THE following list of contracts placed by the Air Ministry during March is extracted from the April issue of The Ministry of Labour Gazette:—
The Fairey Aviation Company Ltd. announces from 24 Bruton Street, W. 1, that the following changes have been made to the Board of its subsidiary Air Survey Co. Ltd.:
RANGE in any given vehicle of transport is generally understood to be the distance that it could travel without requiring to stop for any supplies necessary to maintain its normal…
Abstract
RANGE in any given vehicle of transport is generally understood to be the distance that it could travel without requiring to stop for any supplies necessary to maintain its normal performance.
No. 321,074. Flying Boats. Fairey, C. R. Cranford Lane, Hayes, Middlesex. Nov. 17, 1928, No. 33807. [Class 4.]
THE present conception of the air flow over aeroplane wings assumes that, in general, the flow pattern conforms closely to that of potential flow (i.e. the inviscid…
Abstract
THE present conception of the air flow over aeroplane wings assumes that, in general, the flow pattern conforms closely to that of potential flow (i.e. the inviscid, incompressible flow of hydrodynamic theory) with the exception of a very thin layer of air which is in contact with the wing surface. This layer of fluid, the boundary layer, is characterized by the fact that all phenomena of viscosity (shear forces within the fluid) are restricted to it. Further, it is established that the lift is generated by a circulation about the aerofoil, and that stalling is a result of separation of the boundary layer from the wing surface at or near to the leading edge, with resulting vorticity over the dorsal wing surface, instead of an ordered flow with circulation. Thus at the stall, the circulation suffers a more or less complete breakdown.
In order to maintain the hinge moments of a combined pair of aircraft ailerons as low as possible each aileron is constructed so that when it is depressed to increase the camber…
Abstract
In order to maintain the hinge moments of a combined pair of aircraft ailerons as low as possible each aileron is constructed so that when it is depressed to increase the camber of the wing its own camber is simultaneously increased. As shown, this is effected by making the aileron in two parts a, b hinged together at e, the leading portion a being adapted to be depressed whenever the aileron as a whole is depressed about the hinges c at the rear ends of brackets d. The dipping of the portion a is effected by a link t connected to a non‐rotatable nut r working on a threaded rod k, at the upper end of which is a pulley m actuated by a cable n that passes into the wing structure at a point in line with the axis c. A cable o which serves to vary the camber of the wing is associated with the cable n through a gearing‐up pulleys p, q.
Variable‐pitch airscrews driven through multiple speed gear boxes are controlled by a single lever to provide in one position high speed and fine pitch and in another position a…
Abstract
Variable‐pitch airscrews driven through multiple speed gear boxes are controlled by a single lever to provide in one position high speed and fine pitch and in another position a lower speed and coarser pitch. The epicyclic gearing includes an annulus wheel B1 driven from the crankshaft and a series of double planet wheels B2 carried in a frame B3 rigid with an axial extension B4 of the airscrew hub A1. The series of planet gears mesh with sun wheels C, C2 respectively on sleeves C1 and C3 which are adapted to be clutched to the fixed casing D by clutches D1, D2 movable into position by a ring D3 which is actuated by a ring E, which through pivots and levers is movable by a piston K in a cylinder K1 which is coupled by pipes J3, G4 through a control valve H1 with a pressure supply. Branch pipes G3, J2 pass to compartments in the hollow shaft and thence to a cylinder F3 coupled to the blade roots for varying the pitch. The valve H1 is controlled from the cockpit through levers H2, H3.
A split or undivided cast‐iron, etc., packing‐ring F for junk heads of sleeve‐valve engines is supported in a groove open towards the end of the head by a steel, etc., spring ring…
Abstract
A split or undivided cast‐iron, etc., packing‐ring F for junk heads of sleeve‐valve engines is supported in a groove open towards the end of the head by a steel, etc., spring ring E engaging grooves in the ring and head. Removal of an undivided ring is effected by a sleeve G engaged over the ring and carrying screws G1 by means of which the inner ring can be compressed. When a split ring is used, the edges of the split are cut away to avoid fouling ports in the valve. Alternatively, the ring is locked with its split out of register with the ports, by a radial pin F3 secured by a rivet F4.
THERE are many aeronautical engineers whose specialised knowledge does not include that of airscrews, and who nevertheless have occasion to make preliminary estimates in which…
Abstract
THERE are many aeronautical engineers whose specialised knowledge does not include that of airscrews, and who nevertheless have occasion to make preliminary estimates in which some understanding of the properties of an airscrew is desirable. To these the most important quantities are frequently the diameter and efficiency appropriate to a given set of working conditions, and the static thrust.
The radiator b of a liquid‐cooled aircraft engine is housed in a tunnel‐like cowling bl, through which the slip stream flows by a contracted entrance and exit b3, b6 and into…
Abstract
The radiator b of a liquid‐cooled aircraft engine is housed in a tunnel‐like cowling bl, through which the slip stream flows by a contracted entrance and exit b3, b6 and into which the exhaust is discharged by nozzles ƒ; the exhaust system thus has less drag on the aircraft, and the air flow past the radiator is increased. The radiator is of horseshoe shape in cross‐section, and inclined and Venturi‐shaped slats b4, ƒ1 are provided to steady the air flow and to act as silencers and flame dampers, The exhaust may be led by D‐sectioned pipes d1 arranged within the contour of the cowling, but separated therefrom by a cooling‐air space. Alternatively the pipes may be circular and located inside the cowling ; they are surrounded by jackets through which air is led by diverging intakes in the air stream and from which it is discharged behind the radiator. An oil cooler g is arranged in the cowling underneath the radiator. The two exhaust pipes of a V‐engine extend down the two sides of the cowling and are united to the pipe having the nozzles ƒ.