bluuebunny/crossref_metadata_2025_split huggingface dataset:
HEALTH EDUCATION AND THE CONTROL OF UROGENITAL SCHISTOSOMIASIS: ASSESSING THE IMPACT OF THEJUMA NA KICHOCHOCOMIC-STRIP MEDICAL BOOKLET IN ZANZIBAR
Authors: Stothard J. R. , Khamis A. N. , Khamis I. S. , Neo C. H. E. , Wei I. , Rollinson D. 
Published: July 2016

SummaryEndeavours to control urogenital schistosomiasis on Unguja Island (Zanzibar) have focused on school-aged children. To assess the impact of an associated health education campaign, the supervised use of the comic-strip medical bookletJuma na Kichochoby Class V pupils attending eighteen primary schools was investigated. A validated knowledge and attitudes questionnaire was completed at baseline and repeated one year later following the regular use of the booklet during the calendar year. A scoring system (ranging from 0.0 to 5.0) measured children’s understandings of schistosomiasis and malaria, with the latter being a neutral comparator against specific changes for schistosomiasis. In 2006, the average score from 751 children (328 boys and 423 girls) was 2.39 for schistosomiasis and 3.03 for malaria. One year later, the score was 2.43 for schistosomiasis and 2.70 for malaria from 779 children (351 boys and 428 girls). As might be expected, knowledge and attitudes scores for schistosomiasis increased (+0.05), but not as much as originally hoped, while the score for malaria decreased (−0.33). According to a Kolmogorov–Smirnov test, neither change was statistically significant. Analysis also revealed that 75% of school children misunderstood the importance of reinfection after treatment with praziquantel. These results are disappointing. They demonstrate that it is mistaken to assume that knowledge conveyed in child-friendly booklets will necessarily be interpreted, and acted upon, in the way intended. If long-term sustained behavioural change is to be achieved, health education materials need to engage more closely with local understandings and responses to urogenital schistosomiasis. This, in turn, needs to be part of the development of a more holistic, biosocial approach to the control of schistosomiasis.
Engines for a Mach 2·0 Transport
Authors: Reed A. V. N. 
Published: July 2016

The problem of determining the type of engine which best suits a particular application is not new to the engine designer, but the supersonic transport is perhaps unique in that a number of design criteria have been introduced which cannot easily be taken account of in the usual terms of engine weight, fuel consumption or even aircraft direct operating cost.However, an examination of the effect of these standard criteria on different types of engines is a starting point in determining what engine will best match the supersonic transport requirement. A survey of a series of thermodynamic cycles both at Mach numbers in the region of 2.0 and at subsonic speeds typical of standoff or diversion suggests that two types of engine merit further study.
The Law versus Science in Aeronautics
Authors: Caplan H. 
Published: July 2016

SummaryLaw, Science and Aeronautics are defined in broad terms and some landmarks are outlined in the history of control of aeronautics by legal means.The exercise of national sovereignty often means that relevant laws are a serious limiting operational parameter. This and other factors may hinder the development of international air transport (especially supersonic aircraft) and may thus threaten the livelihood of aeronautical scientists.When aviation accidents occur, the operation of rules which determine “legal liability” may thrust an unfair financial burden on sections of the community which may be blameless from a scientific point of view. Suggestions for the future are made.Scientific exploration into outer space provides a crucial opportunity for the nations of the world to co-ordinate the disciplines of science, law and politics in a way never before possible. Members of the Royal Aeronautical Society cannot afford to ignore this challenge and a practical suggestion is made as a first step in implementation.
The Scientific Programme of Skylark to Mid-1960
Authors: Boyd R. L. F. 
Published: July 2016

Today we are Interested in the scope of the research programme rather than the actual details of the physics. Further I shall discuss space research rather than just upper atmosphere research, because we include astronomy and this will be discussed by others as well.Now I have, in fact, a formidable task, because I find I have something like twenty-three experiments to deal with in twenty minutes. What I am going to do therefore is to list the experiments that are going on, to tell you whether they have been carried out successfully, or are awaiting completion, and thus to try to give you some idea of the scope of the work which has been undertaken.
Some Current Problems Facing the Aircraft Designer
Authors: Floyd J. C. 
Published: July 2016

While the subject of this paper is concerned with problems somewhat outside the scope of those which existed in the days of the late Roy Chadwick, nothing absorbed Chadwick's interest more than a seemingly intangible aircraft problem, and I am sure that had he been alive today he would have been deeply involved in the search for solutions to them.He was without doubt a man of great talent, with an intuitive flair for design, and I join the many members of his staff who deem it a great privilege to have been associated with him for many years; and am honoured to have been asked to present this Memorial Lecture.
The Farmer's Viewpoint on Aerial Application of Fertilisers and Sprays
Authors: Farrant J. B. 
Published: July 2016

What is the normal practice of a reasonably good farmer in the matter of fertiliser application to both arable and grass crops? First, there is such a wide disparity between the practice of a good farmer and the rest that it can only be hoped that all will soon be brought up to the good standard. A recent survey showed that about 50 per cent of temporary grass and 70 per cent of permanent grassland in England and Wales still receive no nitrogen fertiliser.Normal application to both temporary and permanent grassland (for light and medium soils) is three to five cwt. of a compound (12: 12: 18) plus two applications of nitrogen, or expressed as straight fertilisers:
The Rôle of Jet Lift
Authors: Keith-Lucas David 
Published: July 2016

In 1909 Monsieur Louis Blériot forged a link between our two countries, one might say an aeronautical link. He did so in an aeroplane which by today's standards took only a short take-off run and a short landing.Today there are signs of new links being forged between the two countries and among them is co-operation in the development of vertical take-off and landing aircraft. There can, therefore, be no more suitable subject for a lecture in commemoration of Louis Blériot than one on “The Role of Jet Lift.”
Military Use of Ground-Effect Vehicles
Authors: Coulthard W. H. 
Published: July 2016

SummaryThe lecture illustrates, by typical examples, the standard of mobility which can be achieved by present military vehicles. An outline is then given of the mobility improvements which might be obtained by the use of military ground-effect vehicles but, in the concluding section, emphasis is given to a number of generalised problems in the military operation of such vehicles which require detailed consideration before an adequate specification of ground-effect vehicles for military use is possible. The lecture deals only with overland vehicles —although capable of water crossing—which are designed specifically to exploit the ground-effect principle and whose capabilities for sustained airborne movement are limited to the ground cushion.
The Sikorsky Crane Helicopter
Authors: Michel P. L. 
Published: July 2016

After many years of helicopter design, development, and operations, a practical flying crane helicopter is under construction whose particular features promise an unprecedented utility. The steps leading to this new helicopter configuration were evolutionary in nature dating back as far as 1922 when the deBothezat quadrotor machine hovered for one minute and forty-two seconds.Early military interests in improved mobility of the armed forces and the experiences gained with helicopters in the Korean War gave impetus to the development of vertical lift capability. In addition to the basic helicopter developments specific crane flying test beds and parametric studies were sponsored by the military. These projects included the Hughes XH-17 flying crane, the McDonnell XHCH-1 rotor test programme and the Sikorsky HR2S-1 (H-37) helicopters. In addition design study contracts were sponsored which determined the feasibility of constructing crane-type helicopters of 8 to 16 ton payload capability.
The Westland Belvedere Mk. I
Authors: McClements A. 
Published: July 2016

The Belvedere, previously known as the Bristol 192 helicopter, was designed and developed to an Air Staff Requirement for a General Purpose helicopter for the Royal Air Force.While the design embodied certain principles which had been well proved in the Bristol Sycamore and, while useful information had been learned about the tandem configuration from the research 173 helicopter, the design of the Belvedere was new in all its engineering aspects. The machine was to be powered by turbine engines with more than twice the installed power of the 173; it was to be approaching twice the weight of the 173. The choice was the Napier Gazelle engine—the first turbine designed primarily for helicopter use. Hence, the helicopter was of new and larger design than that which had preceded it, and the engine was also of new design and type.
Aerodynamic Aspects of Boundary Layer Control for High Lift at Low Speeds
Authors: Williams John , Butler Sidney F. J. 
Published: July 2016

Summary:The usefulness of boundary-layer control (B.L.C.) at the knee of a trailing-edge flap, over the wing nose close to the leading-edge or at the knee of a leading-edge flap is first noted. Various methods of providing B.L.C. are outlined, comprising slot blowing, slot suction, area suction, inclined air-jets, and specially-designed aerofoil shapes. The aerodynamic aspects of slot blowing over trailing-edge flaps and the wing nose are then examined in detail and both slot suction and area suction are also considered. The associated practical design features required for good performance are discussed and some flight-handling implications are mentioned.
The Manufacturer's Point of View
Authors: White C. B. 
Published: July 2016

My Task is to express the manufacturer's point of view and his problems in this field. I can only speak of my own experiences in one Group, and that experience has been chiefly in the civil field. The observations which follow are therefore related mainly to civil aircraft.In a previous life as a recently qualified solicitor I had the task of presenting to the head of a company, on behalf of my client, a cheque for more than £lm. This payment was made partly because my client's product had run into trouble and partly because there was uncertainty about the legal liability. My experiences in the Aircraft Industry have, therefore, been coloured by a considerable respect for any manufacturer's responsibilities for his product.
Comment on “Delta Wings of Shapes Amenable to Exact Shock-Wave Theory“
Authors: Southgate A. C. , Pedersen J. R. 
Published: July 2016

Finite bodies supporting two-dimensional under surface flows behind “contained” plane shock waves of the type discussed by Professor Nonweiler in a recent paper are currently receiving attention from both theoretical and experimental workers. The experimental work already undertaken by the RAE has given hopeful indications that such bodies, characterised by a re-entrant lower surface in cross section, compete closely with more familiar convex bodies in terms of lift/drag ratio, and furthermore preserve the two-dimensional character of the flow away from the design incidence.The purpose of this note is to point out that:(a) Delta wings with inverted V or W cross sections are geometrically simple examples of a more general family of possible shapes supporting two-dimensional flow behind a plane shock.(b) The concept may be extended to bodies supporting two-dimensional flows with multiple shocks (leading to isentropic compression in the limit) or shock-expansion systems.
The Deflection of a Uniformly Loaded Circular Plate Supported by a Concentric Ring
Authors: Urry S. A. 
Published: July 2016

SummaryFor a given plate and loading the optimum supporting ring radius is shown to be approximately 0·677a, there being a slight variation with Poisson’s ratio.The “edge square” condition, i.e. zero slope at the circumference of the plate, is also investigated. It is satisfied by a ring radius of , a result which is independent of Poisson’s ratio.Macaulay’s brackets are used in the analysis as an example of their value in circular plate problems.
Noise From Turbojet Compressors
Authors: Bragg S. L. , Bridge R. 
Published: July 2016

SummaryThe noise radiated from the intakes of turbojet engines during landing is already causing a serious nuisance. This paper, which is largely based on the deliberations of an ad hoc working panel of academic experts formed by Rolls-Royce in 1961, describes the characteristics of the noise and discusses possible mechanisms of generation. The noise appears to be dipole in origin, and to come mainly from the first two compressor stages. It consists of a few discrete tone components, generated mainly by the interactions which occur when one row of aerofoils passes through the wakes of a preceding row; and broad band noise resulting from the turbulence in the wakes and the inherent instability of the boundary layer on the aerofoils.Some discrete tones may be eliminated over part of the running range by suitable choice of blade numbers and disposition. The broad band noise is unlikely to be reduced without major design modifications involving either a reduction of the air speed relative to the front stage blades, or removal of the boundary layer at their trailing edges.
Fuel Systems Problems in High Speed Aircraft
Authors: Lydiard W. G. 
Published: July 2016

SummaryThe lecture discusses the extent to which the problems met in the fuel systems of subsonic aircraft are aggravated by flight at supersonic speeds and mentions some new problems of considerable severity. These arise from the relatively large fuel quantity required, its high rate of consumption and its heating by kinetic effects or by its use as a heat sink for the aircraft systems. The paper includes a discussion on fuel management and gauging and of the means used to transfer fuel to the engines—showing the relative merits of some of the available pumping techniques. A few comments only are made on the engine control system.The problem of thermal degradation of the fuel in the tanks and in components leading to the engine is discussed, with particular attention being paid to the difficulty of establishing a valid test method for differing aircraft configurations.Spontaneous ignition of flammable mixtures in contact with heated surfaces is a hazard that is likely to arise in a particularly acute form at a Mach number of about 3. The progress of research into this phenomenon is briefly outlined, and some of the measures which may be adopted to ensure safety are indicated. Associated with this is the necessity to develop instruments to detect hazardous conditions in various parts of an aircraft, on which some recommendations are made.
The Development of Military Aviation in Australia
Authors: Garing W. H. 
Published: July 2016

Because two world wars have exerted such a profound influence on military aviation I have chosen to treat the subject under the following headings:The BeginningThe First World War.The Inter-War Years.The Second World War.From 1945 to the present.The Future.Under each heading I will endeavour to outline the developments and changes in technology and rôle which have taken place, and to indicate the effects these were to have upon each succeeding period.
The Control of Aircraft Noise Perceived at Ground Level
Authors: Caplan H. 
Published: July 2016

This brief paper attempts to outline the present methods for the legal control of aircraft noise and, by emphasising potential weaknesses, draws attention to possible improvements for the future. The views expressed are personal opinions only and must not be interpreted as the views of Insurers generally or the British Aviation Insurance Co. Ltd., in particular.Professor Richards has clearly described the technical problems involved in the control of aircraft noise. In its essentials, any system of legal control must involve the evolution and enforcement of standards in the design and operation of aircraft, airports and aircraft-affected communities.
The Velocity Distribution on a Polynomial Mean Line and the Converse
Authors: Llewelyn R. P. 
Published: July 2016

Interest in sail design has recently stimulated some work, using thin aerofoil theory, to obtain the velocity distribution on simple polynomial mean lines. In particular in reference 1, a solution has been obtained for a cubic mean line. There is an omission in equation (3) of this reference where an x should appear in the numerator outside the curly bracket. (The equation is subsequently used in its correct form).In the present note a general solution is obtained for polynomial mean lines. It is demonstrated by applying the result to Boyd's equation (3).
Comment on “The Load Distribution on a Polynomial Mean Line and the Converse”
Authors: Angus Boyd E. 
Published: July 2016

I am grateful to Mr. Llewelyn for pointing out the slip in equation (3) of reference 1.In considering a particular case of the polynomial camber line I did have to evaluate a number of integrals of the kind but the process is not as laborious as perhaps Mr. Llewelyn implies for there is a simple recurrence relation between integrals of this kind.
A Space Programme for Europe ?
Authors: Cleaver A. V. 
Published: July 2016

I felt very honoured when asked to give this lecture in memory of one of the leading figures of the period which saw the greatest British achievements in aeronautics. The contrast between the technical situation of those times, and the uncertainties of today, immediately sprang to mind, especially in regard to British achievement (or lack of it) in space.So also, very naturally, did those occasions in the 1940's when I used to visit Mr. Chadwick to discuss the propeller problems of various Avro aircraft, both real and projected. During the course of these sessions, we often discussed future propulsion trends, including the relative merits of piston and turbine engines, propellers and jet propulsion, and so forth. I cannot honestly recall that the question of space flight ever came up, although it probably did, because propulsion is even more of a fundamental problem for flight in space than it is within the atmosphere, and even in those days I was what the Americans call “a space cadet.”
Some Views on Legislation and Regulations in Agricultural Aviation
Authors: Maan W. J. 
Published: July 2016

In every country where agricultural aviation is done as a private enterprise, some system of rules and regulations is sure to exist and the International Agricultural Aviation Centre has collected data on this subject.To imagine, however, that a system of regulations, ideally suited to all cases, could be drawn up on a basis of these national rules is an illusion. Every country—and this holds true for many spheres—is blessed or cursed with the laws it deserves. For all these systems of laws and regulations are determined partly by internal and partly by external factors. Let us compare two countries. One is densely populated with intensive agriculture, the other sparsely populated with extensive agriculture. It is obvious that the first country will have a more comprehensive system of regulations in regard to agricultural aviation than the second country. The denser population necessitates a higher grade of protection against the dangers from both the aircraft themselves and the drift of toxic chemicals. Quality agriculture demands quality work from the aerial applicator.
The Upstream Influence of Base Bleed on Surface Pressures and Skin Friction
Authors: Bellhouse B. J , Wood C. J. 
Published: July 2016

Summary:—Measurements of pressure distribution and skin friction have been made on an 11% thick aerofoil in the presence of a variable base bleed flow. These tests show that the effects of bleed decay rapidly upstream of the base and are measurable only over the rear 40% of the chord. The integrated profile drag values also confirm that wake traverse measurements are subject to error in a strong vortex street.
Erect and Inverted Spinning with Particular Reference to the Hunter
Authors: Merewether H. C. H. 
Published: July 2016

With the introduction of each new generation of combat aircraft it has become popular to assume that they will be operated in a more conservative manner than previously and that less attention, therefore, need be paid to their spinning characteristics. Current experience, however, shows that inadvertent spins will continue to occur, and must be allowed for, if these aircraft are to be operated effectively and to the limit of their capability.In this connection the Hunter provides an interesting case history, since it has been put to widescale use in a variety of roles and its erect and inverted spinning characteristics have been thoroughly investigated. These characteristics will be described both for their own sake and because of the applicability which they have to current high performance aircraft.
The Use of Aircraft in Forest Inventories in Canada
Authors: Sayn-Wittgenstein L. 
Published: July 2016

The task of completing an inventory of Canada's forests is an immense one and it is not surprising that aircraft have been used in Canadian forest inventories ever since they became available in reasonable numbers. As will be seen, the nature of the forest to be surveyed and the characteristics of the organisations engaged in forest inventories provide the strongest argument in favour of aircraft.Canadian forest inventories, like all forest inventories, are concerned with estimating the area of forest land and the description of the timber on that area. More specifically, one usually seeks an estimate of timber volume by tree species and size classes and information on various characteristics of tree quality, such as extent of decay and tree form.
Flight Refuelling
Authors: Latimer-Needham C. H. 
Published: July 2016

The first serious attempt at refuelling in flight was made in the USA in 1923 under the direction of Major (later General) H. H. Arnold, in which two aircraft were equipped as tankers, each with a 50 ft length of hose, and a flight of 37 hr 15 min was achieved. Towards the end of that year the first serious attempt in Europe was made in France.There was then a lull until January 1929 when the US War Department sponsored some duration flights, the best known being that by the Fokker “Question Mark” under the command of Major (later General) Carl Spaatz which remained airborne for 150 hours. This flight was followed by a spate of US commercial pilots’ attempts until in 1930 the endurance record stood at 647½ hr. Most of these flights in themselves were of little practical value but they aroused the interest of Sqn. Ldr. (later Air Marshal Sir Richard) R. L. R. Atcherley, RAF while taking part in the National Air Races in the USA in 1930. On his return to Transjordan, where he was stationed, he set to work devising an improved method of contact, the results of which were patented. He also planned to demonstrate his new method with an attempt on the duration record but was refused permission by the Air Ministry.