bluuebunny/crossref_metadata_2025_split huggingface dataset:
Some Notes on Aircraft Possibilities
Authors: Barnwell F. S. 
Published: August 2016

These notes are an attempt to examine what may be achieved in the way of performance, with existing materials and knowledge of aerodynamic engineering.No claim is made for novelty, either in the data used or in the methods of working from such data to obtain the results arrived at.Only the simplest engineering mathematics are employed so these results cannot claim academic accuracy, in fact they are most probably considerably inaccurate. But though inaccurate absolutely, the results should be accurate enough relatively for comparative purposes.Full details of the methods employed are given in the various Appendices. This appears advisable, as it should make quite clear how the results are obtained and leaves it open for anyone to work out further examples by the same methods or to modify the methods themselves.
Monocoque Construction
Authors: Gerard I. J. 
Published: August 2016

The general idea of making aircraft of single-shell or monocoque construction is not new. In the middle ages, the great English philosopher and man of science, Roger Bacon, “conceived of a large hollow globe made of very thin metal and filled with ethereal air or liquid fire, which would float on the atmosphere like a ship on water,” and ever since the inception of the aeroplane, suggestions have been made to construct aircraft wings and fuselages in the form of shells like those of crabs, lobsters or other popular crustacea.There is at present, a marked trend in aeroplane construction towards the increasing use of metal covering both for wings and fuselages. The water loads on the hulls and floats of various aircraft have always necessitated the use of a robust skin, and although at first wood was commonly used, this was at an early stage of development, replaced by metal.
Trend of Air-Cooled Aero Engines–The Next Five Years
Authors: Fedden A.H.R. 
Published: August 2016

In July, 1935, I had the honour of reading a paper before a joint conference of the Royal Aeronautical Society and the Society of British Aircraft Constructors, entitled, “ Future Research on Air-Cooled Aero Engines.” Much water has flowed under the bridges since that date, and we have entered on a period of intensive activity and development in aeronautical matters not fully envisaged 18 months ago.A number of the suggestions put forward in my previous paper, as being suitable subject matter for research or investigation, have been, or are in course of being, investigated by various Government departments, or interested firms in this country, so that, when I received an invitation from the Royal Aeronautical Society to read another paper during the present Session, I thought it might prove useful to endeavour to write an addendum to the original paper, and try to outline the trend of a future air-cooled power plant for aircraft which would be built during the next five years, it being presumed that these engines would be designed as a result of the experimental work which had already been completed, or is being carried out at the present time, and with the object of meeting the more searching requirements demanded by this increased activity.
The Gyroplane
Authors: Breguet Louis 
Published: August 2016

I ought first of all to define what a gyroplane is.A gyroplane belongs to the helicopter family, aircraft which, as their name indicates, have wings in the form of airscrews.In effect a helicopter consists of large airscrews, with axes nearly vertical and set in rotation by the action of a motor; the reaction of the air on the blades provides the necessary lift to enable the machine to rise vertically, without forward speed.I will recall that in order to obtain sustentation without forward speed many suggestions have been made for giving to wings a movement which would produce lift.
Ethyl
Authors: Banks F. R. 
Published: August 2016

This paper is an endeavour to present, to the members of this Society and others, as complete information as possible on the subject of a much discussed anti-knock material and to try and dispel any misconceptions which some may still have regarding the use and behaviour of ethyl.The development of the modern aviation engine has made rapid strides during the last two or three years. The very rapidity of this development, however, has brought an exceedingly important fact home to the engine manufacturers; this is, the influence of the fuel in governing engine performance and reliability.
An Echo of the 1868 Exhibition
Authors: Manning W. O. 
Published: August 2016

An occasional glance into the past is often of interest. The following notes refer to an event which was one of the principal landmarks in the history of aeronautics, and which attracted much interest abroad, especially in France. It is hardly necessary to remind the reader that the Aeronautical Society of Great Britain subsequently referred to, is now the Royal Aeronautical Society.The year 1868 was a year of mark in aeronautics, for it was then that the Aeronautical Society of Great Britain held the first Aero Exhibition in the Crystal Palace.
Causes of Detonation in Petrol and Diesel Engines
Authors: Boerlage G. D. , Van Dyck W. J. D. 
Published: August 2016

Many types of detonation may be distinguished, and the causes are to be found in the engines as well as in the fuels. Obviously one single cause would not be expected to be found, but, on the contrary, quite a number of properties which will be more or less of influence under different engine conditions. These may differ widely, yet there is more unity in the multitude of causes of detonation than might be expected, and this the authors will endeavour to illustrate. They must apologise for mentioning many well-known, in addition to new, views, but it is necessary to do this for the general exposition of the material.Two principal types of engines should be considered to-day :–
(1)That in which the fuel is added to the air at the end of compression (in air compressing or Diesel engines), and(2)That in which the fuel is added to the air before compression (mixture compressing, e.g., petrol engines).Most methods of increasing the output of petrol engines seem to attract the “ demon of knocking ” ; the reverse is true for Diesel engines, which is hopeful for their future development.
The Design of Multispar Wings
Authors: Billewicz Witold 
Published: August 2016

Before the publication of the results of my original work connected with experimental researches in the Laboratory of the Polytechnical Institute of Warsaw (where I had the help of Prof. Huber and the collaboration of Mr. Kurowski and Mr. Maksymowicz), I want to give here some reproduction of the paper of Mr. W. F. Kisielew in “ Technica Vozdushnogo Flota,” No. 1, 1936, on the design of multispar wings. The results obtained here are very different from those obtained in the above article.The methods of calculation of the stresses are well-known for monospar and two-spar cantilever wings (compare series of articles in the Reports of I.B.T.L.— Institute of Research for Aeronautics in Warsaw), but present-day methods of construction require more and more attention to be paid to multispar wings as described in this paper.
Wing-Beats – II
Authors: Batten J. D. 
Published: August 2016

In my article Wing-Beats, which appeared in this Journal, in the issue of October, 1930, I recorded a series of experiments demonstrating the strength and lightness of a spring formed by twisting skeins of natural silk.My hope is that silk torses of this kind will fulfil, in human flight, the postural function of a bird's pectoral muscles, leaving to human effort the phasic function of these muscles, that is to say, the activity induced by rapid nerve impulses from the brain.The ratio that may subsist between these two functions cannot, I think, be determined otherwise than by full-scale flight experiments, but the experiments already recorded give reasonable ground for the belief that the requisite human phasic output will be small in relation to the total weight movement.
The Thurston Rotor Cowl for Air-Cooled Engines
Authors: Thurston A. P. 
Published: August 2016

One of the main problems in connection with the development of air-cooled engines appears to consist in securing adequate cooling without increasing the head resistance above that of corresponding water-cooled engines.This problem particularly applies to large air-cooled engines which are limited in size by cooling difficulties. Air-cooled engines for windmill planes and helicopters for alternate slow and fast flying present a further problem, because such aircraft engines will be required to develop maximum horse-power when the speed of translation is lowest.The airflow over the nose of a bulky body, such as that of an aeroplane, diverges radially in every direction from its axis. Such radial flow tends to overshoot laterally, at its core, the periphery of the engine or other obstruction and so depart from the contour thereof, with the result that a considerable turbulence is set up. Such turbulence has also the undesirable effect of causing a reversal of the pressure gradients, and a corresponding reversed or forward flow of air, in the boundary layer behind the engine, thereby creating a ” dead “ area or areas and so considerably reducing the cooling effect of the general air flow and increasing the turbulence.
Flying Boat Problems Related to Production, Controls and Pressurisation
Authors: Lipscomb C. P. T. 
Published: August 2016

This paper was requested to deal with (1) the future relations between designers and production; (2) the special problems to be faced by the production people and the assistance to be expected from the designers; and (3) how such design problems as pressurisation, silencing and the fitment of turbine engines were being tackled.These terms of reference are very broad and probably can only be touched upon in a general way. I, personally, have been engaged entirely on the design side for the past thirty years and therefore it might have been more fitting if a member of the production organisation had been asked to give this paper.
Catapults and Catapulting of Aeroplanes
Authors: Salmon P. 
Published: August 2016

The aeroplane launching catapult is a means whereby in a very short distance the speed of an aeroplane can be accelerated from rest to that at which it becomes air borne.Fundamentally the aeroplane launching catapult comprises a carriage on which is mounted the aeroplane to be launched, a motive plant which causes the carriage to travel at an increasing speed along a prepared track or structure and a means of arresting the carriage after the aeroplane has attained the necessary flying speed.
A Study of Slots, Rings & Boundary Layer Control by Blowing
Authors: Townend H. C. H. 
Published: August 2016

In this paper a study has been made of certain cases of airflow in which various means are employed to control the behaviour of the air so as to prevent breakdown in the flow and the resulting turbulence. It is mainly an attempt to analyse the evidence which exists on such phenomena as slots, rings and boundary layer control by means of blowing through backwardly–directed slots in the surface, and to determine, if possible, the extent to which their apparent similarity corresponds, if at all, to an identity of physical principle.A great deal of experimental work has been done at various times on such devices, and in this paper some of the published results are discussed and an attempt made to correlate them. In addition, some further experiments have been made to fill up gaps in the data available, or to extend their scope. They include other examples of control of airflow at sharp corners (Part I.); some of the cases considered differ widely from others, but all exhibit the reduction in eddying which results from assisting air to negotiate sharp corners or bluff obstacles with the least disturbance possible.
Injection, Ignition, and Combustion in High–Speed Heavy–Oil Engines
Authors: Davies S. J. , Giffen E. 
Published: August 2016

Although there is one successful high–speed heavy-oil engine employing aif injection, it will not be disputed that the present rapid development of this type of internal combustion engine would not have taken place if a high-pressure air-compressor were an essential accessory. It is perhaps well to emphasise that from the beginning designers of engines of the pure “compression-ignition” type have striven after airless injection of the fuel, the first successful application in this connection being that of Sir James McKechnie, of Vickers, Ltd., in 1910. Subsequent development work by Professor Hawkes and others under the Admiralty brought this method to practical success on submarine engines, and it is interesting to note that as late as 1920 almost all experience with airless injection had been gained in this country.Engines which are the lineal descendants of these early engines, namely, those in which the fuel is injected directly into a combustion chamber of simple form, and known conveniently as the “direct–injection” type, constitute an important section of those engines working successfully at high speeds.
The Design Approximation of Skin Thickness from Stiffness Criteria
Authors: Hall A. H. 
Published: August 2016

SummaryA general approach and tentative solution has been indicated to the problem of estimating wing skin thickness from preliminary design data. The solution is presented in a form that permits calculations to be made quickly and with a minimum of effort.In deriving the empirical formula relating perimeter and area of the aerofoil section, only symmetrical sections were considered. The amount of camber normally employed, however, should not alter the results appreciably.While the problem has been dealt with only partially and as yet only tentative empirical coefficients have been suggested, it is hoped that the author’s considerations of the problem will be of some interest and use at this stage.
Modern Methods of Testing Aero-Engines and Power Plants
Authors: Lovesey A. C. 
Published: August 2016

In the early days of aero-engines the test equipment was limited to little more than a brake or dynamometer, a fuel flow meter and a few thermometers, and the development of these engines in the direction of better performance and reliability, to a large extent, was an art, built up of experience aided by instinct, of deducing the happenings inside an engine from the few meagre measurements obtainable.Nevertheless, the aero-engine made healthy progress, became more complicated in the process, and introduced many more problems.
Response in Yaw
Authors: Archbold E. J. N. , McKenzie Kieran T. 
Published: August 2016

SummaryIf the motion of an aircraft is restricted, near the ground, to zero bank, comparatively simple solutions to the resulting equations of motion can be obtained, enabling the response to an applied yawing moment to be calculated rapidly. In this paper the analysis is made for three simple forms of applied yawing moment. From the results obtained in a particular case it is possible to judge the suitability of the fin and rudder design chosen on the basis of maximum sideslip reached. A general curve of overswing, in terms of the aerodynamic derivatives of the aircraft, enables the maximum sideslip to be calculated rapidly in a particular case.Because of typogiaphical difficulties the symbols ^ have been replaced by ° with v, r and t throughout the paper.
The Design of Small Jet Engines
Authors: Rainbow H. S. 
Published: August 2016

The whole process of designing an aero engine, from the original concept to the production of the first of the type, called a prototype, normally takes about two years.The prototype design may originate from proposals put forward by the engine maker from specifications for military aircraft engines, issued in the United Kingdom by the Ministry of Supply, or from the Aircraft Industry.It is not usual for engines to be designed specifically for civil aviation requirements. More often they are adaptations of military engines de-rated to increase their reliability, and to extend the overhaul period. With the growth of civil transport and the development of guided missiles, it is possible that this state of affairs may be reversed and engines for civil aircraft may become more important than those for Service use. At the present time, it is difficult to foresee a potential civil or private aircraft engine market that would justify the cost of designing and developing a small jet engine on that score alone.
Cold Working of Metals
Authors: Berry J. W. 
Published: August 2016

The lecturer adopted the course of explaining the Cold Working of Metals from first stages.The lecturer first dealt with the cold raising of metals and pointed out that in this case the operator always worked from the outside, and to avoid “ puckering ” of the metal it was gradually hammered concentrically so that “ puckers ” were eliminated almost as soon as they appeared.The spinning of metals was then dealt with and nearly all cylindrical objects are worked in this way. Commencing as a metal disc the object is placed on a lathe and backed up on to a wooden former block and gradually formed on to the block. By eliminating the sudden bending of the metal round the sides of the block the “ puckers ” are reduced to a minimum and the metal is allowed to “ flow.”
Some Aspects of Modern Aircraft Materials
Authors: Sutton H. 
Published: August 2016

Wartime experience with aircraft steels emphasised the desirability of a complete revision of specifications for aircraft steels from both the technical and inspectional points of view. This was undertaken in association with the steel makers and the Society of British Aircraft Constructors under the aegis of the British Standards Institution. The aims were(i)To reduce the number of basic types of steels to a minimum, consistent with satisfying the demands of aircraft engineers.(ii)To transfer as many materials from the D.T.D. series of specifications to the B.S. Aircraft series.(iii)To prepare an Inspection and Testing Schedule, which would exist separately from the Materials Specifications, but applicable to all steels in whatever form they may be required.(iv)To achieve a degree of economy in alloying elements, again without detriment to the satisfying of designer's requirements.The Inspection and testing schedule was issued as British Standard S100 in January 1949, but significant difficulties in its full application appeared in practice and it was not until the second half of 1952 that agreement was reached to put into practice the current standard 2 S100.
The Stability of an Axially–Loaded Continuous Beam
Authors: Dobson A. M. 
Published: August 2016

The Classical method of solution of the stability of an axially–loaded continuous beam is by means of the three moments equation, using the Berry Functions, which are functions of the axial load. As the axial load approaches a value equal to the critical value for a pin–jointed beam, the Berry Functions tend to infinity, and the use of the three moments equations —(i. e. treating the end fixing moments as the independent variables)—leads to certain difficulties in the complete solution of the problem.The major difficulty lies in the question of stability. The critical value is determined by the vanishing of the determinant of the coefficients of the fixing moments in the three moments equations. This value could be found by plotting the determinant against end load (c. f. Pippard and Pritchard). However, in a problem involving a large number of bays, the calculation necessary to do this is likely to be considerable, for there may be many branches to the curve.
The Effect of Curvature on the Centre of Shear
Authors: Johnson W. 
Published: August 2016

A considerable amount of attention has been devoted to the study of the position of the centre of shear for straight beams but there appears to have been Uttle or no consideration of this position for beams of which the centre line is either shghtly or heavily curved. The reasons are probably twofold. Firstly, no demand for such an investigation has been made by designers, and secondly, and probably not least, any very general inquiry into this problem will lead to complex expressions which would not only be difhult and tedious to evaluate but will also be of uncertain accuracy.This problem of taking beam curvature into account starts from the point where it normally ends for most mechanical engineers, who usually require to estimate the bending stresses in members of large curvature such as hooks and chain-links. Now the classical theory of elasticity applied to these latter members has yet to be seen to conform with experimental results to such a high degree as makes the added labour attending such methods worth while.
The Case for the Tailless Aircraft
Authors: Lee G. H. 
Published: August 2016

The purpose of this paper is to present the case that can be made for the tailless aircraft on the grounds of improved performance and operational suitability.The whole field of possible investigation is not treated here with uniform thoroughness and the main reason for this is that I have only quoted detailed results for those cases which I have actually considered myself, so that in some instances the general qualitative arguments can be backed up by actual figures, whereas in others the argument has had to be confined to generalities.
The Separation of Principal Stresses in Photo-Elastic Analysis
Authors: Frankl E. K. 
Published: August 2016

The photo-elastic method can be used for either of two main purposes:a)As a qualitative design tool to obtain indications of possibly unsuspected sources of stress concentration.(b)As a means of obtaining a complete analysis of a two-dimensional stress problem,i.e., the determination of the separate magnitudes of the principal stresses at any point, as well as the direction of the principal planes relative to some axis of reference.All that is required for (a) is the stress pattern which becomes visible and can be photographed when a loaded model cut from a sheet of suitable material is placed in a field of circularly polarised light.
Bogie Undercarriages
Authors: Cussons R. C. 
Published: August 2016

There has been little practical experience in the United Kingdom on the operation and use of bogie undercarriages, although the de Havilland Comet, the production version of which is fitted with four-wheel bogie main undercarriages, has done enough flying now to give some idea of the snags likely to be encountered.These remarks are confined mainly to the theoretical and practical advantages and disadvantages of bogie undercarriages in general, with brief descriptions of some of the various types.
On the Stability of the Flow of Gas out of a Compressor
Authors: Stephenson J. M. 
Published: August 2016

It is often supposed that the flow of gas from a compressor is, or should be, stable if the pressure-flow characteristic has a negative slope. It is shown here that this is only true if the Mach number is zero, i.e. if the machine is pumping a liquid. As the Mach number is increased towards one, a third regime becomes more and more important, wherein disturbances give rise to damped oscillations. The flow in this regime is stable in the mathematical, but not in the physical sense, since disturbances can occur all the time.Two conclusions can be drawn. First, although compressors with “flat” pressure-flow characteristics have a wide range of stable flow at low speeds, they are poor at high Mach numbers, where the flat part cannot be used. Next, the actual points on the characteristics at which the flow becomes unstable are not fixed, but depend to a large extent on the steadiness of the entry flow.