Aircraft Engineering and Aerospace Technology

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032199

IT has always been a little difficult in a monthly periodical such as AIRCRAFT ENGINEERING to know how best to deal with the annual S.B.A.C. Display. We inevitably have to go so press so far in advance of the Eventthese lines are, for example, being penned nearly four weeks before its openingthat an adequate preview of the exhibits is virtually impossible if it is to approach being complete. On the other hand, a critical survey of the aeroplanes demonstrated cannot appear until a whole month after the Display is over, by which time it has to a considerable extent lost its force, and, even so, has to be prepared and rushed through so hurriedly that the unfortunate author has little time to sort out his impressions. This year, it was actually made more difficult by the fact that in the desire to continue the precedents we had set ourselves recently of having the account written by someone from outside Great Britain we conceived the idea of going to the United States for an author, but unfortunately failed to find anyone from that country with the required knowledge and expressionand the freedom from official ties enabling him to writewho was coming over for the Display.

Newell, A.F.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032200

THE purpose of this article is to indicate the developments in aircraft that have appeared since the first postwar S.B.A.C. Display of 1946. Now is perhaps the time to pause and consider progress in British aviation, particularly as the first turbojet air liner, the Comet, has entered service, the first turbopropeller aircraft, the Viscount 700, is being manufactured in quantity, and production orders have been placed for the Hawker Hunter sweptwing fighter and the Gloster G.A.5 Delta. These aircraft represent a few of the British types evolved in the postwar period and demonstrate aeronautical advancement.

Taylor, A.S.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032201

As part of the R.A.E.s critical study of the aeroisoclinic principle of wing design, a detailed examination was made of highspeed aeroelastic effects on manoeuvre point, with special reference to the effect of rearward movement of local aerodynamic centres at supercritical Mach numbers. From the results of calculations, using the method of R.A.E. Report No. Aero. 2320, it is concluded that as regards possible shifts of manoeuvre point, the aeroisoclinic wing is generally superior to the conventional wing. For tailless aircraft, application of the aeroisoclinic principle makes it possible to employ wings of an aspect ratio much larger than is considered practicable with conventional design. Structural design of a flutterfree aeroisoclinic wing entails radical departures from orthodox procedure, and with tailed aircraft it is therefore probably preferable to adapt the design of the tail plane and its attachment, to cope with the destabilizing deformability effects of a conventional wing, than to eradicate such effects at the source by aeroisoclinic design of the wing.

Mansfield, E.H.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032202

The general theory of the clastic behaviour of a conventional singlecell wing stiffened with swept ribs or stringers has been dcvclopcd. It was shown that the swept members introduce a measure of skewness in the structural geometry of the wing which cause the wing to twist, as well as bend, under simple bending loads. This note shows that, if the sweepback angle is not more than 35 deg., it is possible to make a wing aeroisoclinic by introducing swept stringers.

Giles, P.G.; Kiddle, P.F.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032203

THE necessity for the development of high strength structural alloys was accentuated by the rapid development of the jet engine, a power unit which brought the speed of flight to within reach of the speed of sound. This major step in engine potentiality put a new urgency on the need for high strength structural alloys to be placed at the disposal of the designer. This deficiency was diminished to a large extent by the production of the aluminiumzincmagnesiumcopper alloys. Once the potentialities were realized of this type of alloy having tensile strengths equal to the low carbon steels and a strengthweight ratio substantially superior to the aluminiumcopper alloys, it found widespread application for primary aircraft structures. The approximate chemical composition of the AlZnMgCu alloys is given in table i and compared with that of the AlCu or duralumin type alloys.

Stepniewski, W.Z.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032204

THE total scope of aerodynamic problems in helicopter design is extremely wide. One can find here such topics as laminar aerofoil sections, boundary layer control, compressibility effects with all the unpleasant implications of the transonic region, aeroelastic instability, and, of course, all of the mathematically challenging problems of stability in hovering and in forward flight.

Johnson, D.C.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032205

In a previous paper the writer has shown how equations for the free vibration of a rotating body may be obtained in the present paper the inclusion of forcing terms in the equations is allowed for, and the effect of damping forces within the body and also in the medium in which the body rotates is considered.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032206

THE Organization Scientifique et Technique Internationale du Vol Voile International ScientificTechnical Committee for Soaring Flight, initiated in 1946 with the aim of encouraging and coordinating internationally the science and technology of soaring and the development and use of the sailplane in pure and applied researeh, held its Fourth Congress in Madrid, concurrently with the World Gliding Championships last July.

D.W., ; J.Z.,

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032207

The author of this book, Dr W. F. Hilton, has been an enthusiastic worker in the field of high speed flow for more than twenty years, and has had unusually wide experience of highspeed problems. Indeed, the reviewer believes that Dr Hilton, in his work on propellers with high tip speeds, was the first person to obtain photographs of shock waves generated by an aeronautical body shock waves generated by missiles were, of course, well known. Any work on high speed flow from his pen must, therefore, be examined with great interest and anticipation.

Khrenoff, K.K.; Gapchenko, M.N.; Sakhatzky, G.P.

1952 Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb032208

The authors describe tests on the carbon are welding of corrosionresisting magnesium alloy. Recommended pract ice covers the use of fluxes, welding procedures and welding conditions, and preparation and positioning of components. Mechanical and metallographic tests and general inspection lead to the conclusion that all types of joints can be carried out, giving good appearance and sound welds, but somewhat lower mechanical properties. Subsequent heat treatment improves uniformity, but not mechanical strength.