bluuebunny/crossref_metadata_2025_split huggingface dataset:
Computing the motion of spinning finned projectiles
Authors: Thomasson P. G. 
Published: July 2022

AbstractThe inertia characteristics of symmetrically finned projectiles are shown to be invariant of roll angle. This special property is used to derive ‘despun’ equations of motion so avoiding the rapid rates of change associated with the use of body fixed axes. By exploiting the special inertia and aerodynamic characteristics of symmetrically finned spinning projectiles it is possible to reduce the computer solution time required for long down range calculations. By combining the system with the use of quaternions for attitude determination, firings at high elevation can also be accommodated. A speed up by an order of magnitude is observed for the example of a 40mm shell.
The aerodynamic interaction at the junction between a forward-swept wing and a plate
Authors: Arnottt A. D. , Bernstein L. 
Published: July 2022

AbstractA study has been carried out of the aerodynamic interference flow arising at the junction of a cambered, swept-forward wing and a flat plate on which a fully-developed turbulent boundary layer approached the junction. CFD predictions of the pressure field in the junction region were carried out. Flow visualisation tests and surface pressure measurements over a wind-tunnel model were conducted at incidences from -3° to +9°. With the wing at zero incidence, a single-tube yawmeter was used to explore the flow around the leading edge of the junction arid an X-wire anemometer to examine the mean velocity and turbulence fields in the streamwise corners and at the trailing edge. The Reynolds number of the tests, based on the streamwise chord and a free-stream velocity of 30ms-1, was 1·03 x 106.At low incidence, a very weak separation occurred in the plate boundary layer, a very short distance upstream of the junction. However the oncoming stream converges into the junction, appearing to confine any vortical motion at the leading edge to within a very thin layer below the closest point of measurement to the plate. Rudimentary vortical flow developed slightly downstream of the leading edge, but dissipated further downstream. Although weak vortices were measured in the trailing-edge cross-flow plane, these were attributed to separations just upstream. The turbulence activity in the streamwise corners was found to be surprisingly low, especially on the compression side of the junction. Estimates of the skin-friction showed that it was lower over the majority of the trailing-edge crossplane than in the plate boundary layer upstream of the junction. At higher incidences, flow visualisations revealed severe stall in the junction, with large three-dimensional recirculating regions forming.
On the aerodynamic characteristics of thin slab delta wings at hypersonic speeds — part 1: interference of lee side bodies
Authors: Ramesh R. , Ramaswamy M. A. , Vasudevan B. , Prabhu A. 
Published: July 2022

AbstractAn experimental investigation on the interference effect of lee-side balance housing bodies on the longitudinal aerodynamic characteristics of thin slab delta wings has been made using a special and novel thin three-component balance. This study has been conducted using wings with a t/c of 0.053 and sweep of 76°, 70° and 65° for three different lee-side bodies viz:Body (A), Body (B) and Body (C) of which Body (C) is the smallest. The testing was carried out at Mach number of 8·2, Reynolds number of 2·13 ˘ 106 and incidence of –4° to 12°. For the smallest body (Body (C)) tested, at the incidence at which this body first goes into the aerodynamic shadow of the wing (α = 6·5°), the difference in CN, CA, CM and L/D between the wing-body and the plain wing is around by 22%, 12%, 75% and 35% respectively. This difference decreases with increase in incidence and at the highest angle-of-attack up to which testing was done (α = 12°), the. corresponding values of CN, CA, CM and L/D are around 9%, 12%, 15% and 4% respectively. Contrary to the assumption in the literature pertinent to force measurements on thin slab delta wings, the interference of the lee-side bodies are found to be appreciable even after they come into the aerodynamic shadow of the wing.
50 years of turbomachinery research at Pyestock — part one: compressors
Authors: Dunham J. 
Published: July 2022

AbstractThe two parts of this paper summarise the turbomachinery research
undertaken at Pyestock during the 50 years since the National Gas Turbine Establishment was formed in 1946. The theoretical and experimental activities are described, and their influence on UK military and civil aero engines is assessed. The way in which NGTE supported non-aeronautical gas turbines is also explained. Part one provides a general introduction and then covers compressors.
Aerodynamic characteristics of lambda wings
Authors: Woods M. I. , Wood N. J. 
Published: July 2022

AbstractThe results of wind tunnel tests carried out on a semi-span ‘lambda’ planform model with leading and trailing edges swept at 40° are presented. The planform investigated has been specified as having features likely to be encountered on future ‘ow observable’ aircraft. Balance data has been acquired to angles of attack beyond stall for both forward and reverse flow orientations. Dynamic calibration of surface pressure tappings has allowed both time-averaged and unsteady pressures to be measured over the entire upper surface of the wing. Unsteady pressure time histories have been analysed in the frequency domain to identify their spatial resolution, dominant frequencies and associated magnitudes.In forward flow conditions, maximum buffet is observed between the primary attachment of the leading edge vortex system and the vortex core. The dominant buffet frequency is shown to be dependant on the chordwise location, incidence and free stream velocity as expected. A second coherent buffet frequency has been identified in the region of high buffet over a wide range of operating conditions. Inboard of this region a third dominant frequency has been observed. This is of an intermediate frequency and varies in a similar manner. A simple mechanism has been proposed to explain both the spanwise RMS distribution and the presence of a number of coherent buffet frequencies.
Co-operation and Diversification
Authors: Strang William J. 
Published: July 2022

This paper is intended to illustrate some of the new features of design management which are likely to be particularly important for the large, high technology organisations.The two subjects that have been chosen for discussion are co-operation, both national and international; and diversification. The need to consider both of these subjects arises from the same cause; the general economic climate and the increasing complexity and cost of high technology projects. The complexity and more particularly cost mean that no one organisation or even country will tackle them alone—hence the need for co-operation.
Aspects of system procedure development for Concorde and future aircraft
Authors: Hobbs J. D. 
Published: July 2022

The aim of this paper is to trace the evolution of the flight documentation of Concorde, with special emphasis on crew operating procedure, and to make some generalised predictions of the impact of recent technology on the methods of operating aircraft in the future.The overall process of Concorde certification has been described elsewhere, the aspect with which we are concerned here being the approval of the aircraft’s operating procedures. The generation of these procedures is an involved process, one which started for Concorde in December 1967, with many possible difficulties foreseen in the aircraft operational sphere and neither of the prototypes having flown.
Future trends in aero gas turbine design—Conventional engines
Authors: Denning R. M. , Miller S. C. , Wright G. H. 
Published: July 2022

Three qualities come to mind as seeds for success in civil aircraft engine design over the next two decades—care, optimism and judgement; care to exploit and extend the technology of the high bypass ratio fan engine, optimism to continue to seek apparently unconventional concepts, and judgement to identify the opportunities when each should be applied.This paper accepts this definition of the engine designer's choice and reviews a range of possible trends, some more likely than others. It is in two parts. The first, entitled ‘Conventional Engines', concentrates on the family of high bypass ratio single stage fan engines which has become established as the preferred design for application to aircraft cruising at high subsonic Mach numbers.
An appraisal of present and future large commercial hovercraft
Authors: Wheeler Raymond L. 
Published: July 2022

It is only fifteen years since the hovercraft principle and early configurations were first described in Ref. 1. Since then, we have seen the development of a wide range of craft and many applications in both civil and military roles.This paper gives a brief review of the performance capability of the Mountbatten Class SR.N4 amphibious hovercraft which are currently operating on the English Channel ‘short sea’ routes and indicates the improvements anticipated from a simple but substantial lengthening of the craft. A contract has now been signed with British Rail to lengthen both of their craft, and design and manufacture work is now in progress. The first craft returns to BHC in December 1976 and will be back in service in its modified form by December 1977.
Aeroelastic stability and control of an oblique wing
Authors: Jones R. T. , Nisbet J. W. 
Published: July 2022

Aerodynamic properties of oblique wings have been studied intensively at NASA Ames Research Center and also by the Boeing Commercial Airplane Co. Figure 1 shows the design proposed by Boeing for a 200 passenger transport intended to fly in the transonic speed range; the design employs an oblique wing of high aspect ratio.One feature of the oblique wing design that has not been fully documented is its aeroelastic stability. Since the oblique wing has one panel swept forward and the other swept back, it is perhaps natural to try to relate its behaviour to well known phenomena associated with conventional swept-forward or swept-back wings. This approach would lead one to expect aeroelastic divergence of the forward wing panel.
Non-active nutation damping for single-spin spacecraft of all mass distributions
Authors: Tonkin S. W. 
Published: July 2022

The purpose of this paper is to describe a new component for spacecraft. The subject is not quite new in that the author presented a paper (Ref. 1) on the subject this year.The original idea for the device came from thoughts about an extension beyond the terms of reference of a study contract. After a proposal had been made it became apparent that Cloutier of Hughes Aircraft had made a remotely similar proposal, but apart from its mention in some letters, no publication has been seen by the author.
Costs and decision making
Authors: Wimpenny J. C. 
Published: July 2022

The preceding symposium papers have indicated the saleable developments on offer in the constituent parts of the civil transport system and their collective impact in aircraft project terms is covered in the paper by Brown and Lawson.As the aircraft industry matures performance gains come less readily and costs have become a much greater determinant of progress. This paper therefore considers some of the fundamentals of cost reduction. This topic cannot be considered in isolation; cost reductions must be balanced against product effectiveness and there are major interactions between possible cost levels and sales volume. Thus, it is necessary to treat the subject in the broader framework of commercial viability. This paper attempts this task. It starts with the more direct cost questions, considers market interaction factors and concludes on a positive note by a critical review of the investment decisions needed, many of which are urgent and of critical importance to the future of the industry.
The calibration of a surface static tube
Authors: Sproston J. L. , Göksel Ö. T. 
Published: July 2022

The usual method of determining the static pressure distribution about a model under test often relies on guessing the required positions of the static holes before the form of the distribution is known, and subsequently adding further holes to the model where particular interest may arise. This technique can clearly prove both tedious and expensive.Therefore interest lies in the accuracy of representation of static pressure obtained from a static tube lying on the model surface.
The Common Market and Australia's external aviation policy
Authors: Poulton Harold W. 
Published: July 2022

On 13th November 1945, my distinguished countryman, Sir Hudson Fysh, KBE, DFC, delivered the first British Commonwealth and Empire Lecture inaugurated by the Royal Aeronautical Society. Significantly, in 1957 the title of this lecture series was changed to “The British Commonwealth Lecture”. Sir Hudson chose as his subject “Australia in Empire Air Transport”.I feel deeply honoured to have this opportunity to contribute to the very considerable accumulation of knowledge which this series of lectures represents. My topic, despite the difference in title, is really a continuation of Sir Hudson's theme, with the advantage of an additional twenty-five years of hindsight.
Fighter testing—spin test or spin prevention test?
Authors: Rutan Burt 
Published: July 2022

One of the severest operational limitations of a fighter is high angle of attack. I would like to discuss a philosophy of requirements on approach to testing and aircraft improvement. I will also summarise the results of the recent USAF, F-4E Stall/Near Stall Investigation.For review, consider the classic approach used to testing at high angle of attack. All fighters are stall tested, i.e. a determination of handling qualities is made up to maximum usable lift. This, of course, also involves determination of natural stall warning, stall speeds and stall recovery techniques. Testing at angles of attack above maximum usable lift is generally delayed until a spin test programme is accomplished.
On sonic boom avoidance
Authors: Batdorf S. B. 
Published: July 2022

In a recent paper (Ref. 1) Dr. Hilton proposed the use of manoeuvres for creating zones of “no boom” which could be employed to protect cities situated along the flight path of a supersonic aircraft. The basic idea was to make use of the fact that curved flight causes a local focus of shock waves and that, in regions closer to the centre of curvature than this focus, shocks do not form.In investigating this intriguing suggestion, the author found it advantageous to abandon the Huygens-type construction used by Hilton and employ in its place a technique which permits plotting the shock front directly. In applying this approach to manoeuvres of the type proposed for shock avoidance, regions of single, double and even triple shocks were found, but no shockless region. The method used and the results obtained are outlined briefly in the following sections.
The flexibility matrix for an “exact” torsion-bending finite element
Authors: Bolland G. B. 
Published: July 2022

A finite element which allowed warping constraint effects in open tubes to be taken into account was developed in Ref. 3. Because of the assumption of linear variation of the warping constraint direct stresses along the length of the element its flexibility matrix was very simple, but approximate.In this note the flexibility matrix for an “exact” element is derived which will give results which coincide exactly with those obtained from the theory given in Ref. 1. It is assumed that the applied torque and cross-sectional properties do not vary along the length of a given element, but variation from element to element is, of course, possible.
The use of model building in a production environment
Authors: Fleming D. , Laing R. M. 
Published: July 2022

Rolls-Royce aero engines are used by 200 airlines, 300 corporate customers and 77 armed forces. To date 34 000 aeroplane engines have been built and, in the time that it has taken you to read this far, 10 aircraft propelled by Rolls-Royce engines have taken off.The business is located in Scotland, England and Ireland and in England stretches from Bristol to North Yorkshire with the main head office at Derby.
The Engine Scene
Authors: Hooker S. G. 
Published: July 2022

The Fifty-Eighth Wilbur and Orville Wright Memorial Lecture was given by Dr. S. G. Hooker at the Royal Aeronautical Society on 4th December 1969. The chair was taken by the President of the Society, Air Commodore F. R. Banks. Following custom, the Society's honours and awards for the year were presented before the Lecture. These are listed, with their citations at the end of this lecture.On 3rd December 1903, with the wind gusting up to 25 mph (11·2 m/s), Orville Wright staggered into the air in a flimsy aeroplane powered by a four-cylinder piston engine, and, with that event, the Wright Brothers had added a new dimension to man's ability to travel (Fig. 1).Their success was not just a piece of luck, but the result of years of study and experimentation, coupled with great personal effort in the design and manufacture of their aircraft. Like all pioneers, they were faced with important gaps in the availability of suitable equipment, particularly an engine of sufficient power and light enough in weight, and a propeller of high enough efficiency. These they had to develop for themselves.
ICAO—Its Origin and Development: A Personal View
Authors: Tymms Frederick 
Published: July 2022

On the 1st November 1944 the delegates of 52 States met at Chicago at the invitation of the United States Government, and, on the 7th December, the Convention on International Civil Aviation (the Chicago Convention) was signed. It came into force on 4th April 1947. Today, there are 117 States parties to the Convention, albeit representing, in the main, the same territories.To mark the achievement of 25 years of international co-operation through ICAO, I had personally hoped that it might be possible to get the President of the Council, Mr. Walter Binaghi, to give an up-to-date account of ICAO’s work. This not being possible, I have been asked to take his place, and I must make it clear that I cannot attempt to do the same thing. This is not a history of ICAO. I speak only from the point of view of my experience in the first 10 years. I hope to show the origin of some ideas and actions and trace certain changes in thinking and attitudes. I must apologise in advance if, in doing so, I seem to give undue attention to matters in which I have taken part and to ignore so much else that has been done. How much that is was impressively borne in on me, when I recently received the ICAO Bulletin for September 1969. For an authoritative and complete (though summarised) account of what ICAO is and what it has done, I commend this admirable review, and I wish to pay my tribute to those who have contributed so much to what there is recorded.
Thrust Measurement in Flight: The Requirements, Current Situation and Future Possibilities
Authors: Woodfield A. A. 
Published: July 2022

Before considering the techniques used for in-flight thrust measurements, it is important to understand fully the basic reasons for such measurements.For without this understanding it is difficult to assess the benefits to be gained from making accurate thrust measurements. Those readers who are actively involved in performance prediction and measurement on new aircraft will already be aware of many good reasons, but a brief review of the situation will help to set the scene.
The Concorde Flight Test Programme
Authors: Burgess E. H. 
Published: July 2022

The object of this talk is to give you a situation report on the Concorde flight test programme and to indicate the progress made to date.Two aircraft have been engaged on the programme so far, the prototypes 001 and 002 (Fig. 1). The French base for Concorde flight test operations is at Toulouse and the British flight test base is at Fairford in Gloucestershire. The two prototypes will be joined in the flight test programme next year by the two pre-production aircraft, 01 and 02.As is well-known, Concorde is a slender delta wing aircraft and it may be appropriate at this stage to state some of the considerations that led to the choice of this configuration. By virtue of a large root chord, the delta wing can overcome all the disadvantages of lack of structural stiffness and lack of wing volume associated with thin highly swept wings and yet remain aerodynamically thin.
French Marine Air Cushion Vehicles
Authors: Bertin J. 
Published: July 2022

The first research carried out in France relating to air cushions was effected in 1957 by the Bertin Company. The phenomenon was first observed during thrust measurements on inward directed annular jet silencers (Fig. 1), in which the effects of air inlets were being studied. Thrust was measured by the weighing of a plate located in front of the nozzle; when the secondary air inlets were closed, the scheme was in fact the one of the peripheral jet air cushion and the thrust read on the dynamometer was found to be much greater than the theoretical jet thrust (Fig. 2).It should be noted that this work was an extension of research carried out by SNECMA concerning striction, that is to say the control of the exit area of the engine nozzle by means of an inward directed peripheral fluid curtain the purpose of which was to increase the pressure inside the exhaust pipe which is the characteristic of annular jet air cushions (Fig. 3).
The Estimation of the Drag of Circular Cylinders at Subcritical Reynolds Numbers and Subsonic Speeds
Authors: Thomson K. D. 
Published: July 2022

In an investigation, on the characteristics of the wake from slender cone-cylinders at large angles of attack, the strength and position of the vortices in the wake were determined for a large range of flow conditions. Two types of experiments were conducted, namely schlieren studies and wake traverses.Schlieren photographs (such as Fig. 1) clearly reveal straight parallel vortex lines in the wake for subcritical values of the cross-flow Reynolds number component and for cross-flow components of the free stream Mach number up to at least 1·4. In ref. 1 numerous such schlieren photographs were analysed using the impulse flow analogy (refs. 2 and 3 for example). According to the analogy the progressive development of the wake along the body when viewed in cross-flow planes is similar to the growth with time of the flow behind a two-dimensional cylinder started impulsively from rest with the same cross-flow conditions.
Collision Avoidance Systems
Authors: Perry G. L. 
Published: July 2022

The density of air traffic, particularly in the USA, is now X increasing at such a rate that the overloading of the Air Traffic Control system seems inevitable. Fig. 1 shows the expected increase in the size of the US civil air fleet and its operations over an eleven-year span, from 1966 to 1977.Since January 1st 1968, there have been 58 mid-air collisions in the USA, including 19 this year. The majority of these were under positive Air Traffic Control in the vicinity of airports. Some form of airborne system to prevent collisions seems essential for the safe operation of aircraft in the 1970s.A considerable amount of discussion and development has been carried out in the USA during the past 14 years, and some prototype equipments are now flying. The purpose of this paper is to describe the technique employed in these systems, and to suggest an original principle as a design basis for a collision avoidance system (CAS).