bluuebunny/crossref_metadata_2025_split huggingface dataset:
Spiral and Elliptical Orbits
Authors: R.N. (Retd.) Rear-Admiral Brian Egerton 
Published: August 2016

An Artificial Satellite set to start on a circular orbit round the Earth, will have to be given a known velocity, at right angles to the radius vector, which depends upon its distance from the Earth's centre.It will, from the start, begin to spiral downwards towards the Earth, owing to the resistance of the atmosphere, but if it begins its path at a sufficiently high altitude, the decrease of height after one revolution will be small.Should the initial “ tangential ” velocity be greater than the value calculated for a circular orbit, the satellite will, according to the text books, describe an ellipse instead of a circle; and, if at a sufficient distance for the air resistance to be at first ignored, will return after one revolution to the distance at which it started, this point being the perigee of the ellipse. It will never return to a point outside the starting point.
Temperature Control of Jet-Engined Aircraft
Authors: Still E. W. 
Published: August 2016

The rapid development of the jet engine has been responsible for a complete change of outlook in air transport. The purpose of this paper is to illustrate some of the problems and to indicate ways in which they have been solved. The subjects discussed are those of temperature control of(i)Pressure cabins of aircraft(ii)Engine intakes (for de-icing) and(iii)Aircraft wing surfaces (for de-icing).The normal control of engine jet pipe temperature has not been included because, until recently, it has been fully covered by the engine companies.Jet pipe temperature control is a specialised application involving the correction of fuel flow for variations of air flow which may be due to changes in either compressor or turbine characteristics at altitude, or even the incorrect sampling of jet pipe temperature at altitude. The methods of temperature control discussed in this paper are often applicable also to engine jet pipe temperature control.
The Future of the Flying Boat
Authors: Knowler Henry 
Published: August 2016

Louis Blériot's epic first flight across the Channel in 1909 was the inspiring inception to a new era of travel. Man's imagination was stirred by the fact that a tiny aeroplane had crossed the sea barrier, thus showing to the least thoughtful that no longer were oceans an obstacle to international communication.With the subsequent rapid development of aviation the Channel crossing became a matter of course, but it was nine years before a long ocean crossing was made, when, in 1918, Alcock and Brown flew a Vickers Vimy from Newfoundland to Ireland, and it was thirteen years before Lindbergh again captured the world's imagination by his lone flight across the Atlantic.There is no doubt of the value of pioneer flights such as these in stimulating aircraft development towards greater performance, reliability and suitability.
The Dawn of Aerodynamics
Authors: Laurence Pritchard J. 
Published: August 2016

As individuals, those who have been born and bred and nurtured in the long, unique and formative tradition of the British people may justly claim a pride in their scientific and technical achievements over the years which cannot be claimed in such measure by any other nation. It is a claim they can make as proudly this very day as they could have done over the past three hundred years.In the main, this paper is concerned with but a small, although not unimportant, part of the scientific achievement of the Seventeenth, Eighteenth and Nineteenth centuries. It was a period, in Great Britain, of such giants as Isaac Newton, James Watt, John Dalton, Robert Boyle, Henry Cavendish, Michael Faraday, Charles Darwin, Clerk Maxwell, W. J. M. Rankine, Lord Kelvin, Lord Rayleigh, Sir Charles Parsons, Prescott Joule, C. G. Stokes, Osborne Reynolds, Sir J. J. Thomson, C. Babbage, F. W. Lanchester, and so many others whose ideas and achievements have changed the face of the world in this Twentieth century of application.
Fatigue of Aircraft Materials with Special Reference to Micro-Structure
Authors: Teed P. L. 
Published: August 2016

Of the many kinds of fatigue of materials, this paper deals only with “The fatigue of ductile metals by the imposition of cyclic stresses.” It is the purpose of the paper to show that: —(i)Metals have certain very human attributes.(ii)They have both memory and temperament.(iii)They remember with increasing resentment the stresses which have been imposed upon them.(iv)They are extremely sensitive as to the appropriate moment at which to break.The question arises of why a piece of any ductile metal, other than a ferrous one, free from any abrupt change of section, when subjected to cyclic stresses of any magnitude, however small, ultimately breaks although the maximum stress imposed is one which, if static, it could have borne indefinitely. The answer is—mainly because of its metallographic structure.
Acoustic Screening by an Experimental Running-up Pen
Authors: Hayhurst J. D. 
Published: August 2016

SummaryIn 1951 the Ministry of Civil Aviation made an investigation into the acoustic screening offered by the use of a running-up pen. Tests at London Airport in which a Viking was run up behind an experimental wall constructed of corrugated cement asbestos sheeting fixed to a scaffolding of steel tubing showed that a reduction of some 25 phons could be obtained throughout most of the geometrical shadow of the wall and over a range of distances probably exceeding one mile. Unexpected acoustic characteristics of the experimental wall precluded the collection of the full design data on running-up pens that were sought, but did not detract from the efficacy that was demonstrated. Auxiliary tests suggested that little noise abatement can be achieved by the use of trees or buildings. A prototype running-up pen is now being built at London Airport to find what operational problems are associated with the use of running-up pens and, if possible, the design data still required.
Resolution of Velocity for the Swept-Back Wing at Incidence
Authors: McKoen C. H. 
Published: August 2016

The commonly accepted practice of resolving a velocity V at incidence α into components V sin Λ parallel to the leading edge and V cos Λ normal to the leading edge at incidence α sec Λ is only approximately true and the exact method of resolution is developed here.In dealing with the aerodynamics of swept-back wings the free stream velocity may be resolved into a constant component parallel to the leading edge and a variable component normal to the leading edge. This is only possible if the constant percentage chord lines are all parallel to the leading edge, that is there is no taper, thickness taper or twist on the wing. This note gives the exact form and the small angle approximations of the velocity components and of the incidence of the component normal to the leading edge.
Minimum Comfortable Cruising Speed
Authors: Toms C. F. 
Published: August 2016

The minimum comfortable cruising speed of an aeroplane depends on the complexity of characteristics for the design in question, which may be broadly grouped under the headings of stability and control, drag and propulsion.The store of knowledge relating to such speed is composed, in the main, from experience with aeroplanes powered by supercharged reciprocating engines, for which, at the low powers appropriate to the conditions considered, the brake horsepower and drag horsepower both increase with height at roughly the same rate (constant aeroplane weight and equivalent air speed being assumed). For a turbine-engined aeroplane the brake horsepower (or thrust) decreases with altitude and it might be supposed that this difference would result in a difference between the minimum comfortable speeds of similar aeroplanes driven by turbine engines (either jet or propeller) and by reciprocating engines.
The Importance of Time in Aircraft Manufacture
Authors: Banks F. R. 
Published: August 2016

The 999th Lecture to be given before the Royal Aeronautical Society “ The Importance of Time in Aircraft Manufacture ” by Air Commodore F. R. Banks, C.B., O.B.E., F.R.Ae.S. was given on 17th October 1956 at the Institution of Mechanical Engineers, Great George St., London, S.W.I. Mr. E. T. Jones, C.B., O.B.E., F.R.Ae.S., President of the Society, was in the Chair. Opening the meeting, Mr. Jones said:—This evening marked the opening of the Society's 1956-57 Lecture season in so far as the London district was concerned. Actually, two Main Lectures had already been given at Branches; the first at Derby and the second at Henlow and at both there was a large and appreciative audience. It was gratifying that these early Main Lectures at the Branches had been received so well. He mentioned this because out of nine Main Lectures this session four were planned to take place at Branches, and that was quite an innovation. It was, he thought in 1948 that Council thought it would be a good thing if a few of the Main Lectures each session were held at the Branches and, so to speak, take the Society now and again to the Branches. He was sure they would agree that that was a good thing to do. There might be some present from the Branches and he had no doubt there would be reciprocal response in the Branches' members coming to lectures in London.Now it was his pleasant duty to introduce their Lecturer. Actually of course he did not require any introduction. Air Commodore Banks, as they well knew, was a Lecturer of some importance. He had lectured many times to this Society and, indeed, to other Societies in other countries. He was a Fellow of their Society, a Companion of the Bath, an Officer of the Order of the British Empire and, what was a little more unusual in their Lecturers, he was a Commander of the French Legion d'Honneur and a Commander of the United States Legion of Merit. He had a particular distinction in respect of the subject he was speaking on tonight. He started life as an engineer. He then became an aviation fuels specialist. Then he became Director-General of Engine Production in the Ministry of Aircraft Production, and later changed from Production to Development and became Director of Engine Development in the same Ministry. He then went back to his first love, fuels, and returned again for sixteen months to the post of Principal Director of Engine Research and Development at the Ministry of Supply, when at that point of time this Ministry was rather hard put to get the right man in the right job. He was now a Director of The Bristol Aeroplane Company and was also on the Boards of Bristol Aero Engines Ltd. and Bristol Aircraft Ltd.
On the Noise from Supersonic Jets
Authors: Richards E. J. 
Published: August 2016

In parallel with the work undertaken at the University of Southampton on the study of the noise from subsonic jets, a further investigation has been made into the noise from supersonic or choked jets. Whereas in the former case the noise is due to the turbulent velocity fluctuations and thus contains a wide spectrum of random frequencies, the latter case contains, in addition to this wide spectrum, noise caused by turbulence-shock wave inter-action.Once the critical pressure ratio of a jet has been attained, i.e. that pressure ratio which produces sonic or supersonic flow in the jet pipe just before the orifice, the structure of the jet depends crucially upon the nozzle shape.
The Centre of Shear of Aerofoil Sections
Authors: Jacobs John A. 
Published: August 2016

Consider a cantilever beam of uniform cross section whose generators are parallel to thez-axis and whose lateral surface is free from surface tractions. The line of centroids of the cross sections in the unstrained state is taken as thez-axis, and thex- andy-axes are the principal axes of the cross section at the centroid of the fixed endz= 0.The other end of the beam (z = l) is subject to forces which reduce to a single force with components (Wx, Wv, 0), transverse to thez-axis, acting through the load pointLof this end section (seeFig. 1). The co-ordinates ofLare taken as (p, q, l).
A Survey and Tribute
Authors: Laurence Pritchard J. 
Published: August 2016

‘Let us now praise famous men’–Men of little showing–For their work continueth,And their work continueth,Broad and deep continueth,Greater than their knowing !Rudyard Kipling.It is of cardinal importance that the facts of aeronautical history should be placed on record.The stirring stories of these tremendous first fifty flying years must be told where and when and how they can, but should be told quickly before the mists of time and memory lose them for ever.Here is set down the story of the unprecedented achievement of the Wright Brothers, their impacts on, and relationships with, those members of the one-time Aeronautical Society of Great Britain who knew them and were aware of the reality of their genius. It is a story of some importance and one which it is fitting should be on record in the Society's own publication, for all to read who may. It is told by the brothers themselves, and by members of the Society.
The Investigation of Aircraft Accidents and Incidents
Authors: Caplan H. 
Published: August 2016

SummaryAttention is confined to civil aviation and the present scope of investigating procedures is outlined on a world-wide basis. Deficiencies in these procedures are noted and some suggestions are made for possible future developments of technique. In particular it is suggested that there can be little progress in air safety without the assimilation of “ human engineering data” by investigators and the Industry alike. Opinions expressed are entirely personal to the author and are not associated in any way with the official views of The British Aviation Insurance Co. Ltd.
Note on the Problem of an Infinite Wedge under a General Polynomial Law of Boundary Loading
Authors: Rothman M. 
Published: August 2016

This note gives the stress distribution in an infinite wedge subject to a general polynomial law of loading along either edge. The method used is that of Complex Potentials, the results of which may be summarised as follows:—The stress combinations and and the complex displacement are given in terms of two complex potentials Ω(z) and ω(z) by the relations123body forces being assumed absent and pq denoting the stress intensity across a face perpendicular to p and resolved in the direction q, for a body in a state of generalised plane stress, µ is Lamé's constant and k is related to the modified Poisson's ratio σ, by the equation:.
Derivation of the “Prandtl-Meyer” Expansion Solution from the Linear Approximation
Authors: Lockwood Taylor J. 
Published: August 2016

Each small stage of the expansion starts with a uniform supersonic stream and finishes with a similar stream accelerated, expanded and turned through a small angle. We are therefore justified in applying to each stage the linear (Ackeret) approximation for small departures from uniform flow, according to whichwhere U = air velocityM = Mach numberα = inclination of flow.
A Note on the Mixing Process in the Flow Induced by a High Velocity Air Jet
Authors: Black J. 
Published: August 2016

It is well known that when a plane air jet of high velocity blows over a convex surface, such as the upper surface of a lowered trailing edge flap, it flows along the surface, remaining attached for a considerable length; in the case of the flap, it adheres right to the trailing edge. This effect, usually described as the Coanda effect, has been utilised in the attempts to increase lift at constant incidence by “flap-blowing” in which the high velocity air jet is ejected either through slots in the flap shroud, or tangentially out of the flap surface.The low velocity air stream approaching the flap over the wing upper surface, which in the absence of “blowing” would tend to separate at the flap shroud, is entrained by the high velocity jet, and the incipient flow separation over the flap thereby suppressed. The energy contained in the “blowing” jet can, in addition, also produce “supercirculation.“
Aerial Systems For Aircraft
Authors: Burberry R. A. 
Published: August 2016

The range of frequency for which aerial systems for aircraft are required is immense: the highest used frequency is over one hundred thousand times the lowest. Very differing techniques are required throughout this range and this lecture will be chiefly concerned with the principles on which these techniques are based, rather than on individual aerial systems.One method of classification of aerials is by their operating frequency or wavelength range.
Reciprocation of Triply-Partitioned Matrices
Authors: Duncan W. J. 
Published: August 2016

A method is given for finding the reciprocal of a matrix which is triply partitioned horizontally and vertically in such a manner that the sub-matrices in the principal diagonal are square, but these matrices need not be of the same order. A preliminary rearrangement of the matrix may be helpful.In theoretical work it is sometimes required to find the reciprocal of a matrix which can be so partitioned that some of the sub-matrices are of simple types, e.g. triangular or nul matrices, and the calculation of the reciprocal may then be facilitated by using formulae for the inversion of partitioned matrices. The same method will be often advantageous in numerical work also. In an earlier paper the reciprocation of doubly-partitioned matrices was treated in a general way and a method was given for triply-partitioned matrices subject to the restriction that the sub-matrices in the principal diagonal are square and of the same order.
The Lift on Wings at Sonic Speeds by Means of an Electrical Resistance Analogue
Authors: Palmer P. J. 
Published: August 2016

This note shows how a pure resistance analogue can be used to find the lift on low aspect ratio wings travelling, with small incidence, at speeds close to the sonic velocity.The method is applicable to flat, twisted or cambered wings and is simple in operation; the results obtained being in close agreement with those obtained by calculations based on the same theory.The solutions given in this note are essentially those corresponding to the Jones theory, which is applicable to low aspect ratio wings at small incidence, travelling with velocity close to the sonic value. Under these conditions it has been shown that the three-dimensional problem reduces to a series of two-dimensional problems in planes perpendicular to the direction of motion. Thus the wing can be considered as a series of spanwise sections, the solution for each section, in terms of the velocity potential, being considered in turn.
Air Conditioning in Aircraft
Authors: Still E. W. 
Published: August 2016

SummaryThe general requirements for the complete air conditioning of aircraft are discussed in the light of the complete system concept. The author takes into consideration safety, differential pressure, weight saving, power and air supply, passenger comfort, cooling and humidity. Particular systems are then described and there is a section on the test equipment required for the laboratory testing of air conditioning equipment. Cooling systems are taken first and divided into the air cycle system embodying bootstrap, turbine fan, and regenerative applications of cold air units–the vapour cycle system employing a boiling tank and that using proprietary refrigerants; properties of liquid refrigerants are discussed. Regulation of cabin temperature, air flow, humidity, pressure and oxygen is done by control systems and the equipment used is described. Four appendices give (1) suggested detailed requirements for air conditioning equipment and user requirements, (2) sample data and calculations for air conditioning a 100-seater civil transport, (3) some notes on the definition of refrigeration terms and (4) data on pressure losses in aircraft ducts.
Leakage Rates from a Pressurised Aircraft at Altitude
Authors: Jenkins L. R. 
Published: August 2016

Flight tests were made to verify a method of predicting pressure cabin leakage rates at altitude from ground test results proposed in a Technical Note published in The Journal in August 1954 The results showed very good agreement with the theoretical treatment of the problem.It is therefore recommended that the method of the Technical Note be used to estimate the change of leakage rates with altitude and also to estimate the time for the excess pressure to fall during a descent with no pressure supply.
Advanced Education and Academic Research in Aeronautics
Authors: Millikan Clark B. 
Published: August 2016

The Forty-Fifth Wilbur Wright Memorial Lecture, “Advanced Education and Academic Research in Aeronautics” was given before the Society by Dr. Clark B. Millikan, Hon.F.I.A.S., F.R.Ae.S., on 13th September 1957, at the Institution of Civil Engineers, Great George St., London, before a large and distinguished audience which included H.R.H. The Prince of the Netherlands and a number of the Americans who had attended the Sixth Anglo-American Aeronautical Conference. Sir George Edwards, C.B.E., B.Sc, F.R.Ae.S., President of the Society, presided. As has now become customary the principal awards of the Society awarded by the Council for the year were presented before the lecture (see July and October 1957 Journals). This year they included Honorary Fellowship of the Society which was accepted by His Royal Highness, The Prince of the Netherlands.Introducing the Lecturer, Sir George Edwards said:–Dr. Millikan was born in Chicago in 1903, he graduated from Yale University in 1924 with the degree of Ph.B. and received a Ph.D. degree in physics and mathematics at the California Institute of Technology in 1928. In that year he was appointed Assistant Professor at the California Institute, in 1934 he became Assistant Professor, and since 1940 he has been a full Professor in the Aeronautics Department. He was a member of the Executive Committee of the Institute from 1945 to 1947 and was appointed Director of the Guggenheim Aeronautical Laboratory in 1949. He has been Director of Wind Tunnel Testing at the California Institute since 1935, and Director of the Southern California Cooperative Wind Tunnel since it began operations in 1945. He is Chairman of the C.I.T. Trustees Jet Propulsion Laboratory Committee.A Fellow of the Royal Aeronautical Society and an Honorary Fellow of the Institute of the Aeronautical Sciences, of which he was President in 1937, he is also a member of a number of other Societies. In 1948 the British Government awarded him the King's Medal for Service in the Cause of Freedom, and in 1949 he received the United States Medal for Merit.Dr. Millikan is currently serving as Chairman of the Scientific Advisory Committee to the U.S. Secretary of Defense and as Chairman of the Aircraft and Guided Missiles Panel of the U.S.A.F. Scientific Advisory Board. He is also a member of the Army's Ballistic Research Laboratories' Scientific Advisory Committee, Chairman of the Sub- Committee on Fluid Mechanics and a member of the Aerodynamics Committee of the National Advisory Committee for Aeronautics.
Possible Flight Paths for Helicopters
Authors: Sutherby P. F. 
Published: August 2016

It has been normal in discussion of helicopter operations to assume that the aircraft will operate at low altitudes. In particular, the commercial operation of helicopters on “inter-city” routes is usually assumed to take place between altitudes of 1,000 and 2,000 ft. with the appeal of the view of the countryside adding to the attractions of this means of transport.It is intended to show in this paper that there are considerable advantages to be gained from flying very much higher than these low altitudes, and in using flight paths very similar to those of conventional air liners.