bluuebunny/crossref_metadata_2025_split huggingface dataset:
UK aerospace—a personal view
Authors: Edwards George 
Published: July 2022

In the first Henry Tizard Memorial Lecture presentee here at Boscombe Down on the 28th October 1964, Professor R. V. Jones gave a masterly survey of the life and times of Sir Henry, as one who knew him well and it will be no part of my plan to retrace the story of this great man tonight.While re-reading Jones’ paper I was reminded of the men of stature who were around in the aviation business in the years immediately before the Second World War. It was one of Henry Tizard's great tasks to harness these giants at a time when this country led the world in scientific research.I, personally, had little to do with Tizard as in those days my job was to carry the bags for those who had the message to convey. This in no way detracts from my admiration of him as a quite outstanding person and a rare example of a real scientist who understood the practical problems associated with the interpretation of new ideas.It is a great honour for me to be asked to give this, the Sixth Henry Tizard Memorial Lecture.
Advances in helicopter avionics
Authors: Nethaway J. E. 
Published: July 2022

When one attempts to define “advances in helicopter avionics” it is possible to do one of two things:(a) either describe in some depth the development of one particular aspect of helicopter avionics, or(b) illustrate the broader impact of avionics on the increased use of helicopters in general.In the present context the latter appears to be the more important because otherwise it is possible to give the misleading impression that helicopter avionics is a limited or narrow field, as it was in the past, whereas it is very wide and covers the whole spectrum of helicopter operations. The importance of avionics can hardly be over emphasised because in many ways avionics transforms the basic helicopter attributes of vertical flight and flexibility, and the continued development of helicopter avionics will be inevitable. It will also be inevitable because, in order to survive, our forces must continually improve their operational capabilities and avionics developments can allow them to do so. Now the most rapid advances in helicopter avionics may be achieved by adapting fixedwing aircraft technology although there are situations where entirely new techniques are called for. In any event the primary task is one of defining and tailoring equipment to the helicopter and its environment.
Sea Dart
Authors: Bridle G. W. 
Published: July 2022

The subject of management techniques needs to cover a wider field than the rather narrow interpretation given in much current discussion of its tools. To cover the relevant area, it is intended to use the managerial concepts pioneered by the Frenchman—Henri Fayol. Fayol suggested management activity is made up of five parts:PlanningOrganisingCommandingCo-ordinatingControllingThe machinery used for the management of the development of the Sea Dart missile will be reviewed under those five parts.
Project Management Techniques of Rapier
Authors: King G. E. 
Published: July 2022

The Rapier project began to emerge shortly after the publication of the report of the committee which sat under Sir Solly Zuckerman to consider the management and control of Research and Development. The “Zuckerman” formula was applied to Rapier and feasibility studies were followed by a project study, a holding contract, and eventually full development.Meanwhile another committee under Mr. W. G. Downey had been considering the management of large development projects, and some of the techniques advocated by them have already been applied to Rapier.Rapier, therefore, can be said to span the Zuckerman-Downey period, a period which has seen modern management techniques applied in more and more depth throughout the aerospace industry.
Shock Tunnel Operation with an Expansive Area Change at the Main Diaphragm
Authors: Gore M. M. , Stalker R. J. 
Published: July 2022

The use of an expansive area change immediately following the diaphragm has afforded considerable convenience in shock tube applications and has been studied by a number of authors. It allows the use of a smaller diaphragm, thereby reducing the disturbance to the shock tube flow caused by the diaphragm opening, and it also permits greater flexibility in the choice of driver section configurations for a given shock tube size.It is natural to consider the extension of this idea to shock tunnel operation. This has been encouraged by the possibility of applying area change to operation of an arc-driven shock-tunnel. Some early success in employing arc-heated drivers for shock tunnels has been reported by Warren et al. However, the configuration they studied employed a long driver section to achieve correspondingly long test times. In addition, to achieve a constant shock velocity it was necesssary that electrical energy was added so that the gas was heated uniformly before the diaphragm ruptured. This necessitated a fast discharge condenser bank, with a high discharge voltage, the latter to enable an arc to be sustained over the length of the driver section. In the present application, a constriction between the driver section and the shock tube is employed, allowing the driver section to be treated as a constant pressure reservoir of gas. It is anticipated that this will allow the use of shorter drivers, thereby permitting the adoption of lower discharge voltages, and will also allow energy to be added relatively slowly while the shock tunnel is operating. This will produce substantial economies in provision of the large energy storage facilities required for shock-tunnel operation.
Use of an Altitude Test Facility in Engine Development
Authors: Hartley R. M. , Boal J. 
Published: July 2022

The first three papers of this all-day symposium, held on 20th November 1969, were published in the March issue of the JOURNAL. The final papers and the discussion are printed below.It can be said that the main cause of premature failure or malfunction of any engineering component is attributable to the design being below the standard required for the environment in which it had to exist. This idea is neither surprising nor new, and applies throughout the whole field of engineering, especially in the aircraft industry which is extremely conscious of the need to design and develop its systems to suit the environmental conditions of flight.In the air-breathing engine industry this need has been recognised almost from the inception of flight. For the successful development of an aero engine there is, therefore, the need to use all the resources of past flight experience to provide initial design information for the engine and its components, and then to test the engine or components to determine that the requirements have been fulfilled.
The History of the Avro Vulcan
Authors: Davies S. D. 
Published: July 2022

The series of Chadwick Memorial Lectures was started in 1956 by Harold Rogerson who gave a very complete picture of Roy Chadwick's life and experience as an aircraft designer. Since then lectures in this series have mainly concerned problems on future projects, which would certainly have excited his lively interest, rather than nostalgic reviews of the past.However, when I was honoured by being asked to give the 14th Lecture of the series it occurred to me that nothing would be more appropriate than a paper on the History of the Vulcan, since it was not only a major Avro enterprise in its own right, but it was also the last project with which Roy Chadwick was intimately concerned. It had a peculiar fascination for him, because he had, all the time I knew him, an enthusiasm for the all-wing transport as the ultimate in aerodynamic and structural efficiency
Vibration Testing of Helicopters
Authors: Balmford D. E. H. 
Published: July 2022

The purpose of my contribution is to explain the need for dynamic testing in terms of defining the design problems where testing is required to assist or substantiate decisions made in the light of mainly theoretical evidence in the initial stages of design before hardware becomes available for testing.I have interpreted the title in the broadest sense of the word vibration so as not to restrict the presentation only to testing associated with assessing or minimising the vibration of helicopters, but to include problem areas which result in dynamic testing requirements.
Passenger Seaplanes and Their Bases
Authors: Bell R. A. 
Published: July 2022

The history of the seaplane is almost as old as flying itself, dating back to man-carrying Box Kites only two years after the Wright brothers memorable flight at Kittyhawk.The First World War greatly increased the pace of development, which continued to its peak just before the Second World War, when the flying boat became a mainspring in the opening of routes to the Empire. During the Second World War seaplanes played a major part in the Allied war“* effort but decline was already evident, and increased during the early post-war years.The relative numbers of landplanes and seaplanes used by one principal carrier are shown on Fig. 1, which indicates the rise and fall of the popularity of the seaplane passenger aircraft relative to other aircraft. This paper attempts to analyse the seaplane's virtues and drawbacks, reviews its past and attempts to anticipate its future. The problems and characteristics of the seaplane base are also examined together with some past solutions.
An Extension of the Validity of Beam Theory Beyond its Classical Bounds
Authors: van der Neut A. 
Published: July 2022

The elementary beam theory for shell structures yields the exact solution for normal and shear stress, if the three following conditions are fulfilled:
(a)the shell must be prismatic;(b)the cross section must not deform in its plane;(c)the centres of rotation of the different cross sections must form an axis of rotation parallel to the longitudinal axis of the beam.
Russian Helicopters
Authors: Free F. W. 
Published: July 2022

During the past decade we have seen many notable achievements in aviation by Russian scientists, engineers and technicians. The first man in space, the first supersonic air liner, and the rapid growth of Aeroflot are but three of their more prominent successes.In a rather less spectacular manner, the Russians have developed a very powerful helicopter industry and it is probably correct to say that no other country in the world has utilised the helicopter so extensively on such a wide variety of uses as have the Russians.In this lecture, I will endeavour to briefly trace out the historical development of the helicopter in Russia and to review some of the current types in service.
Aerodynamic Characteristics of Thick Sharp Edged Cropped Delta and Gothic Wings giving Low Lift-Dependent Drag
Authors: Shaw G. W. 
Published: July 2022

For some years now an increasing amount of experimental and theoretical work has been done to obtain a deeper understanding of separated vortex flow associated with slender wings. Most of it has been concerned with flat plates or thin wings.Slender thin wings with leading-edge separation have high lift-dependent or vortex drags, and lift-dependent drag factors are usually well above unity. Thick symmetrical wings also have high values of lift-dependent drag factor. On a slender wing with leading edge separation, no leading edge thrust is obtained but by suitable! addition of thickness, the high suction peak underneath the main vortex can be made to act on a forward facing surface to give a reduction in drag.
Development of the Bendix/Air Equipment RDR-IDM Radar as an Approach Aid for Helicopters
Authors: Van Der Harten R. J. 
Published: July 2022

KLM Noordzee Helikopters exists primarily to serve North Sea oil rigs. The service is available on a 24-hr basis without restrictions. The main base of the company is situated at Schiphol Airport.In the Netherlands helicopters are not permitted to fly VMC at night, while VMC at day is often not possible because the cloudbase over land, except for a few low flying routes, has to be over 1000 ft.So our company was from the start of operations committed to instrument flying with helicopters as the weather in the Netherlands is usually very bad in the wintertime, which lasts for 6-8 months.
Stability and control of STOVL aircraft: The design of longitudinal flight control laws
Authors: Fielding C. , Lodge M. 
Published: July 2022

AbstractOver the past three decades, the UK aerospace industry has carried out significant research into the development of short take-off and vertical landing (STOVL) technology, to enhance the performance and operation of the Harrier aircraft, and for possible application to future aircraft such as those being developed under the Joint Strike Fighter (JSF) programme. Some of this research has focused on aircraft handling and flight control for the transition between wing-borne and jet-borne flight. Following on from internal research at British Aircraft Corporation/British Aerospace (now part of BAE Systems) in the mid to late 1970s, further development work has been carried out in the 1980s and 90s in support of the UK’s Vectored thrust Advanced Aircraft flight Control (VAAC) Harrier and Integrated Flight and Propulsion Control System (IFPCS) programmes. This paper contains a short review of STOVL aircraft longitudinal flight control law design, and how basic feedback control schemes can be used to influence the aircraft’s response and hence its handling qualities.
The use of fuzzy logic in adaptive flight control systems
Authors: Mengali G. 
Published: July 2022

AbstractA two step procedure is proposed for the design of nonlinear aircraft control systems. A classical design is first denned, based on a linearised aircraft model, and easily optimised by means of standard approaches. An outer-loop nonlinear controller is then used to enhance the whole control system. This latter controller is based on fuzzy logic rules and is of fixed structure. Its behaviour is based on the choice of a set of parameters that may be tuned by means a genetic algorithm based routine. The whole methodology is simple to handle and may be effectively used to give quick and efficient responses to the designer. The procedure has been verified with a couple of examples: the obtained results clearly show important improvements with respect to a classical methodology.
The future of defence and aerospace research: a view from the front
Authors: Green J. E. 
Published: July 2022

AbstractThis paper considers defence and aerospace research in the UK from the perspective of a research worker. The distinction between research, technology demonstration and development, the particular characteristics of research and the qualities required in a research worker are discussed. The important influence of the research environment, both within an organisation and nationally, is highlighted. The contribution of the past environment to the research underlying the present strength of UK technology, and subsequent adverse changes in the environment, are noted. The decline of UK research funding and of the UK research base is contrasted with the situation of our main industrial competitors. Finally, the author lists the actions which he believes are needed to rebuild research to a level which will underwrite the long-term future of UK defence and aerospace.
Space
Authors: Gibson R. 
Published: July 2022

The turn of the century produced the expected crop of articles listing space achievements over the past 30-40 years. Many of them, particularly those connected with the Moon landing, made the front pages of newspapers all over the world, and are still regularly served up in television programmes. Nevertheless, they constitute an inadequate basis on which to make an assessment as to where — if the expression can be permitted — we now stand in space. It is no longer sufficient to look at progress in the individual space segments: satellites, launchers and the often neglected ground segment. The springs of action are now to be found elsewhere: the uptake of space applications by the end-users (most of whom have no knowledge of, or interest in, space); the increasing role of the private sector in financing space systems; the inter-twining of the civilian and defence programmes; political and international trade considerations, etc. This.article is an attempt to review progress against the background of these external factors and to present a balance sheet. In order to leave posterity with further palpable proof of the author's fallability, the article will close with a few thoughts on future trends and technological developments.Although small in comparison with some other global activites, civil and military space operations account for about $50bn annually. Of this, slightly less than 10% can be identified as European, compared to just over 50% for the United States. This volume has been stable for several years and promises to continue at least for the near future, although the distribution between the various sectors is changing. Space is therefore an activity of considerable importance to public and private sectors alike, even though it has lost its high place on the political agendas of many countries.
Low speed control of a second generation supersonic transport aircraft using integrated thrust vectoring
Authors: Steer A. J. 
Published: July 2022

AbstractVarious control options, using both conventional and novel control motivators, may be available to the designer of a second-generation supersonic commercial transport (SCT) aircraft. A number of tradeoff studies using conventional control surfaces have already been addressed and, more specifically, the low-speed performance benefits deriving from a second pitch control surface quantified. However, a combination of limited rudder control power together with the continuing need to improve overall aircraft performance through reduced fin and control surface sizing has resulted in this assessment of alternative methods of control power generation. Specifically, using the foreplane asymmetrically to generate yawing moments for directional control and deflecting the engine exhaust nozzles for thrust vector control (TVC) about all three rotational axes. At low-speed the effectiveness of TVC will be enhanced due to the high engine thrust required by an SST to overcome the large lift-induced drag generated at approach angles of attack where, conversely aerodynamic control power will be at a minimum due to low dynamic pressure.This paper begins with a statement of the technical background to the work together with an overview of TVC and its current applications. This is followed by a description of the aerodynamic mathematical model, thrust vector control implementation and the accompanying flight control system. A comparison of aerodynamic and thrust vector control at low speed is then made using established manoeuvres about all three rotational axes. Aircraft speed, take-off performance and the effect of fin area reduction are also addressed. Finally, the major results are summarised and conclusions drawn on a selection of control options and the associated implementation issues. It should be noted that issues relating to high speed and supersonic cruise are not specifically addressed nor are the implications of engine failure conditions.
Exact modal analysis of an idealised whole aircraft using symbolic computation
Authors: Banerjee J. R. 
Published: July 2022

AbstractExact expressions for the frequency equations and mode shapes of an idealised whole aircraft are derived using the symbolic computation package REDUCE. The aircraft is idealised as a bending-torsion coupled beam for the wing with the associated mass and inertia of the fuselage, tail-plane, fin and rudder assembly being concentrated at the root. The governing differential equation of motion of the aircraft is then solved in its most general form. The analysis is split into symmetric and anti-symmetric cases to formulate the equations from which the natural frequencies and the corresponding mode shapes of the unrestrained aircraft are derived. The analytical approach used here is of great significance, particularly from an aeroelastic optimization point of view, for which repetitive calculations of natural frequencies and mode shapes are often required. The application of the theory is demonstrated by numerical results. These results have been compared with those obtained from the dynamic stiffness and finite element methods.
Aerospace and the environment what contribution can aerodynamics make?
Authors: Poll D. I. A. 
Published: July 2022

For the past 50 years civil air transport has been dominated by the combination of the gas turbine and the B-47 airframe configuration. Both these machines owed their creation to WW2 and both represented revolutionary concepts at the time. Oyer the years, the engine and the airframe have undergone considerable detailed refinement. The changes have resulted in very impressive improvements in performance. However, it is now very clear that both are close to some well defined asymptotic limits that bound their performance. The result is that further potential improvements are smaller in percentage terms, become harder to achieve technically and, consequently, come at increasingly higher cost.A hugely successful global industry has developed around this standard configuration. Increasingly, more and more companies use aircraft and, as their businesses grow, the demand for aircraft and air transport increases. However, the ability of the environment to absorb this growth is beginning to be questioned and new ideas are required if aviation is to be regarded as an unbounded and a truly sustainable activity.
International collaboration in super/hypersonic propulsion system research project (HYPR)
Authors: Ito M. 
Published: July 2022

AbstractA ten-year engineering research project on a super/hypersonic transport propulsion system (HYPR) initiated by AIST (Agency of Industrial Science and Technology) in 1989 has been successfully completed. The HYPR project was aimed at establishing the technology base for a propulsion system of supersonic/hypersonic transport (SST/HST) aircraft that will fly as fast as Mach 5. The project proved the feasibility of a combined cycle engine (CCE) for SST/HST by developing and running the world's first CCE , a combination of a variable cycle turbofan engine (VCE) and a methane-fuelled ramjet. The development of the CCE began with a variety of component tests, followed by the development of the high temperature core engine (HTCE) and VCE. This step-by-step approach led to steady and solid success.Based on this success, a new project was started in 1999, titled "Research and development of environmentally compatible propulsion system for next generation supersonic transport (ESPR)."This paper introduces the various achievements during the ten years of the HYPR project, and the prospects of the upcoming ESPR project.
Micro adaptive flow control
Authors: Wlezien R. 
Published: July 2022

AbstractThe Defense Advanced Research Projects Agency (DARPA) Micro Adaptive Flow Control programme is described using a series of illustrative examples. Adaptive flow control is defined to be the active modification of aerodynamic flows using small, time-dependent actuators in judiciously chosen locations. A diverse set of large-scale applications is described, in which micro adaptive flow control has a substantial overall system benefit.