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Air Route Amenities

Air Route Amenities Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XX No 233 JULY 1948 nominal charges. We are sure that such a course would be a great help in the encouragement of civil aviation. E are grateful to M R TENENBAUM for giving us the oppor­ tunity of publishing the paper on aerodrome usability Stratospheric Materials W which he read last August before the Aeronautical Engin­ We are indebted to MAJOR TEED for his thoughtfulncss in making eering Branch of the Australian Institute of Engineers. Although available to us, for the information of our British and American the subject is a little outside the general scope of the field we aim to readers in particular, the English version of his lecture before the cover, it is one which is of obvious interest and importance to Association Francaise des Ingeneurs et Techniciens de l'Aeronautique every aeroplane designer. As we hinted last month, the facilities and —an increasingly active body which has recently instituted the annual amenities provided at the aerodromes which aeroplanes will have Louis Bleriot Lecture which was inaugurated in May by AI R COM­ to use on the services on which they are intended to operate clearly MODORE BANKS with his paper on 'The Art of the Aviation Engine'. form the basis of much of the fundamental features of the design, The mystery of how metallic materials will behave when carried particularly in regard to performance and control at take-off and up to stratospheric heights has not as yet been probed very far, on landing. except by a few enterprising investigators, and it is characteristic of Some of what M R TENENBAUM has to say is, of course, common MAJOR TEED'S always inquiring mind, that he should be, so far as ground and covered by such publications as that issued a year or two we are aware, the first to collect the theoretical and experimental ago by the British Ministry of Civil Aviation. He has, however, knowledge yet available and weld it into a reasoned coherent story. done good service in digging out the main requirements of the His gift for exposition has produced a fascinating introduction to an I.C.A.O. regulations which are not yet perhaps as familiar as they interesting subject, which will we hope induce other research workers ought to be. to enter this new metallurgical field; for it is one that is bound to become of the highest import to aeroplane designers in the very near Simplifying Layout future. One point which we are very glad to see him making is the fact that with proper planning two runways should in most cases be A Comforting Thought sufficient for commercial operation. Some of the runway layouts On the whole, the results of experiments so far as they have gone— that have been published for aerodromes to be built in the future are and it can perhaps already be hazarded that general knowledge of far too reminiscent of the complicated cross-over junctions at a the theory of metals supports the conclusions arrived at—are not busy railway junction or terminal station and must offer night­ such as to give rise to any serious alarm. Except in one or two mares of calculation to a conscientious traffic-control officer. This instances—such as tin and carbon steels, which are likely to behave is a matter which is closely linked up with aeroplane design as the in disconcerting fashion if subjected to atmospheric conditions from cross-wind component of the types to be using an aerodrome is the contact with which they should certainly be debarred—most metals, deciding factor. MR TENENBAUM gives figures for various types of at any rate of the types used in aircraft, do not appear to suffer aeroplanes in use today and his dictum regarding the possibility of serious loss in physical characteristics and chemically, particularly a limitation' t o two runways only is based on a safe cross-wind com­ in relation to liability to corrosion, seem likely to derive benefit ponent of 20 m.p.h. which is apparently already met by some aero­ rather than otherwise from their translation to the dry attenuated planes. Quite clearly this is a matter which must be borne in mind air of the stratosphere, much as might be expected from an applica­ from now on in the designing of commercial aeroplanes. We may tion of general principles. The fact that some materials tend to suffer perhaps be permitted to add that this aspect of aerodrome usability a complete change of their atomic structure in these conditions is gives added point to our advocacy of the use of seaplanes last attended by remarkable consequences. Tin, for instance, it is stated, month. is subject as a consequence to such severe internal stresses that it 'generally' (we read) disintegrates into small pieces and we feel that the further information that if the temperature is again raised to a A Domestic Matter normal figure the lattice structure of the fragments once more Though not relevant to the lecture, there is an aspect of aerodrome returns to its original system would in certain circumstances be of usability on which we should like to touch, though it is mainly one hardly more than academic interest. Even here, however, these dire of domestic concern as affecting Government policy in Great effects can be avoided by the addition of comparatively small dilu­ Britain. The scale of landing fees that is at present charged involves tions of other metals. a heavy enough charge on commercial air lines but is so far as the unfortunate private charterer is concerned almost prohibitive. On the More Expense other hand the total sum which accrues to the Government must be quite infinitesimal compared with the other expenses of upkeep and Perhaps the chief lesson, which is of a somewhat disturbing nature, interest on initial cost of construction. We do feel that it would better that evolves from a study of the subject is that the metallic become the Ministry of Civil Aviation to be 'big' about these landing materials to be used in the stratospheric aircraft are likely to fees and either remit them altogether—retaining reasonable charges involve the introduction of more and more exotic and expensive for hangar accommodation—or at any rate reduce them to purely alloys and so add one mor e factor to the ever-increasing costs. http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

Air Route Amenities

Aircraft Engineering and Aerospace Technology , Volume 20 (7): 1 – Jul 1, 1948
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb031650
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Abstract

Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XX No 233 JULY 1948 nominal charges. We are sure that such a course would be a great help in the encouragement of civil aviation. E are grateful to M R TENENBAUM for giving us the oppor­ tunity of publishing the paper on aerodrome usability Stratospheric Materials W which he read last August before the Aeronautical Engin­ We are indebted to MAJOR TEED for his thoughtfulncss in making eering Branch of the Australian Institute of Engineers. Although available to us, for the information of our British and American the subject is a little outside the general scope of the field we aim to readers in particular, the English version of his lecture before the cover, it is one which is of obvious interest and importance to Association Francaise des Ingeneurs et Techniciens de l'Aeronautique every aeroplane designer. As we hinted last month, the facilities and —an increasingly active body which has recently instituted the annual amenities provided at the aerodromes which aeroplanes will have Louis Bleriot Lecture which was inaugurated in May by AI R COM­ to use on the services on which they are intended to operate clearly MODORE BANKS with his paper on 'The Art of the Aviation Engine'. form the basis of much of the fundamental features of the design, The mystery of how metallic materials will behave when carried particularly in regard to performance and control at take-off and up to stratospheric heights has not as yet been probed very far, on landing. except by a few enterprising investigators, and it is characteristic of Some of what M R TENENBAUM has to say is, of course, common MAJOR TEED'S always inquiring mind, that he should be, so far as ground and covered by such publications as that issued a year or two we are aware, the first to collect the theoretical and experimental ago by the British Ministry of Civil Aviation. He has, however, knowledge yet available and weld it into a reasoned coherent story. done good service in digging out the main requirements of the His gift for exposition has produced a fascinating introduction to an I.C.A.O. regulations which are not yet perhaps as familiar as they interesting subject, which will we hope induce other research workers ought to be. to enter this new metallurgical field; for it is one that is bound to become of the highest import to aeroplane designers in the very near Simplifying Layout future. One point which we are very glad to see him making is the fact that with proper planning two runways should in most cases be A Comforting Thought sufficient for commercial operation. Some of the runway layouts On the whole, the results of experiments so far as they have gone— that have been published for aerodromes to be built in the future are and it can perhaps already be hazarded that general knowledge of far too reminiscent of the complicated cross-over junctions at a the theory of metals supports the conclusions arrived at—are not busy railway junction or terminal station and must offer night­ such as to give rise to any serious alarm. Except in one or two mares of calculation to a conscientious traffic-control officer. This instances—such as tin and carbon steels, which are likely to behave is a matter which is closely linked up with aeroplane design as the in disconcerting fashion if subjected to atmospheric conditions from cross-wind component of the types to be using an aerodrome is the contact with which they should certainly be debarred—most metals, deciding factor. MR TENENBAUM gives figures for various types of at any rate of the types used in aircraft, do not appear to suffer aeroplanes in use today and his dictum regarding the possibility of serious loss in physical characteristics and chemically, particularly a limitation' t o two runways only is based on a safe cross-wind com­ in relation to liability to corrosion, seem likely to derive benefit ponent of 20 m.p.h. which is apparently already met by some aero­ rather than otherwise from their translation to the dry attenuated planes. Quite clearly this is a matter which must be borne in mind air of the stratosphere, much as might be expected from an applica­ from now on in the designing of commercial aeroplanes. We may tion of general principles. The fact that some materials tend to suffer perhaps be permitted to add that this aspect of aerodrome usability a complete change of their atomic structure in these conditions is gives added point to our advocacy of the use of seaplanes last attended by remarkable consequences. Tin, for instance, it is stated, month. is subject as a consequence to such severe internal stresses that it 'generally' (we read) disintegrates into small pieces and we feel that the further information that if the temperature is again raised to a A Domestic Matter normal figure the lattice structure of the fragments once more Though not relevant to the lecture, there is an aspect of aerodrome returns to its original system would in certain circumstances be of usability on which we should like to touch, though it is mainly one hardly more than academic interest. Even here, however, these dire of domestic concern as affecting Government policy in Great effects can be avoided by the addition of comparatively small dilu­ Britain. The scale of landing fees that is at present charged involves tions of other metals. a heavy enough charge on commercial air lines but is so far as the unfortunate private charterer is concerned almost prohibitive. On the More Expense other hand the total sum which accrues to the Government must be quite infinitesimal compared with the other expenses of upkeep and Perhaps the chief lesson, which is of a somewhat disturbing nature, interest on initial cost of construction. We do feel that it would better that evolves from a study of the subject is that the metallic become the Ministry of Civil Aviation to be 'big' about these landing materials to be used in the stratospheric aircraft are likely to fees and either remit them altogether—retaining reasonable charges involve the introduction of more and more exotic and expensive for hangar accommodation—or at any rate reduce them to purely alloys and so add one mor e factor to the ever-increasing costs.

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Jul 1, 1948

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