Search results

1 – 10 of over 5000
Per page
102050
Citations:
Loading...
Access Restricted. View access options
Article
Publication date: 1 January 1932

H.B. Irving and A.V. Stephens

THE purpose of this paper is to give some account of the work on spinning and the progress which has been made since S. B. Gates and L. W. Bryant presented their paper to the…

24

Abstract

THE purpose of this paper is to give some account of the work on spinning and the progress which has been made since S. B. Gates and L. W. Bryant presented their paper to the Society, which was published in more comprehensive form by the Aeronautical Research Committee as R. & M. 1001.

Details

Aircraft Engineering and Aerospace Technology, vol. 4 no. 1
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 June 1930

R.V. Southwell

THERE have been two previous James Forrest Lectures dealing with aeronautics. In 1912, Mr. Mallock addressed this Institution on “Aerial Flight,” and in 1914, Dr. Lanchcster took…

57

Abstract

THERE have been two previous James Forrest Lectures dealing with aeronautics. In 1912, Mr. Mallock addressed this Institution on “Aerial Flight,” and in 1914, Dr. Lanchcster took as his subject “The Flying‐Machine from an Engineering Standpoint.”

Details

Aircraft Engineering and Aerospace Technology, vol. 2 no. 6
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 July 1943

H.L. Price

The following series of articles presents a new geometrical system of determining the lateral stability of aeroplanes. The method is intended to appeal particularly to engineers…

29

Abstract

The following series of articles presents a new geometrical system of determining the lateral stability of aeroplanes. The method is intended to appeal particularly to engineers on account of two advantages: it is simple and rapid in operation, and gives a clear insight into the several factors governing the stability. Thus, whereas in the classical method stability calculations entail the drawing and analysis of quartic curves, the results are here obtained, and with greater generality, merely by the use of curves of the second degree. Furthermore, the effects of typical changes in design characteristics may easily be assessed with the minimum of effort. The fundamental analysis is essentially mathematical and follows the treatment first laid down by G. H. Bryan in 1911 and since developed by Bairstow, Glauert, Jones and Bryant. Physical explanations are included where possible to amplify the underlying principles.

Details

Aircraft Engineering and Aerospace Technology, vol. 15 no. 7
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 July 1939

J.H. Crowe

The third term has been expressed as but in wind tunnel work it is often more convenient to measure were the omission of the dash signifies that the moment is now measured about a…

30

Abstract

The third term has been expressed as but in wind tunnel work it is often more convenient to measure were the omission of the dash signifies that the moment is now measured about a wind axis. The two quantities are very closely related and the measurement of one tells us almost as much as if the two were known. The latter, however, tells us either directly or indirectly what effect the addition of fin and rudder will have on the autorotation properties of the wings alone. The damping of fin and rudder being due essentially to the air flow meeting them at an angle on account of the rotation it should theoretically be possible to deduce this dynamic quantity from a simple static test of moment due to yaw angle. An experiment to test this was carried out several years ago but the static test did not give any approximation to the truth. This was ascribed at the time to the shielding of fin and rudder by the tail plane in the rotative experiment and subsequent work has amply confirmed this view. It is now known that shielding by the tail plane is by far the most important factor in determining the efficiency of the vertical surfaces at high angles of attack.

Details

Aircraft Engineering and Aerospace Technology, vol. 11 no. 7
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 August 1935

H.B. Irving

IT seems rather strange that while the general property of wing flaps of putting up both the lift and the drag of a wing at the same time has been known for many years, so little…

58

Abstract

IT seems rather strange that while the general property of wing flaps of putting up both the lift and the drag of a wing at the same time has been known for many years, so little practical application of this result has been made until quite recently.

Details

Aircraft Engineering and Aerospace Technology, vol. 7 no. 8
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 July 1933

L.W. Bryant

THE mathematical theory of longitudinal stability appears to have been adequate to explain the salient features of the behaviour of aeroplanes in longitudinal motion. In general…

50

Abstract

THE mathematical theory of longitudinal stability appears to have been adequate to explain the salient features of the behaviour of aeroplanes in longitudinal motion. In general the provision of a stable slope to the static pitching moment curve has been found in practice to fulfil all requirements, and although increasing oscillations do on occasion occur, they are on the whole surprisingly rare. The reasons for this are fairly well recognised and are briefly indicated in what follows. There is little doubt, however, that the designers' principal difficulties centre round the complex interferences between the wings and the tailplane, particularly with the air‐screw running. The downwash from the centre section in many machines, even with no engine on, is quite unpredictable in the present state of knowledge, and the calculation of the downwash due to the slipstream has not yet been successfully made even in the simplest cases. Some attempt is here made to summarise the present position.

Details

Aircraft Engineering and Aerospace Technology, vol. 5 no. 7
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 January 1960

P.F. Richards

The general reasons for considering a fresh approach to the calculation of air‐worthiness design tail loads and associated torques due to elevator‐induced pitching manoeuvres are…

86

Abstract

The general reasons for considering a fresh approach to the calculation of air‐worthiness design tail loads and associated torques due to elevator‐induced pitching manoeuvres are discussed. Then follows a description of the manoeuvre itself, elevator actions to be assumed, and the proposed method of calculating the various response quantities. The analytical treatment of Czaykowski given to the unchecked manoeuvre is extended to cover the checked case in Appendix I, Part III and a comparison is made of the two types of manoeuvre. The application of the work to auto‐pilot feed‐back failure causing hunting of the elevator control is also dealt with. The effect of aircraft size, weight, e.g. position, forward speed and altitude on the various response quantities are discussed, with particular emphasis on the importance of the manoeuvre margin. To avoid possible confusion of terms the two types of elevator‐induced manoeuvre mentioned above and discussed in this paper are defined as follows:

Details

Aircraft Engineering and Aerospace Technology, vol. 32 no. 1
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 September 1943

H.L. Price

VARIATION IN “TYPICAL VALUE” PARAMETERS IT has previously been shown that the effect of freeing the controls on the lateral stability of an aircraft may be taken account of by…

32

Abstract

VARIATION IN “TYPICAL VALUE” PARAMETERS IT has previously been shown that the effect of freeing the controls on the lateral stability of an aircraft may be taken account of by changes both in the values of the derivatives lp, lr, np and nr (wing), which hitherto have had typcial values, and also of the variables x, y and t themselves. It is therefore desirable to have information on the effect on the stability boundaries of changes in these derivatives. It may also happen that the values of yv and tan Θo in the case of a particular aircraft may be known to differ from those here adopted in the drawing of stability charts. The versatility of these charts (later to be given) will therefore be considerably increased if rules are expounded for assessing the effects of changes in any of those derivatives which were formerly fixed. This we proceed to do.

Details

Aircraft Engineering and Aerospace Technology, vol. 15 no. 9
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 1 November 1950

S. Neumark

IN high‐speed level flight in the compressibility region an entirely new factor makes its appearance, viz: small variations of atmospheric density and speed of sound with height…

76

Abstract

IN high‐speed level flight in the compressibility region an entirely new factor makes its appearance, viz: small variations of atmospheric density and speed of sound with height. This factor affects dynamic stability due to continuous changes of height during longitudinal disturbances; there is no effect in lateral disturbances. The affects are very small in low‐speed flight but they increase steadily with Mach number. The short‐period oscillations are not affected but the corrections to phugoid motion become appreciable in high subcritical flight, larger in supercritical (transonic) range, and very important in supersonic flight. The effects of compressibility are of paramount significance but they should be considered in conjunction with varying height effects. Another result of the investigation is the appearance of a new mode of disturbance, due to the stability quartic being converted into a quintic. The fifth (real) root is often small, it may vary in sign according to aerodynamic properties of the aircraft and characteristics of the power unit. The new mode is a subsidence or a divergence, and it determines height stability or instability, hence it may show to what extent an aircraft is able to keep constant altitude over long stretches of time.

Details

Aircraft Engineering and Aerospace Technology, vol. 22 no. 11
Type: Research Article
ISSN: 0002-2667

Access Restricted. View access options
Article
Publication date: 10 July 2020

Bilal Malik, Jehanzeb Masud and Suhail Akhtar

This paper aims to present a literature review on analytical research on the prediction of aircraft spin and recovery characteristics, as it progressed from the early years of…

216

Abstract

Purpose

This paper aims to present a literature review on analytical research on the prediction of aircraft spin and recovery characteristics, as it progressed from the early years of aviation to current state of the art spin technologies.

Design/methodology/approach

Aerodynamic model development approaches that have been generally used in past spin studies are presented. Past contributions in application of these analytical techniques to predict spin and recovery characteristics on various fighters, general aviation and airliners are discussed, thus providing useful reference for researchers embarking aircraft spin research. An overview of the development of spin prevention and spin recovery technologies to mitigate stall/spin susceptibility is presented.

Findings

The challenges associated with the presented techniques that prompt possible future research directions are discussed.

Originality/value

Despite considerable progress in the recent years, no comprehensive review on the analytical and computational research techniques to predict aircraft post-stall/ spin characteristics has been undertaken in the recent years.

Details

Aircraft Engineering and Aerospace Technology, vol. 92 no. 8
Type: Research Article
ISSN: 1748-8842

Keywords

1 – 10 of over 5000
Per page
102050