bluuebunny/crossref_metadata_2025_split huggingface dataset:
Thurston Wing - Tip Rotors Control Beyond the Stall
Authors: Thurston A. P. 
Published: August 2016

Three great drawbacks of modern aeroplanes, from a safety point of view, are their tendency to stall, their high landing speed, and their low gliding angle.The use of wing-tip slots for preventing lateral instability is well known, but they do not materially reduce the landing speed. Moreover, they cannot be used along the whole span without making the wing unstable. The best length of wing-tip slot for securing stability and maintaining the lift coefficient is about 40 per cent, of the semi-span.
The Development, Design and Construction of Gliders and Sailplanes
Authors: Lippisch A. 
Published: August 2016

The Gliding and Soaring Flight movement is as old as History. The observation of bird flight must have shown the men of former centuries in the same way as our own generation, that apart from power flight with wing beats there must be another flight possibility, enabling the use of the energy in the movement of air masses for flight without the expenditure of other power. The experiments undertaken in these times on the solution of the flight problem have come down to us only through myths and sagas, and we cannot differentiate between truth and imagination in these stories.Experimental research, which can certainly be considered as the foundation of modern physics, has also in the realm of aerodynamics laid the basis for modernaeronautics. In this gliding and soaring flight plays the rôle of full–scale experiments, not as an end in itself, but as a proving-ground and last station before the invention of power flight.
Ten Years' Gliding and Soaring in Germany
Authors: Georgii Walter 
Published: August 2016

Before passing to the subject of the paper may I ask your indulgence for my limited knowledge of English, which prevents my giving a free discourse, and constrains me to a set lecture. This I view with regret since it makes it difficult to impart to my words the lively and vivid feeling which a more formal picture of the importance and attractiveness of gliding flight may not give.We are looking back on ten years of development and on an unbroken series of ten gliding competitions held at the Wasserkuppe in the Rhön, since 1920.
Airscrew Development
Authors: Watts H. C. 
Published: August 2016

Airscrew development has proceeded along four main lines :–
(1)Aerodynamic design.(2)Materials.(3)Adaptation to engine and aircraft.(4)Fans for cooling and ventilating purposes.Section (4) I have omitted. It may form the subject of a paper elsewhere. Section (1) I have barely outlined. It is of great interest, but I have concentrated on Sections (2) and (3) as being of immediate practical concern.
The Organisation of Air Routes for Night Flying
Authors: Benkendorff Rudolf 
Published: August 2016

The operation of scheduled night flying presents two tasks to aviation:—(1) The technical task of taking off from and landing on an aerodrome.(2) The operation of the flight from one aerodrome to the other.The first task presents no completely new problem, as sufficient experience was gained during the war. All that was necessary was to provide facilities which guaranteed regular traffic.The second task was purely one of navigation. It had to be solved in accordance with the strict demands of maximum safety and maximum regularity of the service. The only means of navigation then available, the compass, was not sufficient for these requirements, and at night it was not possible to count on keeping on the course by observing objects on the ground.
Some Problems Connected with High-Speed Compression-Ignition Engine Development
Authors: Dicksee C. B. 
Published: August 2016

In this paper the author does not propose to deal with any particular form or type of engine or fuel-injection system, but to discuss some of the problems which are encountered when engaged on the development of a high-speed compression-ignition engine.The main problems to be solved consist in devising suitable means for utilising to the fullest possible extent the oxygen available within the cylinder and for avoiding the production of smoke and noise and, in so far as it is connected with combustion conditions, smell.
The Equilibrium of Loaded Impeller Blades with Special Reference to the Strength of Thin Metal Airscrews
Authors: Ralli Pandia Antonio 
Published: August 2016

The co-ordinate system used is shown in Fig. i.The axis coincides with the axis of rotation and the plane is chosen parallel to the plane of rotation.The plane serves as a longitudinal datum plane for the airscrew blade, and is perpendicular to the planes of the cross-sections of the blade. The axis OX is drawn in the direction of the radius from root to tip.
The Metalclad Airship
Authors: Fritsche Carl B. 
Published: August 2016

An invitation to address the Royal Aeronautical Society, the first Society of its kind ever founded, is indeed a signal honour and not without misgivings to a humble visitor who, in the land of Elizabethan English, finds himself embarrassed for words adequate to express his appreciation. The scientific contribution of the Society to the advancement of aeronautics and the meritorious achievements of its members are well known in the United States.A sort of unselfish and patient willingness, which encourages men to depart from beaten paths and invade unknown realms to bring forth something new and beneficial to society, is indispensable to any new enterprise, and most characteristic of those who are pioneers in airship development. Certainly none so far have garnered any substantial profits.
Air Photography Surveys
Authors: Durward J. 
Published: August 2016

Air Photography and its serious application to map-making may be traced to the Great War. It was at this period that grave consideration had to be given to Air Photography as a method of producing maps.In all the theatres of war, which included France, Palestine, Salonica, and Mesopotamia (or Iraq as this country is now known), extensive operations were carried out in Air Photography, and the photographs used for the amplification of existing maps, and in many cases to the compilation of new maps.
The Interference between the Body and Wings of Aircraft
Authors: Parkin J. H. , Klein G. J. 
Published: August 2016

SummaryTests on certain aircraft having disclosed discrepancies between the characteristics estimated from the figures for the individual components and those observed for the complete model, the present investigation was undertaken to determine the nature and magnitude of the effects of interference between the body and wings of aircraft and to ascertain the factors influencing the interference.The models were made up of standard 3in. x 18in. duralumin aerofoils and fuselages of wood.The aerofoils employed in the investigation were:–
(a)R.A.F.-15–a thin section.(b)U.S.A.-27–a section of medium thickness.(c)Gottingen-387–a thick section.The fuselages used were:–
a.Fuselage A–of streamline form.b.Fuselage B–of cabin form.c.Fuselage C–of usual open cockpit form.A number of typical monoplane and biplane combinations Of wings and fuselages were tested, and in some cases the effect of fairing between wings and fuselage was studied.The results of the investigation indicate that the interference effects are dependent on the shape of the fuselage, the aerofoil section and the relative position of the fuselage and aerofoil. The better the aerodynamic form of the fuselage, and the thicker the aerofoil section, the greater are the interference effects and the more marked the influence of the relative vertical position of the wings and body on the interference.Interference between wings and body tends, in general, to lower the critical angle and increase the drag of the combination as compared with the individual components. It may increase or decrease the lift.From an aerodynamic standpoint, the best position for the wing is at the top of the fuselage, and the worst that at the bottom.Fillets and fairing may improve a combination having poor characteristics, but have little effect if the arrangement already possesses good characteristics.An explanation of the cause of the observed interference effects is advanced.
Astronomical Navigation without Mathematics
Authors: Mieville A. L. 
Published: August 2016

Multitudes of young- men are starting to study navigation. As a rule it is only after many months of painful work that they come to see what it is all about –many of them never get to that point at all.In none of the books on navigation have I been able to find a simple picture, defining each step in the reasoning that enables us to navigate by the stars. Hence this effort. As set out here the principles can be grasped by anyone.
Boundary Layer Control
Authors: Lachmann G. V. 
Published: August 2016

It has almost become a tradition in recent years to begin a paper on boundary layer by paying a tribute to the great Prandtl and his famous paper in which he introduced the conception of boundary layer into Fluid Dynamics.The year 1954 is, however, not only memorable to mark the passing of fifty years since Prandtl's classical demonstration of the effect of boundary layer suction on the flow pattern around a cylinder; it is also memorable because in 1954 most convincing demonstrations of practical applications of boundary layer control for aircraft have taken place. I am referring, in particular, to the demonstrations with the Attinello flap in the United States which mark the introduction of one form of boundary layer control as an engineering and practical reality.
Development of Large Intermittent Wind Tunnels
Authors: Lukasiewicz J. 
Published: August 2016

SummaryTwo types of intermittent wind tunnel drives, the pressure storage drive(with atmospheric exhaust) and the vacuum storage drive (with atmospheric inlet), are examined and found to match well the tunnel pressure ratio-mass flow characteristics over a wide Mach number range (0 to 4). The design of components of intermittent wind tunnel installations, their operation and instrumentation are then considered in some detail. In order to increase the output of intermittent wind tunnels to a level comparable to that of continuously running tunnels, it is proposed to drive the models during each tunnel run through a range of incidence. This technique is at present under development in the National Aeronautical Establishment's High Speed Aerodynamics Laboratory and results so far obtained are discussed. Two tunnels are considered as examples of large intermittent installations: a 4 ft. square pressure-driven tunnel and a 6 ft. square vacuum-driven tunnel. The former is found to be a more compact and economical installation. Relative merits of continuous and intermittent installations are discussed.
Navigational Systems and Instrument Aids
Authors: Adams D. E. , Uttley A. M. 
Published: August 2016

To the aircraft designer and contractor, those of us responsible for equipment may appear as arch-perpetrators of complex, bulky and weighty “ gadgets,” impossible to install and the source of all unsightly excrescences on the aircraft's skin.Any aircraft, from its inception should be designed for some specific role, and its usefulness may well depend upon the availability or simultaneous development of equipment.
Cooling and Governing Problems on a Water-Cooled Auxiliary Generating Plant
Authors: Winn R. B. 
Published: August 2016

The A.G.P. is required to produce 20 kw. A.C. and 3 kw. D.C. continuous normal full load, at 3,750 r.p.m. The load is required for operating the electrical services on a large aircraft and must be maintained both when it is stationary and when it is in flight up to an altitude of 11,000 feet.The A.G.P. must run cool in the standard English summer atmosphere (23°C. at ground level) and draw the necessary air from ports cut in one side of the aircraft. These ports must be formed from a 1ft. diameter hole divided on its diameter. The cooling air is to be drawn in through the forward semi-circular hole and, after passing through the installation, expelled through the rear semi-circular hole.
Industrial Wind Tunnels
Authors: Ellis D. L. 
Published: August 2016

SummaryThe paper discusses the application of wind tunnels to aircraft design and consideration is given to the potentialities and limitations of types designed specifically for industrial use. Arguments affecting the choice of type, size and speed are stated and a detailed description is given of a particular tunnel which has very steady and even flow with a reasonable turbulence level. This description covers the aerodynamic and engineering design, the electrical driving arrangements and the six-component automatic balance.A description is also given of a new type of high speed tunnel which has recently been put into operation. This is of the simple straight-through type and is driven by a jet engine acting as an ejector pump; the exhaust heat is used to control humidity and prevent condensation in the working section. This tunnel reaches a Mach No. of 0.9 when empty, and over 0.85 with a model in place. The Reynolds No. is 1.6 x 106 for a three-dimensional half model and 5 x 106 for two-dimensional wings.
The Expanding Domain of Aeroelasticity
Authors: Collar A. R. 
Published: August 2016

SummaryBy means of a broad survey of the developments in aeroelastic science during the past ten years and of comparable developments in associated fields, in so far as they involve elastic deformation, the present paper attempts to show how the individual subjects concerned are developing strong interconnections. At one time the subjects were for the most part regarded as discrete entities; now they are developing into component parts of an integrated whole —the dynamics of a deformable aeroplane.It is suggested that in the future it may be necessary to discontinue the present methods of treatment of the component subjects as separate, and to adopt a standard method of attack on the problem treated as a unified whole, especially when adequate computational aids become available. A modified approach, involving an arrangement of the subjects in a frequency spectrum, is also discussed. Some speculations on the elastic provisions which may be necessary in the future are included.
Notes on the Opening Behaviour and the Opening Forces of Parachutes
Authors: O'Hara F. 
Published: August 2016

SummaryAn approximate theory of parachute opening is suggested. A formula is derived for the critical opening speed (the highest speed at which the canopy develops fully) which indicates variation of the critical speed with fabric porosity, rigging line length and so forth, of the order observed in wind tunnel tests. Assuming a simple form for the air flow about the parachute, a formula is obtained also for the rate of opening of a canopy. This enables an analysis to be made of the motion of a store-parachute system during canopy development. The theory confirms the possibility of a large increase with altitude, found experimentally, in the maximum parachute force on the store.
Performance Calculation for Jet-Propelled Aircraft
Authors: Page R. K. 
Published: August 2016

An analytical method is developed for calculating the speed and climb performance of jet-propelled aircraft, given the drag and thrust data. A method is also given for dealing with the effects of compressibility and the results in a typical example are included to illustrate the form of curves obtained.In the past, when dealing with aircraft driven by reciprocating i-c engines and propellers it has not been possible, even on the assumption of the available power being independent of forward speed, to evolve an analytical method of calculating the complete level speed and rate-of-climb performance of the aircraft, because the level speed equation is a cubic, for which there is no general solution, while even a constant speed propeller causes the thrust horse power in the region of the best climbing speed to vary with forward speed in some manner that cannot be expressed as a simple function.
Some Aspects of the Relationship between Airworthiness and Safety
Authors: North J. D. 
Published: August 2016

The purpose of this paper is to attempt to examine the relations between airworthiness and safety.It seems to me that the problem of safety in aviation is fundamentally a problem of human behaviour. The human controlled aeroplane is mechanically extended man. To quote Sherrington“The cerebrum … . comes, … to be the organism par excellence for the readjustment and the perfecting of the nervous reactions of the animal as a whole, so as to improve and extend them. These adjustments … . in higher animals form the most potent internal condition for enabling the species to maintain and increase its dominance over the environment in which it is immersed.”If we exclude the effect of the counter strategies of competition an accident is a measure of the incompleteness of this dominance.
Boundary Layers and Skin Friction in High-Speed Flow
Authors: Young A. D. 
Published: August 2016

SummaryIn this paper an attempt is made to review present knowledge of the subject of boundary layers at high speeds, without delving too deeply into the theory, and to draw attention to the results of practical interest. The introductory remarks describe broadly the special features of boundary layers in compressible flow, namely the existence of both thermal and velocity layers and their interdependence, the sensitivity of the external flow to the layers, and their inter-action with shock waves. The results of importance arising from the theory of the laminar boundary layer and of its stability to small disturbances are then discussed, followed by a summary of the present inadequate state of knowledge of turbulent boundary layer characteristics. It is noted that progress in the latter must await the production of more experimental data. The paper concludes with a discussion of scale effects and the allied problem of boundary layer—shock wave inter-action.
Aeroplane Tail Loads for Longitudinal Manoeuvres
Authors: Smith G. W. , Rea J. B. 
Published: August 2016

SummaryThis paper deals with the application of the Transfer Function-Fourier (T.F.F.) Method to the calculation of longitudinal manoeuvring tail loads for aeroplanes.It has been found that the tail loads computed by this method agree very well with those computed by the standard method outlined in Ref. 1. The main advantages of the T.F.F. method are the time saving and the convenience in handling an arbitrary elevator input. Having once calculated the transfer function between elevator input and tail angle of attack output, it may be used repeatedly to compute the longitudinal manoeuvring tail loads for various arbitrary elevator inputs. This is done by simply expressing the input as a Fourier series and multiplying each term in the series by the value of the transfer function for the corresponding frequency. Then the resulting output series is summed at enough points to obtain a plot of the transient output. This process can be done in approximately one hour of engineering time for each arbitrary elevator input, exclusive of machine calculating time. The machine (usually I.B.M.) calculating time is about half an hour per input. On the other hand, experience has shown that the engineering time required per input by the standard method is approximately forty hours for the first input, and approximately five hours for each additional input.It is concluded that the calculation of longitudinal manoeuvring tail loads by the T.F.F. method is accurate, dependable, especially adaptable to machine methods, and can conveniently handle arbitrary inputs.
Reduction of Flight Test Data From Linear Accelerometers
Authors: Mokrzycki Andrew 
Published: August 2016

The problems discussed in this note refer to the simplest case of the use of linear accelerometers, in which the flight path is in the vertical plane of symmetry of the aeroplane, and the acceleration normal to the path is to be determined.Generally two facts are neglected:–
(i)That the accelerometer senses along an arbitrary body axis ZB (Fig. 1), instead of along the wind axis Z (normal to the path).(ii)That the accelerometer is not placed exactly at the e.g. of the aeroplane but at some point A, having co-ordinates xA and zA in the body axes.
The Development of “Probe and Drogue” Refuelling
Authors: Macgregor P. S. 
Published: August 2016

There have been many proposed, but few practical, methods of refuelling in flight since the first early experiments in 1923, and until some three years ago the only tried and accepted method was the “ looped hose ” system developed since 1934 by Flight Refuelling Limited, and still in use (with British equipment) by the United States Air Force.This system consisted, briefly, in carrying a hose unit with a capacity of some 230 ft. of hose in the tanker aircraft, and a hauling line and windlass in the receiver aircraft. Operators were employed for both tanker and receiver aircraft.To make contact between the aircraft, the receiver operator first trailed his hauling line, with a “ sinker ” weight on the end of it, so that the line curved downwards. The tanker aircraft then flew alongside and a projectile, attached to a “contact line,” was fired from a line–throwing gun, so as to pass the contact line under the hauling line.
Some Aspects of Three-Dimensional Cavity Flow
Authors: Taylor-Russell A. J. 
Published: August 2016

SummarySome experiments concerned with the wake flows of a number of flat plates of low aspect ratio (Fail, Owen and Eyre) have suggested that for large angles of inclination to the undisturbed stream the wake includes a region of recirculation. The present observations include a detailed study of this region, with particular reference to the wake produced by an equilateral triangular plate, and an attempt is made to explain why the recirculatory flow is found only at angles of incidence greater than 35°. The data includes some wind tunnel measurements of force coefficients, static pressure and mean velocity, and observations of the wake flow made in a smoke tunnel and in a water tunnel.
Comments on Some Recent Calculations Relating to the Laminar Boundary Layer with Discontinuously Distributed Suction
Authors: Coleman W. S. 
Published: August 2016

In References (1), (2), Dr. Lachmann develops a method for calculating the growth of the laminar boundary layer over an aerofoil surface with spanwise suction slots placed at intervals along the chord. For this form of control, the laminar flow develops normally from the downstream edge of a slot until it attains the critical Reynolds number (expressed in terms of either the displacement or momentum thickness) at which transition is imminent. The layer then encounters another slot which so thins and stabilises the part not removed by suction, that it is able to continue downstream in the laminar state.A new feature of the above investigation is the establishment of a second critical Reynolds number which provides an initial condition on the downstream side of a slot. Essentially it defines the minimum value of the displacement or momentum thickness for which, in relation to the local surface roughness, there is no danger of transition due to this form of disturbance.