bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Development of the Aircraft Industry in the Union of Soviet Socialist Republics
Authors: Wilford Rizika J. 
Published: August 2016

Progressively less information becomes available from the Soviet Union about the development of its aircraft industry. In examining the material that has been released during the past five decades, much confusion arises in the initial attempts to piece this material together chronologically and to show realistically the development of the aircraft industry in the Union of Soviet Socialist Republics. It seems that much time would be spent before a somewhat realistic picture might be obtained. Therefore, it appears appropriate that a definitive analysis be presented at this time.The industrial development under the Communists in the Soviet Union is, and has been, a direct result of a bureaucratic state-planned economy. Voznesensky points out that the balance of the national economy, which lies in the hands of the State, includes the production and allocation of the social product, the production and allocation of fixed capital, the balance and distribution of man-power, the production and allocation of national income, the balance of money incomes and outlays of the population, and the balance and allocation of material resources.
A Note on the Use of Preferred Number Series in Aircraft
Authors: Conway H. G. 
Published: August 2016

The so-called Preferred or Standard Number Series is neither well-known nor often used in the British Aircraft Industry, perhaps because the series has not been published by the British Standards Institution or any other official body. Its use has much to commend it on the grounds of convenience and standardisation. Just as it is necessary for the international comprehension of science to standardise on basic symbols and terminology, so is it sometimes beneficial that numbers themselves should be widely used in the same manner.The Series is published in France as the Renard Series, and also by the International Standards Association, using rounded off numbers to suit the metric system. The American Standards Association has published an American Standard differing from the I.S.A. table only in so far as certain values are rounded off to reasonable inch figures; included also is a table of more approximate fractional sizes.
Operational Flying
Authors: Torrens–Spence F. M. A. 
Published: August 2016

The title “Operational Flying” gives considerable latitude, although a title such as “Naval Air Operations” would be more descriptive. I propose to spend rather less than half my time talking about operations with which I was personally connected. One reason for this is that my experience of firstline flying did not extend beyond the end of 1941 and therefore can hardly be considered to be of topical interest.After that I will say something on the subject of Naval air operations as a whole. I will also touch on such points as ship-based flying from the pilot's point of view; the way in which the carrier is fitted in as part of the fleet; the relative merits of ship– and shore-based aircraft in different circumstances; the so–called vulnerability of the carrier; and finally, a brief outline of the current types of aircraft in service and. of the capacity of a typical carrier from which they would operate.
The Uses of the ACE Computor
Authors: Goodwin E. T. 
Published: August 2016

When I accepted the invitation to give a lecture on “The Uses of the ACE Computor” my first thought was to ask for the title to be corrected. The “ACE” as such has yet to be built and the machine that has been in use in the Mathematics Division of the National Physical Laboratory is a pilot model. However, to an audience whose chief interest is in aeronautics, the ambiguity of a title including the phrase “Pilot ACE” probably outweighs the advantage of its accuracy.As its name implies, the Pilot Ace was built,at the N.P.L., with the intention of testing out the practicability of various ideas in the design of a full scale automatic computing engine, or ACE as it was called. The over-riding consideration was economy of equipment but, despite the rudimentary nature of the facilities provided on the machine, it was found to be a fast and powerful computor and has been fully and successfully employed for the past three years on a 13 hour basis.
A Note on the Excitation of Vibrating Systems by Gearing Errors
Authors: Johnson D. C. , Bishop R. E. D. 
Published: August 2016

In a recent paper, Yates has shown that it is convenient to distinguish between two main types of stimulus which induce torsional vibration in geared-shaft systems. The first, which is dealt with in detail in the literature, is “force excitation” by which periodic torques act upon the system and throw it into oscillation; for the purpose of this note, it will be convenient to refer to a previous article as dealing with this problem.The second type of excitation to which Yates refers is “displacement excitation.” It may be thought of as arising from errors in the cutting of gears which cause periodic variations in the velocity ratio of mating components. A Hooke's joint which couples two rotating systems which are capable of torsional oscillation would give rise to this form of stimulus.
Undercarriage Developments
Authors: Dowty George H. 
Published: August 2016

The loss in efficiency which arises in connection with present aircraft designs has been dealt with very fully during recent years. It has been shown that the perfect streamline aeroplane would only have a drag of one-third that of a conventional machine. While it is improbable that this ideal design will ever be attained, considerable improvements can be made by refinements in design and careful revision of those items which are the cause of comparatively big losses.Many attempts are being made to reduce parasitic drag and interference effects, for the importance of obtaining increased performance by aerodynamic cleanliness rather than by increased power is apparent.Referring more particularly to the undercarriage component, it can be fairly stated that until quite recently the aeronautical engineer has been more concerned with the provision of a satisfactory undercarriage mechanism than the more difficult problem of providing a low resistance unit.
The Testing of Seaplanes and Flying Boats
Authors: Coombes L. P. 
Published: August 2016

The field covered by the title of this paper is a very comprehensive one, and is too large to be dealt with in a single lecture. Only certain aspects of the subject, therefore, will be dealt with, and very brief reference made to such tests as have been described in other papers.The subject naturally falls into three divisions:—Ground tests, tests on the water, and aerial tests, and it will be convenient to deal with them in this order. The methods of test described are those in use at the Marine Aircraft Experimental Establishment, Felixstowe, the official seaplane testing station, and, as far as is known, these methods are as up to date as those in use in other countries.If it is felt that gaps exist on which information is desired, the inquirer is referred to Squadron Leader England's lecture on “ The Practical Side of Performance Testing of Aircraft,” which was published in the Aeronautical Society's Journal of January 1928, and to other papers which are mentioned.
Aero Wheel Brakes
Authors: Hall Mr. 
Published: August 2016

The trade was only just emerging from the stage when aero wheel brakes were merely adapted forms of automobile wheel brakes, and the aeroplane industry from the point of view of wheel brakes is now in about the same stage as the motor industry was with car brakes six years ago. In this respect the United States is very far ahead of us.The aircraft industry is now realising, however, that the brake needs of an aeroplane have to be specially catered for, and it is to this end that research is being made, the ordinary motor car two-shoe brake being abandoned as inefficient.The lecturer stated that the average reduction in the landing run of machines fitted with the modern Bendix-Perrot brake was 50 per cent., and that the fitting of brakes has the effect of assisting Ground Crew.
Analytical Treatment of Linked Levers and Allied Mechanisms
Authors: Carter B. C. 
Published: August 2016

In systems for transmitting control motion there may be two shafts set in any relative position, each carrying a lever arm, and the ends of the lever arms may be connected by a link having ball ends. In general, the range of working movement for such a system is somewhat limited and the relationship between the angular movements of the two shafts is non-linear.Although for some purposes it may suffice to mock-up the system and determine the motion experimentally, for other purposes analytical treatment may be required. The general solution given below is readily applied to particular cases, which may be simpler.
The Electrical Measurement of Strain
Authors: Redshaw S. C. 
Published: August 2016

The electrical measurement of strain is an art which has been developed gradually over a considerable number of years. It will be realised that the electrical measurement of strain includes the electrical magnification and measurement of a strain indicated by a non-electrical pick-up, such as a mechanical strain gauge, as well as the case of pure electrical measurement in which the pick-up unit itself operates electrically.The principal reasons for the popularity of electrical gauges are their ability to record data at a station remote from the point of application of the gauge, thus allowing gauges to be attached in positions which would be inaccessible for direct measurement by mechanical or optical means, and the high dynamic response of the electric gauge which renders the gauge invaluable for dynamic work.
Note on the Use of Ceramics in Gas Turbine Design
Authors: Foster S. W. G. 
Published: August 2016

In the design of gas turbines, the most important limitation is imposed by the materials of which the combustion chambers, guide vanes, and, most important, the turbine blading are made. Any improvement in the heat resisting properties of the materials used in the construction of these parts will immediately show as an increase in power output.As Major Halford stated before the Royal Society of Arts in a recent lecture on the gas turbine, a gas temperature of 850°C. at the turbine blade will allow a maximum take-off thrust of 15,000 lb. for one unit, running at 6,200 r.p.m.The present temperature reached is around 750°C, this being attained after six years of war-time development. From this it will be seen that unless the metallurgist produces a new alloy, the limit with metal blades will soon be reached. Of course, cooling of the blades could be resorted to, but this brings with it the attendant difficulties.
Progress Towards Hydraulic Serviceability
Authors: Bound R. H. , Conway H. G. 
Published: August 2016

The 822nd Lecture to be read before the Royal Aeronautical Society, “Progress Towards Hydraulic Serviceability,” was given by R. H. Bound, F.R.Ae.S., and H. G. Conway, F.R.Ae.S., on 15th March 1951 at the Institution of Civil Engineers, Great George Street, S.W.I. Major G. P. Bulman, C.B.E., F.R.Ae.S., President of the Society, presided at the meeting and introduced the lecturers, Mr. R. H. Bound, Technical Director of Dowty Equipment Ltd., and Mr. H. G. Conway, Technical Director of British Messier Ltd.To be asked to prepare a paper for delivery to the Royal Aeronautical Society on the subject of the serviceability of a product with whose design the authors are closely associated, offers an excellent opportunity for a critical survey of the field, uninfluenced by commercial considerations and with the realisation that the admission of faults, where present, is essential for constructive consideration of the whole problem.The hydraulic installation of an aircraft is now such an important and integral item of equipment that any steps which may be taken towards improved performance in serviceability would contribute notably to the operational success of transport and military aircraft. The degree of complexity required in modern aircraft hydraulic systems is such as to make impossible a completely fool-proof system. But consideration of factors which keep trouble within very small bounds is of vital importance.
Turbine Compounding of the Piston Aero Engine
Authors: Ricardo H. R. 
Published: August 2016

I have been invited to-day to put forward the case for,the compounding of a piston engine with a turbine, and this I propose to do in very general terms.This is a scheme which we investigated fairly fully, both theoretically and experimentally, some ten years ago, and with which we would have proceeded actively had not the war, and consequent pressure on more immediate problems compelled us, temporarily, to lay it aside.
The Physiological Aspects of Air Safety
Authors: Bergin K. G. 
Published: August 2016

Safety in the air in simple terms means a reduction in the number of accidents. There are many factors which influence air safety, some of which are being dealt with by other lecturers; for my part I propose to consider a vital one, namely, the human link in the mechanism of control of heavier-than-aircraft which, for all practical purposes, is the pilot. However much importance is placed, and rightly, on such factors as aircraft structure and performance, meteorological aids, ground traffic control, and the many other details which are concerned with an aircraft's safety, the ultimate factor in this, as in practically every form of transport, is almost always the human one.Although there may be, and usually are, contributory causes leading up to an accident, subsequent enquiries frequently record an error of judgment on the part of the pilot as being the final precipitating factor.
Lifing of Aircraft Equipment and Instruments
Authors: Tye W. , Cundall H. B. 
Published: August 2016

The practice of removing aircraft items for overhaul at specified periods has gradually extended in recent years, so that most types of equipment and instruments have come to be dealt with in this way. The period between overhauls is often called–somewhat inappropriately–the life of the item and, for the sake of brevity, this is the word used in this paper.The primary object of this procedure is to remove the items for overhaul before defects occur. If this is achieved, two benefits accrue:–
(a)the defect rate is minimised, with consequent improvement to safety.(b)the operator does the work at convenient times at the overhaul base instead of being driven to do work when and where defects occur.
Fatigue
Authors: Cox H. L. 
Published: August 2016

In opening this discussion on fatigue it seems that my first duty should be to state what fatigue is – I wish I knew. Just as Alice knew that if you drank much from a bottle marked “Poison” it was pretty sure to disagree with you sooner or later, so do we know that if a component be subjected too often to too high a load it is pretty certain to develop fatigue cracks sooner or later.It is important to remember that Lewis Carroll was by profession a mathematician, because in a mathematical sense even these heavily conditioned statements should in fact convey a great deal. “Too often to too high a load” infers range of loading, and furthermore it implies a connection between range of load S and cycles N, by which in general N may be expected to increase as S decreases. “Sooner or later” indicates that N is not a unique function of S, and “pretty certain” provides for those pieces which, like certain batteries, obstinately go on long after the others have stopped. Then, lastly “to develop fatigue cracks” is a careful avoidance of a direct reference to failure.
Optimum Conditions for the Operation of Airline Aircraft
Authors: Stratford Alan H. 
Published: August 2016

The Conventional method of assessing the direct costs or the aircraft type costs on a passenger mile or ton mile basis does not necessarily give a sufficient indication of the economic merit of a particular type of transport aircraft. It can be misleading when comparing aircraft of widely different design, and it does not indicate the best routes for effective airline exploitation.The profit margin in relation to the fundamental cost or investment unit of the individual airline must be the ultimate yardstick of transport aircraft selection and this is here analysed with a view to providing further insight into the optimum conditions for potential profits. This study of the subject draws attention to the primary factors involved and suggests a criterion which can be simplified into a form valid for most airline economies.
Two-Dimensional Stress and Inertia Combinations
Authors: Godfrey D. E. R. 
Published: August 2016

A Similarity in properties will be demonstrated between the moments and product of inertia of a lamina and the components of plane stress. It is now a well established fact that in two-dimensional stress theory it is advantageous to use certain combinationsof the stress components.1First, it will be shown that the use of similar combinations of the moments and product of inertia leads to a useful graphical means of obtaining these quantities for awkwardly placed axes and also to some results not normally to be found in the text-books. Secondly, an application to photoelastic analysis is also made.
Some Observations on dr. Coleman's Comments
Authors: Lachmann G. V. 
Published: August 2016

The method referred to in Dr. Coleman's notes was developed with the collaboration of my colleague Mr. J. B. Edwards of Handley Page Research Department. The purpose was to obtain a rational estimate of suction quantities and suction distribution, linked up with measurements of boundary layer profiles and suction quantities on wind tunnel models, and also to assess the effect of a certain degree of roughness of the order to be expected on actual wings. Existing theoretical methods ignore roughness which, however, is a most important parameter not only in wind tunnel tests, but also in flight at higher values of the unit Reynolds number; surface roughness obviously limits the intensity of suction which can be applied at a spanwise suction strip.It was intuitively assumed that the removal of fluid by suction was equivalent to cutting off the lower portion of the boundary layer profile at the upstream edge of the suction strip and that a rapid re-adjustment of the boundary layer profile within a short distance took place.
Estimation of the Fatigue Life of a Transport Aircraft
Authors: Walker P. B. 
Published: August 2016

SummaryA simple formula is presented for the safe life of an aircraft under reasonably good operating conditions from the standpoint of wing fatigue. Gusts are treated as the main factor in determination of fatigue life, though other factors are allowed for as being secondary. Before the formula can be used a simple fatigue test is required on critical components, and is repeated several times to establish variation of nominally identical specimens. The loading cycle for this test corresponds to a sequence of up and down gusts of 8 ft./sec. equivalent velocity. The life obtained is termed the “Standard Life” and corresponds to normal operating conditions on European air lines. Reservations in the use of the formula and correction for other operating conditions are discussed in general terms.
Maintaining Airworthiness in Operation
Authors: Hardingham R. E. 
Published: August 2016

The Eighth British Commonwealth and Empire Lecture was given by Mr. R. E. Hardingham, O.B.E., F.R.Ae.S., M.S.L.A.E., before the Royal Aeronautical Society on 2nd October 1952 at the Institution of Mechanical Engineers, Storeys Gate, S.W.I. The audience included a number of distinguished guests, among them visitors from overseas and representatives of the Divisions of the Society.Mr. G. H. Dowty, F.R.Ae.S., President of the Society, at whose suggestion the British Commonwealth and Empire Lectures were started in 1945, presided over the meeting. After welcoming the guests Mr. Dowty introduced Mr. Hardingham, outlining his career briefly. Mr. Hardingham was one of the original apprentices at the Royal Aircraft Establishment and in 1921 joined the de Havilland Aircraft Co. Ltd. Later he served for three years with the Air Ministry during which period he was associated with the Aeronautical Inspection Directorate and the Directorate of Technical Development. He joined the Air Registration Board on its formation in 1937, becoming Principal Surveyor in 1945. In 1947 he was appointed Secretary and Chief Executive and that same year became an Officer of the Order of the British Empire. Mr. Hardingham has represented the United Kingdom at a number of International Conferences.
The Design and Construction of Airfield Pavements
Authors: Tomlinson M. J. 
Published: August 2016

Before the Second World War there were few airfields in Great Britain with paved runways.The grassed flight strips of the pre-war years could carry the wheel loads of the aircraft then in use with little maintenance, other than grass cutting and rolling clinker or stone into local soft patches. From 1939 onwards, the increasing weight of aircraft, and more intensive flying, made it necessary to construct airfields with paved runways to permit operation in all weathers.From 1939 to 1945, 444 airfields were constructed with paved runways for the Royal Air Force at a cost of £200,000,000, excluding the cost of building construction. Since 1945 the emphasis has been upon airfields for civil use, and the great airfields at Idlewild, Boston, Johannesburg and London Airport have been built.
Oscillatory Occurrences in Ball Bearings
Authors: Frenkel M. S. 
Published: August 2016

In this paper it is shown how, in an angular contact ball bearing, the motion of a ball depends on the dimensions, loading and speed of the bearing. In general, ball motion in an angular contact bearing differs from the simple motion usually visualised by including oscillatory occurrences, shown here analytically, graphically and visually. These oscillatory occurrences are shown to lead to premature fatigue of the bearing metal, as a function of the speed of rotation, thereby imposing the present limitations on maximum speed and “ life.”It is further shown that only when the dimensions of an angular contact ball bearing are related in a certain way, a motion is produced in which the oscillatory phenomena are eliminated. These relations are given as functions of loading and speed in a system of equations and limiting conditions (hereafter referred to as “ Relations of the Dimensions ”).
Ram-Jets
Authors: Jamison R. R. 
Published: August 2016

Ram-jets in Great Britain have, until now, been associated with Guided Missiles and, for this reason, tight security regulations have been in force. In fact, it is only recently that it has been possible to talk about ram-jets at all. Even now, quite a number of features in these engines are classified and, for this reason, some portions of this paper may appear perhaps a little thin and inconclusive, but I have done my best to discuss the subject as fully as possible.It is now generally known that the work of the Bristol Company has led to the adoption of the Thor ram-jet engine for production by the Ministry of Supply but security restrictions remain and in this lecture I have drawn upon general experience and thoughts in this field and avoided giving information directly related to a particular engine. In these circumstances, of course, the choice of any operating condition for the purpose of giving form to the lecture has had to be a purely arbitrary one.