bluuebunny/crossref_metadata_2025_split huggingface dataset:
Loads on Multi-Wheel Undercarriages During Ground Manoeuvring and Take-off
Authors: Blinkhorn J. W. 
Published: August 2016

A few years ago it became obvious that the use of multi-wheel arrangements would become common on future main undercarriages, particularly on large aircraft. Four reasons for such use are: —(i)Spreading the load on the runways allows operation of the aircraft from a larger number of aerodromes.(ii)Reducing the individual wheel loads and tyre pressures allows operation of the aircraft from natural airfield surfaces.(iii)An overall reduction in undercarriage weight may be achieved, particularly for large aircraft.(iv)Ease of stowage in the aircraft structure when retracted.The multi-wheel arrangement could be obtained by having the wheels side by side, in line, by having the wheels side by side, in line, or by a combination of these two methods.
Hodgson-Cuthbert Aeronautical Collection
Authors: Pritchard J. Laurence 
Published: August 2016

On June 5th 1783, one hundred and seventy years ago, almost to the very day of the Coronation of Queen Elizabeth II, the first public “aerostatic experiments” were made which were to herald the dawn of a diuturnity of human endeavour.In the Hodgson-Cuthbert Aeronautical Collection the Royal Aeronautical Society possesses a direct link spanning those one hundred and seventy years, a link which joins those wondrous days of long ago when people cried “What on Earth in Heaven is that?” with the present welfare days in which many have learnt how to move Heaven and Earth simultaneously atomically.
Civil Jet Operations
Authors: Majendie A. M. A. 
Published: August 2016

The 882nd Lecture to be given before the Royal Aeronautical Society was held under the auspices of the Glasgow Branch on 23rd April 1953. Professor W. J. Duncan, F.R.S., F.R.Ae.S., President of the Glasgow Branch, welcomed the visitors. He expressed regret that the President of the Society, Mr. G. H. Dowty, F.R.Ae.S., was unable to be present and welcomed Mr. N. E. Rowe, C.B.E., F.R.Ae.S., Chairman of the Branches Committee, and the Secretary of the Society, Dr. A. M. Ballantyne, T.D., A.F.R.Ae.S.Mr. Rowe, taking the Chair for the rest of the meeting, said how much the President regretted not being present; as they knew, he had shown the liveliest interest in the Branches and had made many visits to them during his year of office. This was the twelfth Main Society Lecture to be given at a Branch meeting; the holding of Main Lectures at the Branches had proved a great success and he was sure that the present meeting would be a success also, because their lecturer had been doing pioneering work for the past three years on the development of the Comet. After graduating from Cambridge in 1940 Captain Majendie joined the R.A.F. and served as an instructor for several years; he served with Coastal Command in 1943 and was mentioned in despatches, then served on ferry duties, and in 1946 joined British Overseas Airways. He held a Pilot's “B” Licence, a Navigator's Licence and a Wireless Operator's Licence. Before being appointed to work on the Comet he had been engaged in helping Mr. E. S. Calvert at the Royal Aircraft Establishment to develop the high intensity lighting system. Captain Majendie was one of those rare people who combined a scientific and a really practical ability.
The Packaging of Electronic Equipment
Authors: Schuler S. C. 
Published: August 2016

SummaryThe problems involved in the packaging of Service radar equipment are reviewed. Information on shock testing techniques, instrumentation and a design procedure for cushioning are given, together with some examples of current packaging methods used by the Ministry of Supply's Radar Research Establishment, Malvern, Worcs. The paper is based on a lecture given to the Royal Aeronautical Society, Gloucester and Cheltenham Branch in December 1954. Received October 1956.
Rex Pierson An Appreciation and the Lessons of his Work
Authors: Roy Fedden A. H. 
Published: August 2016

I consider it a great privilege to have been chosen to give the first Rex Pierson Memorial Lecture, as not only is he an outstanding figure in British Aviation, but he was also one of my close friends.Reginald Kirshaw Pierson was born in February 1891 at Fransham, Norfolk, his father being the rector there. He was educated at Felsted School. On leaving he was destined to enter the Bank of England, but at the last moment, mainly due to the untiring efforts of his mother, he was allowed to follow his natural bent, and take up engineering instead.In 1908, therefore, at the age of 17 he entered the Erith Works of Vickers Ltd., as an engineering pupil-apprentice, passing through the various departments and, while there, taking his Bachelor of Science Engineering degree the hard way, from evening classes.
An Approximate Solution of the Laminar Boundary Layer on a Flat Plate with Uniform Suction
Authors: S. J. Peerless  , D. B. Spalding  
Published: August 2016

Boundary layer problems may be divided into two classes: (a) those for which similar solutions can be found, i.e. where the boundary conditions are such that similar profiles differing only in scale factor exist at different sections; and (b) those where the boundary conditions do not effect similarity, so that the development of the boundary layer must be calculated in stages. The latter class are known as “continuation problems,” and very few numerical solutions have been obtained because of the labour involved.Approximate methods of solving continuation problems are known, using the Karman momentum integral method (e.g. Ref. 1) or variants. Some of these methods make use of velocity profiles calculated for “similar” boundary layers. This note presents a new approximate method which uses “similar” profiles but avoids using the momentum integral. Instead of characterising the boundary layer thickness by the “momentum thickness,” which needs to be calculated yet is of less direct interest, the wall shear stress is used; this stress usually has to be calculated in any case and the present method is therefore comparatively simple.
Tables of Characteristic Functions for Uniform Beams with Sliding Ends
Authors: Bishop R. E. D. 
Published: August 2016

Tables of the characteristic functions of certain types of uniform beams were published by Young and Felgar in 1949. The functions concerned represent (to suitable scales) the principal modes of free flexural vibration, although their uses are far more extensive than is implied by this. Some of the uses to which they can be put are mentioned in Ref. 1 and others are discussed by Felgar and Bishop; they cover both statical and dynamical problems and relate to beams, plates and shells and include problems of elastic instability. In fact these functions can be used in series representations in the same way as circular functions are used in Fourier series.One of the main uses to which these characteristic functions may be put does not appear to have been described in print, although the relevant formulae are quoted in Ref. 2. The functions can be used in vibration analysis to shorten calculations, sometimes leading to very considerable savings of labour.
Bending Moments in Fuselage Frames Obtained by the Photoelastic Method
Authors: Benham P. P. 
Published: August 2016

SummaryThe experimental work described in this paper, which was divided into two sections, was done to determine the usefulness of photoelasticity as a method for analysing fuselage frame problems. In the first part, a series of tests was made by the photoelastic method on models without any supporting shell, which were in equilibrium under the applied i loads, to determine the bending moment distribution in various types of frames and rings.In all cases the theoretical bending moments were calculated from the principles of minimum strain energy. The experimental results agreed with theory to within 5 per cent, except close to the null points and joints.The second part was devoted to shell-supported models, and the shear loads were reacted out through the skin to firm supports at the end of adjacent bays. Again the bending moments were determined for the entire frame from the isochromatic fringe pattern.The shell-supported tests proved to be of considerable interest when compared with the theoretical curves of Ref. 4 for the corresponding relative stiffness parameters. In some cases agreement was good but in others there were marked differences. A possible reason for this was that compression effects in the skin were altering the distribution and value of the bending moments in the frame.It was felt that there was plenty of scope for more interesting work on fuselage frame analysis, from the standpoint of shear flow determination, intermediate frame reaction, and skin-to-frame relative stiffness effects. All of these might feasibly be examined photoelastically with a certain degree of advantage over lengthy and laborious theoretical investigations.
Design Criterion for Fatigue of Wings
Authors: Walker P. B. 
Published: August 2016

Exactly what constitutes a design criterion is a matter on which there may well be differences of opinion. For practical purposes design criteria may be taken to be empirical numerical rules to aid the designer in forming his initial conception of a design. The formulation of such rules for aircraft fatigue is still a matter of some difficulty. Not only is the subject of aircraft structural fatigue still in its infancy, but its study has to be linked with systematic experiment in a somewhat unusual way.In the criteria described in this paper, the structure has first to be subjected to a standardised laboratory test. This test is itself a gross simplification since it has to represent in a rough way a diversity of conditions occurring in flight.
Buckling and Vibration of Isosceles Triangular Plates having the Two Equal Edges Clamped and the Other Edge Simply–Supported
Authors: Cox Hugh L. , Klein Bertram 
Published: August 2016

Approximate Solutions obtained by the method of collocation are presented for the lowest critical buckling load of an isosceles triangular plate loaded as shown in Fig. 1. Also, the fundamental frequency is given. The base of the triangle is simply supported and the other equal edges are clamped. The usual assumptions regarding the bending of thin plates are made. The governing differential equation for the plate loaded as shown in Fig. 1 is1whereDis the plate stiffness,Nis axial load per unit length,wis deflection, positive downward, and the quantitiesaandhare dimensions shown in Fig.1.
Shock Load Tests of Anti- Vibration Mountings
Authors: Hammond Rolt 
Published: August 2016

There are two types of shock loading to which aircraft components are subjected, namely: medium shock loads which can heavily damage equipment; and shocks of high impact, such as those imposed during crash landing, causing the equipment to be torn loose from its mounting, with danger of injury or even death to aircraft personnel.An impact shock machine has been installed recently in a laboratory for studying this important problem. The machine is capable of providing calibrated shock tests up to a maximum peak acceleration of llg, and of simulating the shock loads normally experienced under everyday operating conditions. Apparatus being tested is mounted on a frame bolted rigidly to the table of the impact testing machine, which has been designed to take specimens up to a maximum weight of 400 lb., with maximum overall dimension equivalent to a cube of 30 inches side. A specimen under test is dropped from a maximum height of 5 ft., falling freely.
Note on a Short-Cut Method for Estimating Aircraft Direct Operating Costs
Authors: Robertson Frank H. 
Published: August 2016

In the early stages of preliminary design, it is essential to have a method for the comparison of aircraft on an operating cost basis. The standard S.B.A.C. method is too lengthy and, in any case, demands a greater amount of data than is usually available in the early design stages.The formulae presented in this note were evolved by the author some years ago and the general method was quoted in a paper entitled “The helicopter—has it a future?” which was read to the Belfast Branch in January 1955. (See Journal, November 1955.)
An Introduction to the Helicopter
Authors: Sibley J. D. 
Published: August 2016

The helicopter, because of its complicated nature, provides the mathematician with a delightful set of problems on which to exercise his ingenuity, but the purpose of this paper is to interpret the functioning of the helicopter in terms of its physical aspects.The paper is divided into three main parts: —1.General Performance2.Control and Stability3.Rotor Vibration Problems.
The Problems of Jet Transport Operation
Authors: Dyment J. T. 
Published: August 2016

All of us who are intimately connected with aviation appreciate that the introduction of a new era of air transportation—the jet age—will not be accomplished without a tremendous effort in almost every field of the Industry.There are current problems for which solutions are available but not implemented, current problems requiring new solutions, and new problems associated with the unique characteristics of the jet aeroplane.
Pilot Training
Authors: Courtenay William 
Published: August 2016

The advent of the jet transport age both for commercial and military aircraft will require conversion to jet training for pilots of all types of transport aircraft. This is the time therefore when consideration ought to be given to some comprehensive scheme on an Empire-wide basis for future recruitment and training of Pilots to a common standard.It is not enough to assume that the needs of commercial aviation will be supplied by the Royal Air Force. There are two sound reasons why reliance on such a flow will prove erroneous. Firstly the training of the R.A.F. Transport and Bomber pilot is much akin to the requirement for the commercial airline, and once Air Forces have trained their long distance pilots they will make a career sufficiently attractive to induce the pilot to stay. Transport Command of the R.A.F. has already inaugurated such a scheme.
Traian Vuia—A Little-Known Pioneer
Authors: Orna Bernard 
Published: August 2016

March 18th is the 50th anniversary of a free flight of some 40 ft. made at Montesson, near Paris, by Traian Vuia credited by L'Aérophile (September 1906) with being “ the first person in France to have really attempted, with a machine able to carry a man, the direct take-off of an aeroplane having a wheeled undercarriage.”Vuia, a Rumanian, submitted a paper to the Academy of Sciences in February 1903 which included a description of what he called an “ aeroplane-automobile ” which was a light weight monoplane with wheels and an engine driving a single tractor propeller; it was to be controlled by a rudder and by altering the incidence of the wing.
The Design and Operation of a Hydraulic Systems Functional Test Rig
Authors: Lewendon J. M. 
Published: August 2016

This note describes the design and operation of the rig used to test and develop the Canadair CP 107 “Argus” hydraulic systems. The Argus is a maritime reconnaissance version of the Bristol Britannia, redesigned and built in Canada for the R.C.A.F. by Canadair Ltd., Montreal.It is common practice on both sides of the Atlantic to test as thoroughly as possible before flight the various systems of a new aircraft. This is usually accomplished by the construction of space frames on which the systems are assembled and subjected to simulated flight conditions.It was decided during the early stages of the design of the Canadair Argus that the deviations from the original Britannia hydraulic systems were great enough to warrant a full scale hydraulic systems test rig, in as compact a form as possible, which would give the desired test conditions and results.
Empirical Equations Jor the Thrust Generated by an Ideal Supersonic Nozzle
Authors: Rowe P. N. 
Published: August 2016

The dimensionless thrust generated by supersonic flow through a convergent-divergent nozzle is given by Ref. 1,1which takes its optimum value, bmax when pe = pa.For ideal one-dimensional flow, the relationship between Ae and pe is given by2and the optimum dimensionless thrust by3Where4From equations (2) and (3), the constant D in equation (1) can be evaluated and thence the thrust of an ideal nozzle at any pressure ratio provided that no separation occurs.Equations (2) and (3) are tedious to evaluate and it is not easy to estimate the effect of changes in γ.
Flight Loads
Authors: Sandifer R. H. 
Published: August 2016

For centuries man has watched with envy the easy flight of birds and has tried to simulate their basic form, structural principles and methods of control. Often too much enthusiasm and too little technical knowledge has ended in disaster, and the most successful people were those who relied upon models for their initial data.The Wright Brothers were among the first to apply an engineering approach to the problems concerning the magnitude of loads occurring on wing and control surfaces. To this end they constructed a wind tunnel as long ago as 1901 and succeeded in measuring actual forces on model aeroplanes, and in comparing them with systematic glider experiments. They continued to develop their research along these lines to achieve the first power flight in December 1903.
Summary of Discussions
Authors: Barrett Anthony J. 
Published: August 2016

The Society's All-Day Discussion on Aircraft Design Philosophy was extremely well supported and at one stage there were more than 350 members and visitors present. As is inevitable on these occasions there was insufficient time available for all those who wished to make a contribution to do so, even though the four lecturers had reduced their contributions to a bare minimum by presenting summarised versions of their papers.With such an all-embracing title as Aircraft Design Philosophy it was obvious that some main channel of exploration would have to be chosen; that which evolved during the planning of this event was structural safety, as will be apparent from the discussion. The preparation of a summary of discussions presents a number of problems.
Schneider Trophy Machine Design, 1927
Authors: Mitchell R. J. 
Published: August 2016

In January, 1926, Major Buchanan gave a lecture before this Society on the Schneider Trophy Race for 1925. He then gave a very complete history of the race and full information about the machines up to that period. I propose to give a brief description of the development which has taken place since then in the design of British high–speed seaplanes.After the failure of the British team to win the race in America in 1925 it was brought home to all interested that our machines were a long way inferior to the American machines, and that if we wished to again hold our own in this important field of aviation we should have to treat the matter much more seriously. Furthermore, it became obvious to all that machines could no longer be entered for these races by private enterprise. It is true that the Air Ministry had loaned the machines for the race, but very little opportunity had been given for research and experimental work, and the engine designers and aircraft designers had been working independently.
Some Aspects of the Production Problem in Aircraft
Authors: Sigrist F. 
Published: August 2016

The above meeting of the Royal Aeronautical Society was held in the rooms of the Royal Society of Arts, John Street, Adelphi, W.C.2., on Thursday, November 29th, 1928.The President : 'The technical aspects of the production of aircraft were of considerable importance because, from whatever point of view one regarded aircraft, economical and rapid production were essential. Mr. Sigrist is a Director of the Hawker Engineering Co. He was associated with Mr. Sopwith as far back as 1910 and had been intimately connected with the affairs of the Sopwith Company—particularly the technical affairs relating to design and construction. He had been responsible for the design of one of the first British machines to win the Schneider Trophy. His wide experience would enable him lo speak with special authority on the technical aspects of the production of aircraft. The Society was particularly glad to welcome Mr. Sigrist as a lecturer for the first time before them.
Recent Progress of Aeronautical Science in France
Authors: Franck Mons. P. 
Published: August 2016

I greatly appreciated the invitation of your Society to give this lecture on recent progress of aeronautical science in France; and if I hesitated a moment to accept it was only because I feared the difficulty of the task.
As a matter of fact, aeronautical science covers such a wide field that it is difficult to give an exact idea of the progress made in the different branches. Many results are obtained by the improvement of various details, and it is not easy to see clearly the influence of every one of them. I shall endeavour to be as clear as possible, and to describe to you the main purposes of. the French engineers and the results they have obtained in the way of their realisation.
The main objectives of French aeronautical progress have been safety in flight, development of commercial aviation, and metal construction. In every part of aeronautical science we shall find progress along those lines. They concern aerodynamics, building of aircraft, flying boats, motors and aerial navigation.
An Historical Survey of Italian Aeronautics
Authors: Giacomelli R. 
Published: August 2016

In the development of Italian aeronautics four periods can be distinguished :
A first period, covering the 15th, 16th and 17th centuries, in which the first idea of the technical possibility of human flight, both on the heavier and on lighter than air principles, was conceived in Italy and the physico–mechanical conditions of animal flight explained. In thfs period are to be met the names of Leonardo da Vinci, Francesco Lana and Alfonso Borelli working on independent lines.
A second period, in which Italy produced a number of distinguished aeronauts, among whom Vincenzo Lunardi and Francesco Zambeccari became well known in England for having carried out in London the first balloon ascents in 1784-85. In this period, which, starting with the discovery of the brothers Montgolfier, does not go farther than the first decades of the 19th century, Italy did not combine with an interest in practical air navigation any actual scientific contribution to its development.
The Regulation of Air Traffic
Authors: Turner Cresswell 
Published: August 2016

Valuable lives and thousands of pounds worth of equipment are lost in collisions each year.The graphs of civil aviation traffic show that an accident in May of 1922 was followed in June by a drop in the average monthly passenger traffic of 325 passengers. A more serious accident in May, 1923, was followed by a drop in traffic during May and June of 750 passengers.There is thus every incentive to minimise the risk of collision as far as possible, if only from an economical standpoint, as apart from the humanitarian.Under the existing regulations there is danger of collision not only from all points of the compass in a horizontal plane—and, even at sea, with rules based on a thousand years’ experience, collisions are all too frequent—but from every conceivable direction of which the pilot is the unfortunate centre.Rule of the Air No. 29 is perhaps the best exposition of the present state of affairs in air navigation.