bluuebunny/crossref_metadata_2025_split huggingface dataset:
28th Lanchester Memorial Lecture — Experimental real-gas hypersonics
Authors: Hornung H. G. 
Published: July 2016

For all who are specialists of one kind or another, it is a very healthy exercise to read books written by scientists or engineers of the calibre and breadth of F. W. Lanchester. He was at the same time truly a pioneer of flight, an expert in fluid mechanics, in flight mechanics, in the practical, and (well ahead of his time) in the military applications of flight, in the novel use of materials, and an inventor of devices and mechanisms. However, it was with particular surprise that I found, on studying the literature under the name F. W. Lanchester, a book published in 1935 entitled Relativity and two earlier papers on the subject published in 1921. Lanchester had met Minkowski in 1908 at the house of his friend Carl Runge, the applied mathematician, at Göttingen, and following a discussion with Minkowski had taken such an interest in the field that he was able to make these early English contributions.Perhaps the most important property that makes such pioneers is the courage to think truly new thoughts. His fascination with the new philosophy in physics may be easily understood in terms of this bold style of thought.
Measurement of the drag of various three-dimensional excrescences in turbulent boundary layers
Authors: Gaudet L. 
Published: July 2016

SummaryMeasurements are described of the drags of various forms of three-dimensional excrescence mounted on balances installed in the walls of the working section of the RAE 8 ft x 8 ft wind tunnel. The tests cover a range of Mach numbers between 0·2 and 2·8 and a range of Reynolds number.The excrescences tested include circular cylinders and wings mounted normal to the surface, fairing shapes and mushroom shaped rivet heads. For excrescences which were small compared with the boundary-layer thickness the scale effects were correlated in terms of the wall variables of the turbulent boundary layer. For circular cylinders and wings which protruded well into or beyond the boundary layer the drag may be determined by using a drag defect relationship. The fairings tested comprised half-bodies of revolution with pointed or rounded ends and bodies of rectangular, including square, section with pointed ends.
A review of the aerodynamics of a jet in a cross flow
Authors: Hancock G. J. 
Published: July 2016

SummaryThe aerodynamics of a circular jet emerging normally from a wall into a cross flow is critically assessed. Some general trends are obtained when viscous effects are neglected. But viscous effects dominate the real flow behaviour. Attempts to predict these real effects are reviewed and their anomalies highlighted. The importance of understanding and specifying the jet exit conditions is stressed, which is relevant to complete numerical solutions.
Investigation of the aerodynamic performance and noise characteristics of a 1/5th scale model of the Dowty Rotol R212 propeller
Authors: Trebble W. J. G. 
Published: July 2016

SummaryAn investigation of the four-bladed Dowty Rotol R212 propeller (NACA 16 sections) has been made at l/5th scale (0·7 metre diameter) in the RAE 1·5 metre acoustic tunnel. Propeller power absorption and thrust have been measured over a range of rotational speeds up to 8000 rev/min at mainstream speeds from 15 m/s to 60 m/s for a range of blade settings. Slipstream wake surveys show outward movement of the position of the peak pressure as propeller loading is increased.Noise analysis demonstrates the predominance of multiple tones whose number and intensity increase with helical-tip Mach number. An empirical formula shows that the fundamental tone SPL varies with tip speed and power loading in an identical manner to that observed on a modern ARA-D section propeller.
The history of the Aeronautical Research Council; a personal view
Authors: Pugsley Alfred 
Published: July 2016

SummaryThis informal history of the ARC outlines the background to its establishment in 1909, the subsequent growth and widening of its research activities for the advancement of aircraft design and construction, particularly around the two great wars, and finally its gradual decline until brought to a close in 1980. The story is told from a personal viewpoint and touches on the many personalities involved.
Part I: Some experiences on simple panel methods applied to attached and separated flows
Authors: Tou H. B. , Hancock G. J. 
Published: July 2016

SummarySimple first order surface singularity methods based on:(i) Smith and Hess uniform source panels plus a uniform vorticity around aerofoil profile,(ii) piecewise linear vorticity around aerofoil profile, with different assumption for Kutta condition,have been applied to attached flows and separated flows past an aerofoil/spoiler configuration, assuming an inviscid model.For separated flows, piecewise linear vorticity methods give reasonable results as long as small panel elements are taken in the region of the separations at the spoiler tip and aerofoil trailing edge. The Smith and Hess method gives results which do not agree too closely with the vorticity methods. There is doubt concerning uniqueness.Results have been compared using two different wake models; in one, the total head inside the wake is taken to be uniform, in the second, the static pressures along the separation streamlines are taken to be uniform. There appears to be a difference of about 5% in CL. It is not known why.
Vorticity measurement by a pressure probe
Authors: Freestone M. M. 
Published: July 2016

SummaryAn analysis is presented of the output of a pressure probe, comprised essentially of four yawmeters, which was designed to yield vorticity information.It is shown that if the probe is utilised in flows which have vorticity dominated by variation of either the direction or the magnitude of the velocity then the probe output may be easily related to vorticity. It is argued that such flows should be readily recognised, and they include many situations of interest involving vortex flows, boundary layers and wakes.Earlier work had already demonstrated that the probe is useful in exploring regions of predominantly streamwise vorticity. The present work shows a result with the probe used in a boundary layer flow where the vorticity is nearly normal to the local flow.Use of the probe in unsteady flow is briefly examined.
Calculation of tunnel wall interference from wall-pressure measurements
Authors: Ashill P. R. , Keating R. F. A. 
Published: July 2016

SummaryA method is described for calculating wall interference in solid-wall wind tunnels from measurements of static pressures at the walls. Since it does not require a simulation of the model flow, the technique is particularly suited to determining wall interference for complex flows such as those over VSTOL aircraft, helicopters and bluff shapes (e.g. cars and trucks). An experimental evaluation shows that the method gives wall-induced velocities which are in good agreement with those of existing methods in cases where these techniques are valid, and illustrates its effectiveness for inclined jets which are not readily modelled.
A first order theory for Newtonian flow over two-dimensional airfoils
Authors: Hemdan Hamdi T. 
Published: July 2016

SummaryA simple closed-form formula for the coefficient of surface pressure, Cp is given in this paper. The formula is based on first and second approximations of the full problem and can be used for the Newtonian flow past two-dimensional thin airfoils at small angles of attack and with attached shock waves. It thus extends Cole's zero order theory to the effects of non-zero (γ – 1) and finite values of Mx where γ is the ratio of the specific heats of the gas and Mx is the free stream Mach number. The analysis presented relies on a previous recent formulation of the hypersonic small disturbance theory which has proved to be more advantageous than the hypersonic small disturbance theory. The results are compared with other approximate methods and the agreement is found to be generally good.
Some Problems of Planetary Atmosphere Entry
Authors: Julian Allen H. 
Published: July 2016

Summary:—Progress in understanding the atmosphere heating problems of space vehicles at hyperbolic entry speeds is reviewed. The various sources of aerodynamic heating are discussed along with the response of suitable heat shield materials to these inputs. It is shown that even for optimum shaped vehicles the problems are formidable at entry speeds greatly in excess of Earth parabolic speed. Much additional research, particularly of ablation materials, will be needed to effect satisfactory designs for such craft.
The Effect of Boat-Tailing on the Flow Round a Two-Dimensional Blunt-Based Aerofoil at Zero Incidence
Authors: Maull D. J. , Hoole B. J. 
Published: July 2016

SummarySome experiments on the effect of boat-tailing on the pressure distribution round blunt-based aerofoils are described. The experiments were carried out at low speeds at a Reynolds number of 1.5 X 105. The wake was investigated with attention being paid to the vortex shedding, and to the distance downstream of the base where vortices form.It is shown that the theory due to Nash predicts the effect of boat-tailing on base pressure quite well and that a correlation of drag coefficient, Strouhal number and base pressure proposed by Bearman applies to the models tested here.
A Triangular Equilibrium Element with Linearly Varying Bending Moments for Plate Bending Problems
Authors: Morley L. S. D. 
Published: July 2016

Work on the finite element analysis of flat plates in bending has been directed towards elements which satisfy kinematic conditions between the adjacent elements in conjunction with the theorem of minimum potential energy, eg Argyris, Bazeley et al, Clough and Veubeke.The purpose of this Note is to provide the main details of a triangular element which satisfies equilibrium conditions between the adjacent elements and which is used in conjunction with the complementary energy principle. The bending moments vary linearly within the element and use is made in the derivation of the analogy (see eg Southwell, Fox, Fung and Morley that exists between problems of plane stress and plate bending. In particular, many of the present details are taken directly from the plane stress analysis of Veubeke who, along with Argyris, considers a displacement triangular element with linearly varying strain.
Optimum Tapers for Eccentrically Loaded Ties
Authors: Mansfield E. H. 
Published: July 2016

Summary:—A long untapered tie under tension exhibits localised stress concentrations when one end is subjected to a flexural rotation. These stress, concentrations can be avoided by tapering the tie. The optimum tapers for ties of circular and rectangular section are determined in this paper, and the resultant flexural stiffnesses are compared with those of untapered ties. Results are of interest in the design of certain satellite model support systems.
The Application of Circulation Control by Blowing to Helicopter Rotors
Authors: Cheeseman I. C. , Seed A. R. 
Published: July 2016

Summary:A review of some methods of obtaining augmented lift coefficients in aerofoil sections precedes a description of lift by circulation control by blowing. The basic aerodynamic characteristics are considered as a prelude to a comparison of the merits of their application to helicopter rotors.In calculating the performance of a helicopter rotor which uses high lift coefficients, the determination of the induced power has demanded an extension of the performance estimation curves normally used. A theoretical model has been developed to calculate the induced power factor which suggests a large increase in this parameter for rotor thrust coefficients above the current helicopter operating regime. Experimental results up to thrust coefficients of 0·1 which confirm the theoretical results are presented.Some tentative ideas on the application of circulation control to produce a high speed helicopter are considered.
The Effect of Compressibility on the Maximum Lift Coefficient of Aerofoils at Subsonic Airspeeds
Authors: Wootton L. R. 
Published: July 2016

It has long been known that compressibility affects the maximum lift coefficient at Mach numbers as low as 0·15. A schematic flight envelope (Fig. 1) shows that there are two main phenomena to be considered; the effects of compressibility on the low speed stall, and on the high subsonic speed stall.In the low speed stall regime there is, in general, a decrease of the maximum lift coefficient with increasing Mach number which is appreciable even at typical aircraft landing speeds. A knowledge of the lift boundary throughout the envelope is necessary if allowances are to be made for gusts and if a safe rough-air performance is to be determined.
Computer Graphical Design Aids
Authors: Leslie W. H. P. 
Published: July 2016

The engineering designer may not always be aware of the paramount importance of being able to sketch his ideas as a means of communicating his plans.An example illustrates the point that drawings, graphs or diagrams convey concepts more easily than a table of figures. Table I gives a series of X and Y values describing a well-known contour, but it is not easy to determine the shape except by plotting the points. One can appreciate at a glance at Fig. 1, however, that it is a well-known shape.Although the drawing is very graphic, the term graphic will also be taken to include alphabetical and numerical records for the purpose of this paper.
Frequency of the Karman Vortex Streets in Tube Banks
Authors: Chen Y. N. 
Published: July 2016

In the note “Aerodynamically induced vibration in coolers”, by D. G. Mabey (pp 876-7, December 1965 Journal), the results of Grotz and Arnold concerning the frequency of the Karman vortex streets in tube banks, such as in heat exchangers, are mentioned, as is also the law of the linear relation between f(T—d)/V and (2T-L)/d, as found by Putnam, where f frequency of vortex sheddingT transverse distanceL longitudinal distance between tubesd outer diameter of tubeV mean stream velocity based on minimum flow area between the tubesThis linear relation has no theoretical justification and cannot be accurate, as is admitted by the author cited. A further investigation on a theoretical basis seems to be necessary.
Ceramic Fibre Reinforced Metals
Authors: Morley J. 
Published: July 2016

We want structural materials to be as strong as possible, as light as possible and as stiff as possible. For all practical applications they must be tough or resilient. We might also want them to be of use at high temperatures, to have hard surfaces, to be resistant to corrosion and to be cheap and easy to fabricate.With all orthodox structural metals strength and stiffness are roughly in proportion to the density of the material. There is therefore not a great deal of difference between them on the basis of specific strength and specific stiffness. This is illustrated in Table I.There are a number of ceramic substances such as silicon carbide, aluminium oxide, beryllium oxide, boron and carbon which have very high elastic modulus values coupled with low densities and high melting points.
Were the Wrights Wrong?
Authors: Hildred William 
Published: July 2016

The Fourth Handley Page Memorial Lecture, “Were the Wrights Wrong?”, was given by Sir William Hildred, OBE, CB, MA, Honorary Companion of the Society, Director Emeritus of the International Air Transport Association, in the Society's Lecture Theatre on 19th May 1966. Opening the meeting the President, Mr. A. D. Baxter, MEng, CEng, FRAeS, reminded the audience that the Handley Page Memorial Lecture was arranged jointly by the Cranfield Society and the Royal Aeronautical Society. Both Societies had much reason to honour the name of Sir Frederick Handley Page and the arrangements by which they alternated in providing both venue and the lecturer had proved a happy one.On this occasion the Royal Aeronautical Society was glad to welcome its friends from the Cranfield Society and other guests and visitors, particularly Lady Hildred. “HP’s” early reputation was built on the practical application of aerodynamic flow, but it had extended far and wide and to many fields beyond aerodynamics and even beyond aeronautics. He thought it was in this spirit of his wider service to mankind that they paid tribute that night. Certainly he felt that was the approach their lecturer had taken.Sir William Hildred was well known to most people through his long and valued service to the International Air Transport Association. On completion of his studies at the University of Sheffield in 1914, he joined the Army and served for the duration of the 1914-18 War. In 1919 he had started his Civil Service career in the Treasury, becoming a Finance Officer, then Head of a Branch of the Ministry of Agriculture and Fisheries and later a Deputy General Manager of the Exports Guarantee Department. In 1938 he had begun his long association with civil aviation as Deputy Director General of Civil Aviation at the Air Ministry, becoming Director General in 1941. In 1946 he had joined IATA as Director General, where he had done such magnificent work ever since until his retirement only a month ago. He had received many honours, including Grand Officer of the Order of Nassau, Commander of the Order of the Crown of Belgium and, not least they hoped, Honorary Companionship of the Royal Aeronautical Society.
On the Length of Two-Dimensional Contractions
Authors: Lau W. T. F. 
Published: July 2016

In a recent paper, Gibbings has made an interesting comparison of the length of two-dimensional contractions based on three criteria, namely:(1)the rapidity with which the boundary slope approaches its zero value;(2)the rapidity with which the centre-line velocity approaches its asymptotic value; and(3)the degree of uniformity of the velocity expressed as a percentage of its mean value.
Early Flights at Farnborough
Authors: Sandison C. G. 
Published: July 2016

I joined the scientific staff at Farnborough in the summer of 1915, in a very minor capacity under R. McKinnon Wood, who was in charge of the Wind Channel and Whirling Arm sections.Now looking back to a time 50 years ago, the following names come instantly to mind: Glauert, Grinstead, Hoare, B. M. Jones, G. I. Taylor, and McKinnon Wood, and of course Miss Gilford, who sat behind glass in the office of the head of B.A. Department, always busy and helpful.For some time Glauert and I lodged in the same house in Church Circle, and if he joined in a conversation his remarks were always worth listening to, even if he was not familiar with the subject. His comment too was always stimulating, and in spite of his brilliant intellect, he could explain in simple terms something that one had had difficulty in following.
A Journey into Aeronautics
Authors: Carter B. C. 
Published: July 2016

My First attention to matters Aeronautical occurred at about the turn of the Century, when a balloon appeared over an open space at the north of Portsmouth and a parachutist came down therefrom.Again, I remember seeing an inflated non-rigid airship exhibited in the Victoria Hall, Southsea, made by a man named Spencer.One recollects, also, that in those pre-motoring days, it was not unusual for errand boys, on their way in the streets, to sing some music-hall ditty.
The State of Affairs in the Royal Navy
Authors: Beadon J. A. 
Published: July 2016

While the subject of this colloquium is limited to reliability, I feel it is essential to put this parameter in its right context as we as users in the RN see it.We in the RN are most concerned with the availability of our aircraft to perform the required operational task. We define availability as the percentage of a given period of time that an aircraft is either being used or is serviceable ready for use. If availability is low then we need a larger number of aircraft to meet a commitment. With the cost of current aircraft and our restrictions on carrier complements this is a vital consideration.
A Sub-Contractor's Point of View
Authors: Mullin L. R. 
Published: July 2016

Previous speakers have referred to the subcontractors being responsible for most unreliability. I feel therefore I must begin by pointing out that the electronics manufacturer merely designs equipment and assembles components from sub-contractors. Nevertheless we do take the responsibility for our products.In the post-war period there have been continuous and rapid advances in the design of aircraft. To take full advantage of the higher performance and increasing speeds offered to them, the airlines of the world have demanded smaller and lighter electronic equipment providing, at the same time, more and more facilities. The rapid increase in traffic, the higher speeds of aircraft operation and the introduction of pilot-controlled communications have demanded more complex equipment and the electronics industry has met these requirements by continuous development of both components and equipment. It is a tribute to the industry that the present day equipments, although vastly more complex, are smaller, lighter and no less reliable than their counterparts of ten years ago.
The Problems of Electronics
Authors: Smith N. J. 
Published: July 2016

Failure of electronic equipment represents a significant proportion of the overall defect rate for modern aircraft. While this is not entirely surprising in view of the quantity of electronic equipment installed, and the variety and multiplicity of functions performed, it remains a serious problem.The specific reliability of electronic equipment, in terms of separate facilities, has tended to show marked and continuous improvement, but this has been overshadowed by the increasing number of functions performed, and by greater dependance on this equipment. Most electronic failures occur without warning, and many of the remainder need delicate and complex test procedures to obtain even a few hours warning of impending failure. In some instances, particularly where electronics is used because of its rapid reaction time, a fault can, unless special precautions are taken, be a serious risk to safety, or cause other serious consequences even before there is any warning that a fault condition exists.
The Influence of Aviation and Astronautics on Human Affairs
Authors: Shenstone B. S. 
Published: July 2016

My original title for this lecture was “Aspects of Accessibility.” Then I discovered that people assumed it concerned accessibility in connection with aircraft maintenance. That assumption implied that an engineer is expected to stick to engineering. Having written what is to follow, I wonder whether that implication might well be right, and that all I have to say could be entitled:
“Glimpses of the Obvious”On the other hand G. K. Chesterton clearly demonstrated that when the obvious is stressed, it often turns out to have unexpected aspects.
Operational Research and Aviation Management
Authors: Longton P. A. , Williams A. T. 
Published: July 2016

The previous paper in this series described what operational research is and illustrated some of its methods. The succeeding articles are concerned with considering some of the problems in the different branches of the aviation industry and showing how OR may be profitably applied to them.This paper and the next form a continuous narrative. They differ in that the first concentrates on capital investment programmes and the procurement of aircraft, while the programmes and the procurement of running an airline. In the first, a discussion of cost structure leads on to some detailed models. A further series of models forms the basis of the second.