bluuebunny/crossref_metadata_2025_split huggingface dataset:
Distribution of Jet Streams at 200 mb. in the Middle East
Authors: Crossley A. F. , Parkinson I. N. 
Published: January 2010

1. INTRODUCTION. The distribution of jet streams over the North Atlantic, Europe and the Mediterranean for the two years 1957–8 was described in an earlier paper (Crossley, 1961); the present paper extends the study to the area which is here referred to somewhat loosely as the Middle East —it extends between latitudes 40° N. and 10;° N., and from longitude 30° E. to 90° E. in the north but to only 65° E. in the south (Fig. 1). The aircraft trunk routes intersecting this area include those from the Eastern Mediterranean across Arabia and the Persian Gulf to West Pakistan and north-west India.The jet streams which affect the Atlantic-European area in the upper troposphere are mostly of the ‘polar’ type with a core in the neighbourhood of 300 mb. so that they can be conveniently located as a rule on the contour charts for 300 mb.; in the Mediterranean region and in the corresponding latitudes of the North Atlantic the westerly subtropical jet stream is also concerned and charts for both 300 and 200 mb.
Inertial Navigation System Testing 1967
Authors: Amacker J. Z. 
Published: January 2010

The Central Inertial Guidance Test Facility (C.I.G.T.F.) at Holloman Air Force base, New Mexico, has the responsibility for testing all aircraft inertial navigational systems, aided and unaided, for Department of Defence applications. From 1963 to the present, ten systems have been evaluated. The experience derived from past test programmes has always been valuable to the C.I.G.T.F. engineers in the design of increasingly sophisticated programmes.This paper retraces some of the experience of the C.I.G.T.F. in its inertial navigation system testing. Test philosophy, objectives and approach are discussed briefly. Flightpath design, radar coverage, range instrumentation, aircraft instrumentation, data reduction and analysis of system performance are then considered. In addition, some mention is made of the test programmes presently being designed, and the technical problems of INS evaluation that the C.I.G.T.F. is now attempting to resolve. Because of the breadth of subject material, ideas are presented mostly at the concept level. Technical details are contained in the references.The C.I.G.T.F. test method is to fly the test specimen within the coverage of the FPS-16 radars or other instrumentation of the White Sands missile range. An airborne tape recorder records where the system ‘thinks’ it is, along with a range reference time signal (irig-b). Likewise, the FPS-16 radar site records where the radar ‘knows’ the aircraft is, referenced to the same time base. Post-flight data reduction compares the outputs of system and reference at each sample/time, and forms an error plot of the differences in position in each channel. This is the basic error data used to describe system performance.
The Automation of Ships' Navigational Systems
Authors: Ph. Nœtinger  
Published: January 2010

It is now two years since a working group set up under the direction of the French Institute of Navigation at the instance of the Secretariat d'Etat á la Marine Marchande delivered a report which was the fruit of a thirteen-months study of the various possibilities of bridge-automation for commercial shipping.The terms of reference of this study embraced a ship all of whose essential functions were under the control of a central computer, the system, briefly including:A dead reckoning loop (ship computer dialogue);A heading speed conversion loop (officer computer dialogue);An observation calculation loop (officer computer dialogue);An anti-collision control loop (radar computer dialogue).Naturally since this was a formal study, the most complete and complex case was examined, and the approximate cost of the data-handling equipment for such a ship was estimated to be of the order of two million francs.
Direct Communication with Radar Identified Shipping
Authors: Arkieson I. 
Published: January 2010

When radar is used at sea as an aid to collision avoidance, the necessary information has to be obtained by maintaining a plot, which, however, can only offer the average course and speed over a passed time. It is not a reliable prediction of future actions, so that to make too long an extrapolation from a plot is hazardous. It might in some circumstances be better if a ship could be called up by radio and asked her intentions, though this requires first a knowledge of her identity and call sign.This paper outlines a system of communication that would make it possible to call a ship (fitted with the necessary receiving equipment) initially located only by range and bearing, to obtain the identity of the ship and establish courses, speed and intended actions, and if necessary, radio call signs and calling frequencies. The messages passed by a ship would be recorded automatically. It is proposed that the system should have an operating range of 15 miles, though this does not represent a limit to the range possible. There are objections perhaps to trying to get out of a mutilateral situation of danger by bilateral agreements, and at least one school of thought would hold that the danger is likely to be increased by relying on communication. Nevertheless the system described here holds considerable interest and might, as the author suggests, serve other purposes at sea.
Brain Function in High-speed Navigation
Authors: Gooddy William 
Published: January 2010

Disasters result from the breakdown of navigational faculties. Those concerned with the ‘practical’ aspects of navigation naturally assume a standard and infinitely flexible nervous system by which the individual can adjust to the stresses created by great speeds in the absence of habitual sense information. This paper outlines the nervous basis of adjustment to environment (personal navigation), the forms of breakdown in disease, and the nature of hallucinations. Some forms of disturbing experiences likely to be felt in modern navigation are predicted and explained. Such problems are seen as integral matters of aviation planning, design and practice.‘The main aim … is to enable interested persons with quite different backgrounds of knowledge and experience, to come together and consider collectively a subject of common interest from their various standpoints.’(A. M. A. Majendie, ‘The Significance of Blunders’, this Journal, 12, 28.)
Air and Sea Tests of the Dectra Radio-navigation System
Authors: Powell Claud 
Published: January 2010

The object of this paper is to summarize the results of air and sea trials that have been obtained in the first two years' operation of the experimental Dectra chain in the North Atlantic area. Reference is also made to observations at fixed monitor stations, and briefly to the Dectra data link for air-to-ground transmission of the Dectra fix.Dectra, which stands for ‘Decca Track and Range’, is a long-range position-fixing system derived from the Decca Navigator. Early in 1957 two of the three transmitting stations forming a Dectra chain designed to cover the North Atlantic air routes were put into operation and flight tests began in March of that year; in the following October, air trials started using all three transmissions. Various tests at sea have also been carried out, although on a much less extensive scale than those in the air.
Clarifying the Rules of the Road
Authors: Hilder Brett 
Published: January 2010

The primary Rule of the Road at Sea is to keep to the right in practically all cases. The single exception which comes to mind in regard to fully manœuvrable vessels under power is overtaking in a narrow channel, when the overtaking vessel should keep to port and take the risk of meeting any on-coming traffic, like the working rule on the roads ashore. The alternate use of true direction as a frame of reference at sea, suggested by Lieutenant-Commander N. L. Fendig, U.S.C.G. in this Journal (October 1958) would lead us from simplicity into confusion. The same confusion would apply ashore if the roads were marked with compass courses, and vehicles were to give way to eastern traffic, which would sometimes be on the right, and sometimes on the left hand.The notes by Commander Clissold, R.N.R., under the above heading in the same Journal, are both sensible and workable, but hardly stimulating in nature, as they deal with tedious detail like the rules themselves, without calling for a new outlook. I find the basic Rule of the Road beautifully clear compared with the pages of exceptions and details, most of which show no correlation with each other, or to the basic rules. While I believe that the present rules are the best possible for fully manœuvrable powered vessels, those concerning vessels of limited movement are complicated with confused detail lacking a clear cut system based on relative manœuvrability.
The Pelorus
Authors: May W. E. 
Published: January 2010

In 1854 a bearing plate was invented by Matthew Curling Friend and William Browning to facilitate the taking of bearings where the compass was inconveniently situated for observation.Friend was born at Ramsgate on 21 January 1792 and entered the Royal Navy as a First Class Volunteer at the age of 14½. Though continuously employed in ships, which carried him to Africa, the West and East Indies and to China, he does not seem to have caught the eye of his superiors for he did not obtain his lieutenant's commission until February 1815. He subsequently served in the Bucephalus, 32, one of the ships which escorted Napoleon Bonaparte to his exile at St. Helena. While on board the Bellerophon in Plymouth Sound, waiting for the great powers to decide his fate, the fallen emperor used to exhibit himself daily at the gangway and the populace came out in boats and thronged round to see him. On the day that he was transferred to the Northumberland for his yoyage there was an even greater press of boats than usual and one was capsized, throwing its occupants into the water.
Operational Factors and Operational Yields
Authors: Parker E. , Le Page L. S. 
Published: January 2010

It is helpful at an exhibition to have a catalogue of the items on view. As this symposium is in effect a display of the operational aspects of marine radar, it may be of value in this paper to attempt to catalogue these aspects. They can be divided into two groups as follows:A. The aspects that determine the effectiveness of marine radar (the siting of the scanner and the operating policy followed, for example). These we propose to call the OPERATIONAL FACTORS.B. The benefits obtainable from marine radar (i.e. those aspects that may be said to measure its effectiveness—the time and worry saved, for example). For these we suggest the term OPERATIONAL YIELDS.
The Accuracy of Wind Finding by the 3-Course Drift Method: A Statistical Analysis
Authors: Stansfield R. G. 
Published: January 2010

This paper describes how it was found possible to estimate the accuracy, under operational conditions, of navigators' wind-determinations by the 3-course drift method. This was done by studying the self-consistency of the set of three drifts logged by the navigator; the technique which was developed, using the size of the circle inscribed in the ‘triangle of error,’ can be used expeditiously by persons with no special training. This technique is applicable to other position line problems. Of the total inaccuracy of the winds found by the navigators, three quarters was contributed by the errors of observation of the drifts, and one quarter by the process of deriving the wind from the set of drifts, using the Dalton Computor.The validity of the method was checked by comparing wind measurements by the 3-course drift method with the value obtained from Air Position Indicator readings taken in the course of practice bombing exercises; the accuracy of the latter value was also estimated from internal consistency. The check was satisfactory; and in particular, contrary to widely held belief, showed that the navigators did not systematically underestimate drift angles.
Radar Leading Patterns
Authors: Parker E. 
Published: January 2010

In the discussion on Blind Estuary Pilotage held by the Institute on 18 June 1948, the writer (see Journal, Vol. 2, No. 1, p. 60) put forward the suggestion that the well-known principle of radar shadowing could be used to provide accurate leading patterns for ships navigating straight channels or harbour entrances. Two possible patterns of this sort are illustrated in Figs. 1 and 2.The pattern shown in Fig. 1 uses six ‘targets’ and two ‘screens’ and would be suitable for any channel wider than about 200 yards. The channel illustrated is meant to be about 200 yards wide, and the configuration of the pattern—though not the dimensions of the targets and screens—is drawn to the same scale.
The use of two Decca chains to obtain accurate fixes at long ranges
Authors: Cottle A. R. 
Published: January 2010

This paper deals with the improvement to be gained by using position lines from two Decca chains to obtain a fix in areas where a single chain fix is liable to extensive errors.Recently The Decca Navigator Company, with the cooperation of the Admiralty, undertook a series of trials between Scotland and southern Norway, using the English and Danish chains of stations outside the normally used coverage of either chain. The results obtained were highly satisfactory and an account of them is given in this paper.
Vertical Navigation Requirements for S.S.T.
Authors: Davies W. P. , Jeffery C. B. , Polhemus W. L. , Ursel L. V. 
Published: January 2010

This paper presents some preliminary conclusions about navigation requirements for supersonic aircraft, in particular those which relate to management of the aircraft along its vertical flight path.The conclusions are based on an evaluation of some 200 computer-simulated flights of the mach 2 Concorde. The simulation contained models of real-world atmospheres for polar, temperate and tropical latitudes taken from actual upper-air observations and integrated over selected great circle routes used in the study.The computer programme was designed to permit three kinds of flight schedule: operation according to the manufacturer's recommended mach-altitude profile, operation with respect to a set of arbitrary A.T.C. profiles, and operation along an optimum-energy profile. The results permit us to suggest objectively, performance capabilities, airspace requirements, and limiting conditions which are essential factors in specifying the vertical requirements.
Air Traffic Control Procedures in a Parallel Track System
Authors: Villiers J. , de Barbeyrac J. 
Published: January 2010

In this paper M. Villiers, Ingénieur en Chef de la navigation aerienne, and M. de Barbeyrac, of the Société d'Etudes des Systèmes d'Automation, discuss the application of a satellite monitoring system to A.T.C. procedures.The paper first discusses control of lateral separation under the headings of present navigation accuracy over the North Atlantic and by a satellite monitoring system. It goes on to discuss control of longitudinal separation with and without monitoring, and finally discusses intervention procedures and aids.The writers conclude that it is possible with a mathematical model to establish a general relationship between the performance of aircraft navigation systems and a monitoring system on the one hand, and the lateral and longitudinal separation of aircraft and the mode of A.T.C. action on the other. From this relationship the number of A.T.C. interventions can be computed and it appears that the reduction of separations resulting from a satellite monitoring system will fit such a system to the forecast air traffic beyond 1975. In addition, the requirement for voice communication, specific to A.T.C., would be extremely limited. The paper was presented to the S.S.T. Working Group, sponsored jointly by the French, German and British Institutes of Navigation.
The Operation of Hovercraft
Authors: Colquhoun L. R. 
Published: January 2010

In this paper, which was presented to the Institute at an Ordinary Meeting in London on Wednesday, 14 February, the Managing Director and Chief Operator of Hoverlloyd describes his company's experiences in operating hovercraft across the Channel and its hopes with regard to the 250-passenger SR.N4. The characteristics of hovercraft and their implications for navigation are described.Cross-Channel operations in SR.N6 hovercraft. In 1965 the Swedish Lloyd and Swedish American shipping groups placed an order for two SR.N4 hovercraft for introduction to the cross-channel route in 1968 and 1969. As a prelude to this service, an order was placed for two SR.N6 machines with which the parent companies intended to operate a pilot service between Ramsgate and Calais during the summer months of 1966 and 1967. These craft were delivered in the spring of 1966 and have now completed two years' activity, not only in the cross-channel field but in all spheres of commercial hovercraft activity.
Synoptic Ice Maps of the Meteorological Office
Authors: Tunnell G. A. 
Published: January 2010

For a considerable time fishing vessels, merchant ships, long-range forecasters and oceanographers have needed up-to-date sea ice information. This paper describes how the heterogeneous mass of ice information combined with the very thorough climatic analysis now available has been used to produce for the first time an up-to-date picture of the entire distribution of ice in the Polar Basin and areas adjacent to the Atlantic Ocean.For over a century a function of the Marine Division of the Meteorological Office has been the recording of Arctic and Antarctic sea ice, particularly since the Titanic disaster. However, the comprehensive hemispherical ice maps produced internationally have been several years in arrears. Ice information supplied to ships was therefore usually based on average conditions which suffice for planning well ahead or on long-range weather forecasts where it is necessary to follow ice development closely. It was decided in 1959 to organize a synoptic ice map with up-to-date ice and sea temperature information. Ice being more conservative than the weather, a map produced every ten days has proved to be sufficient.
Collisions in the River Scheldt
Authors: Netherlands Pilots' Association  
Published: January 2010

On 30 March 1966, Captain A. Wepster, of the Holland-America Line, presented a paper to the Institution on collisions in Western European rivers. Through its publication in the Journal it had considerable impact on opinion abroad and in particular in the Netherlands where it became popularly known in nautical circles as the Wepster Report.The Netherlands Pilots’ Association invited its nautical committee for the areas most concerned to investigate the findings of Wepster's paper and it is their report which is presented here.The Wepster Report is a general discussion of the dangers and problems of navigation on the five main navigable rivers of Western Europe. It attempts a critical investigation into the causes of the decline of safety on these rivers and a good deal of attention is paid to the working methods of pilots and of the various institutions charged with organizing river traffic. Captain Wepster concludes his lecture with the remark: ‘… it is now to be hoped that others will throw some light upon it from another angle.’
The Schuler Pendulum and Inertial Navigation
Authors: Stratton A. 
Published: January 2010

F. C. Bell in his contribution raises most interesting philosophical questions. In commenting on them, I will refer to a recent translation (Navigation U.S.A., 14, 26) of Schuler's paper and use the same notation.The impossibility of distinguishing by any physical measurement between a gravitational force and the inertial reaction force of an accelerating frame of reference is fundamental. In Fig. 1 our observer in an enclosed laboratory is observing the compression of a linear spring supporting a ‘proof mass’ m (he knows the natural uncompressed length of the spring).
Reversal of the Traffic Flow in the Dover Strait
Authors: Oudet L. 
Published: January 2010

Some publicity has recently been given to a new plan proposed by Trinity House and the Honourable Company of Master Mariners for the separation of traffic in the Dover Strait. This would reverse the direction of flow established by Imco in 1967 according to which the main streams of traffic between the Channel and the North Sea keep to the right.The authors of the scheme suggest that the number of collisions in the Sandettié-West Hinder area has increased dangerously since 1967 because of an unforeseen increase in the size, draught and speed of ships. Their aim is to prevent, in this area, crossings between traffic coming out of the Scheldt and traffic bound for Rotterdam, Germany, Scandinavia and the Baltic.
Spherical Triangles with Integral-degree Parts
Authors: Sadler D. H. 
Published: January 2010

In certain esoteric mathematical and computing circles there is, or used to be before the advent of the electronic computer, an interest in near-integral solutions of incommensurable problems. Apart from aesthetic considerations such solutions can have valuable applications in the checking of methods of computation; this is the excuse for the following note.The investigation from which it arises was itself a by-product. As part of the British contribution to the newSight Reduction Tables for Marine Navigation(H.O. 229 in U.S.A.; H.D. 605, in the United Kingdom) it was necessary to examine carefully each of the approximately 20 million figures in the six volumes; although the setting was computer-controlled and numerically checked, only visual examination could detect indistinct or broken figures. Such examination is extremely arduous and calls for great powers of concentration if its purpose is not to be wasted.
The ‘Universal’ Sea and Air Navigation Tables and the a and b Almanac
Authors: de Aquino F. Radler 
Published: January 2010

The position of a point on the surface will then be expressed by two spherical coordinates: namely, ist, the distance of the point from the primitive circle measured on a secondary; 2nd, the distance intercepted on the primitive circle between this secondary and some given point of the primitive circle assumed as the origin of coordinates.—William Chauvenet,Manual of Spherical and Practical Astronomy(1896).On 16 May 1870, exactly eighty years before this paper was written, Lord Kelvin, then Sir William Thomson, worked out an epoch-making example of how to find the hour angle and azimuth of a heavenly body by inspection, in order to facilitate the use of Captain Thomas Sumner's method at sea. His work was published one year later in theProceedings of the Royal Society, and in it he describes a page of his new Tables for Facilitating Sumner's Method at Sea. These tables, comprising nine pages, were made public on 11 November 1875 and were published in London in May of the following year; from them have been derived all modern navigation tables based on right-angled spherical triangles. Kelvin then used, for the first time, Greenwich hour angle in arc and assumed latitudes and longitudes. (The writer has himself used G.H.A. in arc since 1902 and assumed positions since 1908.)