bluuebunny/crossref_metadata_2025_split huggingface dataset:
Some Aspects of Turboshaft Engine Installations in Multi-engined Helicopters
Authors: Sibley J. D. 
Published: July 2016

In projecting future turboshaft engines for helicopter appUcations the engine designer is faced with the problem of selecting the size of engine to meet the likely size, configuration, performance and economic requirements of future helicopters. It is also desirable to meet as many different helicopter applications as possible with the same basic engine design. The helicopter designer is, likewise, faced with the problem of which engines could be available for the future and how they could best be tailored to his requirements. This is the perennial problem of the “chicken and the egg.”This paper summarises the results of a preliminary study of the problem, based on some assumed airworthiness requirements and simple engine assumptions and, while it makes no claim to be a method in itself of assessing the problem, it does show the sort of trend which could be expected.
The Development of the P.531
Authors: Ciastula T. L. 
Published: July 2016

Summary The development of the P.531 family of helicopters covering the period of approximately 5 years is presented. Evolution from the first basic aircraft towards a land-based general purpose helicopter, the Scout, and towards a shipborne helicopter operating from small ships, the Wasp, is presented. The basic design features of the Scout are described briefly as broadly representative of the family. Development experiences are reviewed under the following main headings:—(i) Ground resonance investigations.(ii) Development of satisfactory flight handling characteristics including engine/rotor control system(iii) Substantiation of structural integrity,(iv) Development of systems and operational equipments.(v) Environmental and climatic testing.Development of miniaturised auto-stabilisation/autopilot system, for small helicopters, considered to be an important programme, is briefly reviewed. More detailed consideration is given to operations from small ships. The possible design solutions to ensure satisfactory operation from small ships are briefly reviewed, and the reasons for the solution chosen for the Wasp, i.e. four wheel undercarriage are given. Development experiences with the preferred solution are briefly described. It is shown that for operation from small ships in the Naval application a fair degree of complexity is unavoidable independent of the size of a helicopter. Some statistical data on the development efforts expended are given and some tentative conclusions drawn, aiming at determination of the necessary conditions which would promote a relatively speedy development of a new helicopter.
A Review of Slotted-Wall Wind Tunnel Interference Effects on Oscillating Models in Subsonic and Transonic Flows
Authors: Wight K. C. 
Published: July 2016

SummaryMeasurements of oscillatory derivatives made in various tunnels at the NPL over the past few years have indicated that slotted walls, as used in high-speed tunnels, may give rise to large interference effects on damping derivatives. Other workers in this field, notably in America, have also observed interference effects both with solid and with slotted walls. This paper presents the available evidence, so that those making similar measurements may be aware of the effects.
Some Basic Studies of Liquid Propellant Injection Processes
Authors: Lewis J. D. 
Published: July 2016

SummaryThe recent analytical studies of rocket engine combustion based on propellant vaporisation as the rate controlling parameter, especially those by Spalding, and Priem and Heidmann, have contributed greatly to our appreciation of the mechanism of stable combustion. Critical combustion experiments on a small scale engine have shown fair agreement with vaporisation predictions, but have also revealed the need to understand and improve the mixing process.In parallel with performance measurements in a combustion system, detailed measurements of the atomisation process including the break-up mechanism and drop-size distribution have been made. However, there are many gaps in our knowledge of the subject and further work remains to be done.It is thought that the high-speed photographic and gas sampling techniques developed for these investigations provide useful research tools for more detailed studies of the problems.
The Thrust Augmentation of Rocket Motors at High Altitudes
Authors: Harper D. J. 
Published: July 2016

SummaryRocket motors designed for operation in ground launched vehicles generally have nozzle expansion ratios giving optimum thrust at low altitude (about 20 000ft). At higher altitudes the jets are under-expanded and the thrust is less than the maximum available with nozzles of higher expansion ratio. Some of this lost thrust may be regained by suitable design of the propulsion bay geometry, without the low altitude disadvantages of high expansion ratio nozzles. In addition, where the vehicle is propelled by clustered motors, interaction between the jet effluxes at high altitudes can be used to develop an extra thrust acting on the base of the vehicle. The flow changes, from low to high altitude, leading to these effects are described.The results of the first firings of Black Knight drew attention in this country to these effects. Model tests in both the U.K. and America have confirmed them and indicated various means by which the thrust of clustered rockets may be augmented; these are described and consideration is also given to the side effects of thrust augmentation on vehicle control and propulsion bay heating. A full scale experiment, planned for the end of 1962 is outlined and possible future applications are considered.
A Psychologist's Point of View
Authors: Corkindale K. C. 
Published: July 2016

The main contribution of psychology to the design of displays up to the present time has been in advising on detailed points of design. It is suggested that there are three areas in which psychology can make a useful contribution; these are(a) in stating the basic characteristics of the human operator, particularly the working of the perceptual mechanism,(b) in stating the effect of environmental conditions on performance, and(c) in assessing the information required and in advising on man's rôle in the system.
Difficulties and Advantages of Supersonic Civil Transport—A Discussion
Authors: Russell A. E. 
Published: July 2016

We have heard that the SST project is the largest and most expensive project ever undertaken. It is fairly large and it is expensive. When making comparisons, however, it is important to remember that major developments in aviation have rarely been cheap. For some civil projects the subsidy has been indirect. For example, the present generation of successful American long range air liners, notably the Boeing 707, has succeeded to a large family of military progenitors and thereby enjoyed its massive inheritance. Even so, funds spent on the 707 development must have been substantial, for many hundreds of aircraft needed to be sold before the break-even point was reached. Those firms in the USA, lacking the advantage of a military ancestor, must have seen the prospect of profitability in the civil field, in straight competition with those better placed, as an illusive difference between two very large sums—launching expenditure and prospective income.Now, and in the future, all civil projects everywhere must fight for existence without benefit of feed-back from a related defence project.The question is whether to fight at all in this remorseless arena. Presumably nearly all at a meeting of the Royal Aeronautical Society would not agree that this country should reject the challenge.
Operational Research and Aviation Management
Authors: Longton P. A. 
Published: July 2016

This paper is in effect an illustrative case study based in part on an actual study but including also a large amount of subsequent work.In the previous paper the cost structure of an air transport system was considered and some models appropriate to capital investment and procurement programmes were discussed. The importance of obtaining optimal utilisation of this capital equipment was stressed, and delays, especially during turn-round of aircraft at airports, were mentioned as one group of factors which reduce utilisation both of aircraft and airports and which therefore merit attention by the OR scientist.Instead of proceeding immediately with the broad survey of models referred to in the second article, the opportunity is taken at this point to consider intensively one particular set of investigations focused on this problem area. It is based on field work done some years ago on the apron of an airport by A. M. Lee and the author, and is concerned with the human controller of turn-round operations.It is of special interest in that it demonstrates the increasing ability of science to tackle problems previously considered intractable to any rigorous scientific method.
Steps Towards Lower Operating Costs with Conventional Jet Transports
Authors: Thomas C. J. Hamshaw 
Published: July 2016

The continued expansion of air transport is bound up with its possibility of producing ever lower fares. Thus the future of both sides of industry depends on the success in this field. This paper notes some of the difficulties seen from the manufacturer's side in this rather inexact science. It is essentially a personal view not associated with any one Company's views, but based on some years of experience in the industry. It answers no questions, but is aimed rather at provoking discussions on some of the important issues, particularly those which tend to be taken for granted.It should be stated also at the outset that this paper is obviously affected by the current beleaguered state of the British airframe industry. There is nothing in it, however, which does not apply to any nation's airframe industry and it is not intended as criticism of the UK one. It is certainly not the intention to add to the volume of anti-British comment which is so valuable to our competition.
Design of Spacecraft for Experiments in the ESRO Scientific Programme
Authors: Lines A.W. 
Published: July 2016

The principles of the design of spacecraft are well known and it is not the intention of this paper to review them. Rather it is the intention to review the possibilities of special purpose and multi-purpose designs in relation to the boundary conditions established for the creation of the European Space Research Organisation. These boundary conditions are contained in the Convention and the Protocols for the Organisation, which came into force in March 1964, after signature in June 1962.The Convention states that: “The purpose of the Organisation shall be to provide for, and to promote, collaboration among European States in space research and technology, exclusively for peaceful purposes.” In addition, it states that: “In order to fulfil its purpose the Organisation shall carry out a programme of scientific research and related technological activities” and some of these are listed in the Convention.
An Improved Axial Flow Compressor Design
Authors: Doyle M. D. C. 
Published: July 2016

In using the method of stage stacking to compute the off-design performance of multi-stage axial compressors, it has been observed that the limitation on performance at speeds above the design speed has been set by the stall and the choke points of the rear stages(1). Thus if the rear stages can absorb a wide range of mass flows between stalled conditions and choked conditions, a better performance could be obtained.Compressor stages using low stagger blades will absorb a large range of mass flow between stalled and choked condition; but because of the high axial velocity involved in their use, they tend to be unsuitable for low pressure stages because of the high Mach number obtained. In the higher pressure stages the increased gas temperature will lower the Mach number for the same velocity and give more efficient operation.
Naval Aircraft
Authors: Petty G. E. 
Published: July 2016

“Built like a—battleship”. I always remember this cryptic remark from one of the deck crew of the Courageous after the first deck landing on this Carrier of the Blackburn Skua well over twenty-five years ago. I still don't know whether this was a compliment or not, but it aptly fitted the rugged aircraft required for the very arduous Naval duties. The Skua was in fact the first monoplane specifically designed for the Navy, and it followed a long string of biplanes starting with the Dart, a torpedo carrying aircraft designed at Brough as a “private venture” immediately after the First World War.None of these machines were particularly attractive in appearance, restricted as they were in span, length, height and so on, and handicapped with folding wing requirements, and the provision of an alternative float seaplane undercarriage that in most cases determined a large proportion of the main structure of the aircraft.
Transient Vibration by Vector Methods
Authors: Morley A. W. 
Published: July 2016

SummaryIn control theory, stability is investigated by established techniques such as the root-locus method. The same techniques may be applied to the control equivalent of a mechanical system and will show the transient state of the system. Vector methods such as are used to solve vibration problems may also be extended to give transients.This note gives a vector representation of the transient vibration of a one degree of freedom system possessing inertia, elasticity and viscous damping. For the transient which is set up by a change in the steady vibration of the system, the initial amplitude and phase angle are readily found by vector methods. This information is sufficient to define the transient.
Influences on the Development of Aviation
Authors:   His Royal Highness, The Prince Philip, Duke of Edinburgh, K.G.
Published: July 2016

It is, of course, a very great honour and pleasure for me to act as Honorary President of the Royal Aeronautical Society in its Centenary Year. This would be true even if I did not know the first thing about aviation but for someone who enjoys flying and takes a close interest in the whole subject of aeronautics this is a very special experience.I have already been able to extend a very warm and cordial welcome to all the delegates attending this Congress but I want to repeat how delighted the Society is to have so many distinguished guests from abroad. Aeronautics is one of the few truly international activities right through from research and development to the carriage of passengers and freight all over the world.
The Heavy Assault Transport Helicopter
Authors: Lightfoot R. B. 
Published: July 2016

SummaryThe military tactics of vertical envelopment require the transport of 8000 pounds of payload to a radius of 100 nautical miles at a speed of 150 knots. The aircraft should be able to hover at 6000 feet on a standard day and with one engine inoperative maintain level flight in turbulent air. The helicopter should be readily convertible to carry cargo or troops.The CH-53A meets these requirements. Additional design constraints, including emergency water landing, rear loading, self-contained navigation system and weight and dimensions compatible with aircraft carriers have been imposed.With special attention having been given to the vibrational environment two General Electric T-64 engines have been installed. The 72-foot diameter main rotor is equipped with six blades with 26 inch chord and a NACA 0012 aerofoil modified to improve the characteristics at high Mach number. To achieve low drag and interference the fuselage and rotors have been developed in the wind tunnel. Tail surfaces have been especially developed to provide good handling qualities. An automatic stabilisation system was provided to relieve the pilot of various flight duties and to permit him to give more attention to the military situation.Special design procedures have been followed to control weight, drag, reliability and vibration. The final helicopter is within 3-7 per cent of the desired weight and the performance is in substantial accord with predictions. The vibration level is generally about ±0-10 g throughout the cockpit and cabin.During the flight development phase the control system was modified to provide appropriate coupling to relieve the pilot and automatic flight control system of any unnecessary compensating control motions. The structural integrity tests revealed the need for improvement of the main rotor blade attachment spindle. The engine-to-transmission shafting required a damped support.The finally developed version of the CH-53A meets the mission requirements already stated. The hovering ceiling on a standard day Is over 5000 feet. The maximum level flight speed is 170 kt. The handling qualities and vibration are superior to any helicopter previously built by Sikorsky Aircraft. The reliability and maintenance features have been demonstrated by extensive testing. The overhaul periods will be 1200 hours in early service operation; 5-5 direct maintenance man-hours per flight hour are required to accomplish all maintenance except overhaul of repairable components. The dynamic components have been developed to such a high degree of reliability that they will be overhauled “on condition” only and continued in service throughout the normal military usage.In terms of commercial service, the CH-53A (S-65) will have a direct operating cost of approximately 4c per seat mile.
Applications of the Vapour Core Pump to Aero Engine Fuel Systems
Authors: Tyler S. R. 
Published: July 2016

SummaryThis paper relates the advantages of centrifugal, mechanically-driven fuel pumps and quotes their ability to operate with hot contaminated fuel. It also shows the substantial weight saving when compared with positive displacement pumps. The poor part load efficiency of the conventional centrifugal pump at its design speed, giving considerable temperature rise in the fuel, has resulted in the development of the vapour core principle where flow regulation is effected by a throttle at the eye of the impeller.Reference is made to the associated control and distribution equipment which, although not peculiar to the vapour core pump must be made compatible with a pump having an inherent pressure-raising capability which decreases with engine speed. The inlet throttle feature permits adequate control of the temperature rise to be maintained over the whole working range of the gas-turbine fuel systems.The fundamentals of the pump are explained and the development progress reviewed for application to main and reheat fuel systems. Reference is also made to control methods that are being currently developed for combined engine and reheat systems supplied from a common pump.The spill nozzle, which was developed specifically for use with hot contaminated fuel, possesses satisfactory characteristics for use with the vapour core pump. The temperature rise data associated with combination of vapour core pump and spill nozzle are quoted, and temperature rise data are also given where the pump is used either for reheat supply or for both combined reheat and main engine fuel systems.
Operational Aspects of Locust Control
Authors: Yeo D. 
Published: July 2016

The crops of every continent of the world have been devastated from time to time by locusts or grasshoppers. To mention three major locust species, the Desert Locust (Schistocerca gregaria Forsk.) has caused havoc in a broad band of the world stretching from East Pakistan to Senegal and from the Mediterranean to Central Africa, the Red Locust (Nomadacris septemfasciata Serv.) has infested East, Central and Southern Africa, and the African Migratory Locust (Locusta migratoria migratorioides Rch. and Frm.) has plagued most of Africa south of the Sahara.What happens in one part of a plague area can significantly affect the situation in others and locust control is therefore an international problem, requiring international co-operation. Many of the threatened areas are countries where standards of living are not high and local agriculture is a mainstay of the economy; the regions are often inhospitable and lack modern roads, aerodromes and lines of communication.
The Royal Aeronautical Society The First Fifty Years–1866 and All That
Authors: Laurence Pritchard J. 
Published: July 2016

“To conceive extravagant hopes of the future, are the common dispositions of the greatest part of mankind.”Edmund Burker, 1728-97.
The opening of the second year of the Society's existence found the Council facing the inevitable slowing down after the first waves of enthusiasm. Indeed, before the year ended, only Wenham and Brearey attended the December Council meeting, and no business could be transacted. Brearey reported that he had sent out sixty-eight letters to people who were likely to be interested, but none had shown any interest whatever.The difficulties of keeping the aeronautical infant alive were great. Few scientists or engineers could be persuaded to believe in heavier-than-air flight, although a number lent a readier ear to the possibilities of the airship.
Australia's Internal Air Transport
Authors: Watkins John L. 
Published: July 2016

The Eighteenth British Commonwealth Lecture, “Australia's Internal Air Transport” by Mr. John L. Watkins, O.B.E., B.E., D.I.C., F.R.Ae.S., Director of Engineering, Trans-Australia Airlines, was given in the Lecture Theatre of the Society on 11th October 1962. The President of the Society, Mr. B. S. Shenstone, M.A.Sc, F.R.Ae.S., F.I.A.S., F.C.A.S.I., presided.Before the lecture Sir Roy Dobson, President of the Society of British Aircraft Constructors, presented certificates of S.B.A.C. University Scholarships to the following who had completed, or were about to complete, their courses: J. M. Chaney (Blackburn Aircraft, College of Aeronautics and Massachusetts Institute of Technology), B. C. Latter (Blackburn Aircraft and College of Aeronautics), R. A. Newnham (Handley Page—College of Aeronautics), R. A. Williamson (A. V. Roe & Co.—College of Aeronautics), D. F. Pilkington (A. V. Roe & Co.— Imperial College), R. J. G. Archer (de Havilland Engine Co.—Imperial College) and C. E. H. Joy (Bristol Siddeley—Imperial College).Introducing the Lecturer, Mr. Shenstone said that unlike many of the lecturers in this series, Mr. Watkins had been raised in the country of which he was to speak. He had taken his degree of Bachelor of Engineering at the University of Adelaide in 1930 and then took a post-graduate course at Imperial College, London. In 1932 he joined Vickers-Armstrongs and worked on early geodetic work under Dr. Barnes Wallis. Returning to Australia in 1934, Mr. Watkins joined the Air Board, which later became the Australian Department of Civil Aviation. During the war Mr. Watkins had worked on special projects for the RAAF in the Australian Department of Aircraft Production, with the Army Inventions Directorate, and on many other projects. When Trans-Australia Airlines was formed in 1946 he was appointed Technical Superintendent and since 1953 had been Director of Engineering. One of the jobs he was most noted for outside Australia was his responsibility for choosing aircraft for TAA and also for British Commonwealth Pacific Airlines when that Airline existed as a separate entity. In 1950 Mr. Watkins had been loaned to the Government of India as Technical Adviser to the Indian Air Transport Inquiry Committee.Mr. Watkins had been awarded the O.B.E. for his services to Australian Civil Aviation in 1958 and had been a Fellow of the Society since 1956. He was a past Chairman of the Melbourne Branch of the Australian Division.