many of them, either personally or from things he had written, and they would know that he rarely said anything with which they could all agree. He thought that what Mr. Robertson would say in his lecture would be of the same order.
The Pilot's Point of View
Authors: Miles E. C. 
Published: July 2016

In 1962 the passenger fatal accident rate was less than one passenger fatality per 100 million passenger miles. This is a figure which can be used to demonstrate the safety of flying relative to other forms of transport.I am not going to discuss the merits of the criterion of “passenger miles.” Whatever one says about it the rate achieved last year does demonstrate a notable improvement on the pioneer days of aviation when the airline passenger achieved a reputation of daring by accepting the risks then present.
Instrument Aids for Take-off
Authors: Fearnside K. 
Published: July 2016

SummaryThe take-off manoeuvre is described in outline and the safety requirements applicable to this phase of flight are briefly reviewed.A more detailed inspection of the take-off manoeuvre reveals some of the difficulties which confront the pilot and indicates the type of additional information with which he should be provided.Means of providing such information and the problem of measuring the necessary quantities are discussed and this leads to a description of the range of equipment currently being developed and under consideration by Smiths Aviation Division.This includes: —(i) A ground run indicator(ii) A ground run predictor(iii) A pitch rate indicator(iv) A take-off director.Finally, some thoughts are presented on the subject of instrument displays and the problem of incorporating the required additional information into existing flight systems.
Runway Slipperiness and Slush
Authors: Horne Walter B. , Leland Trafford J. W. 
Published: July 2016

SummaryA review is made of recent research in the United States relating to runway slipperiness and to slush-drag or fluid-drag effects on aircraft ground performance. The formation of fluid spray and its drag effects on aircraft are traced from spray origin at the intersection of the tyre and runway to impingement on the aircraft over the complete aircraft ground-velocity range. Six manifestations of tyre hydroplaning are presented and discussed: fluid-drag peak, tyre spin-down, loss of aircraft directional stability, loss of aircraft braking traction, suppression of bow wave, and progressive detachment of the tyre footprint from the fluid-covered runway surface as ground speed is increased. A convenient formula for estimating tyre-hydroplaning speed is indicated to bewhere Vp=hydroplaning speed, knotsp=tyre-inflation pressure, lb/sq in.Comparison with available experimental data is shown. The effects of fluid viscosity and density on runway slipperiness are discussed. The effects of some runway-surface textures, tyre-tread patterns, and aircraft landing-gear wheel arrangements on slipperiness are described. The paper also includes indications of areas of interest that need further study.
Growth of The Royal Aeronautical Society
Authors: Wingfield L. A. 
Published: July 2016

On A recent visit to New Zealand in September 1965, I enjoyed the privilege of attending, as Solicitor to the Society, a meeting of the New Zealand Division Council. Any visitor from the Society to Commonwealth countries is welcomed warmly, and must bring a message from the Old Country. Feeling so remote, they are hungry for any news of any sort. For lack of better material I based my talk to them on my personal association with the Society over the past 45 years.Such a period of years covers much of the Society's struggle for recognition and retention of its position as the leading technical and scientific Aeronautical body. In this I have been privileged to help.