Aircraft Engineering and Aerospace Technology

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031802

WE are greatly indebted to BRITISH EUROPEAN AIRWAYSand in particular its Chief Engineer, Mr B. S. Shenstone, and his stafffor all the enthusiastic assistance they gave MR STEVENS during his several visits to Northolt and Renfrew to obtain the information on which his description of the CORPORATION'S maintenance system, which appears in this issue, is based.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031803

MOST readers will be aware that a novel servicing system was introduced by British European Airways nearly a year ago. In fact, there was some opposition to it at first that resulted in a strike in November 1948. However, this trouble was overcome and the scheme has now been in operation long enough for its first effects to be judged and for it to have become sufficiently stable for the system to be described in some detail.

Price, H.L.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031804

THE following paper was written early in 1946 when the writer was a member of the Sperry Gyroscope Company. It discusses in general terms a particular form of powered control system for aircraft, in which precautions are taken against certain types of failure of the system.

Reussner, J.C.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031805

THE production of a glider presents problems that are similar in many respects to those found in the production of any other type of aircraft. The position in the case of the glider is simplified by the absence of such parts as the engine and the various equipment associated with it, and also the elaborate undercarriage installation. It is, however, complicated by the relatively large overall size of the aircraft as compared with an equivalent power machine.

Johnson, A.E.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031806

A SURVEY has been made of some aspects of behaviour of metals under multiaxial stress systems, taking into consideration available experimental evidence.

Goodey, W.J.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031807

THE methods of wing stress analysis at present in use have in most cases been developed on the assumptions that the ribs are rigid in their own planes, and that they may be considered equivalent to an infinite number of infinitely thin ribs, infinitely closely spaced. The problem may then be treated by the methods of the calculus, as was done, for example, in an article by the writer in AIRCRAFT ENGINEERING, January and February, 1943. A more recent and much more comprehensive paper on the same subject has been published by J. HadjiArgyris and P. C. Dunne in the R. Ac. Society Journal, February, September and November, 1947, and May and June, 1949.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031808

THE IMPORTANCE OF DILUTION FOR TURBOJETS The S.R.A. 1 turbojet engine is of the ductedfantype. This arrangement seemed the best at the time when the problem of good performance was presented, and the results obtained have since confirmed the original expectations. Most other turbojets, however, if not all, are now of the undividedflow type.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031809

A feature of the Dove construction is the use of Redux to secure the stringers to the skin for parts of the fuselage, main plane, tail plane and fin with a single curvature. This process involves the application of controlled heat and pressure during construction, but normal repair methods can be applied to Reduxed members. Where there is double curvature the stringers are secured to the skin either by spot welding or riveting.

FitzgeraldLee, G.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031810

VARIOUS steels, or even different heats of the same steel, with identical mechanical properties when determined by ordinary tests, vary considerably in behaviour in service and such differences of performance are neither due to any variation in composition nor to any other known factors. That these differences exist is now known but their causes are still very much matters for metallurgical conjecture. It is known that steels tempered from the austenitic range and tempered to give a martensitic structure become increasingly ductile with rise of temperature. The ordinary tests, however, fail to give any indication of the variations in behaviour, on tempering, between even different lowalloy steels, to say nothing of different heats of any one particular steel. The notchedbar impactbend test is capable of revealing differences in impact properties among steels which have been tempered to levels of mechanical strength identical with the results obtained by ordinary tensile tests. The notchedbar test is, however, highly complex, involving a certain amount of tension, compression, bending and shear, and its full significance is not yet clearly understood. Of its three characteristic features high speed, notch, and bend action, the notch is the most potent embrittling factor. Recent investigations have shown that static notchedbar tensile tests give more fully understandable results and evaluate metals in very much the same manner as impact tests.

1949 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb031811

Under this heading are published regularly abstracts of all Report and Memoranda of the Aeronautical Research Council, Reports and Technical Notes of the United States Notional Advisory Committee for Aeronautics and publications of other similar Research Bodies as issued