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Aviation History
1925
1925 - 0678.PDF
OCTOBER 15, 1925 Married •On September 19, 1925, at All Saints' Church, Leamington Spa, ALFRED WILLIAM CLEMSON, R.A.F., son of J. Clemson, Esq., Wellington, Shropshire, was married to EILEEN EDITH, daughter of Mr. and Mrs. ARTHUR R. HANDS, Johannesburg, Transvaal. Flying Officer ALEXANDER THOMAS LAING, R.A.F., was married on September 26, at the Church-in-the-Wood, Hollington, Sussex, to EILEEN MARY, youngest daughter of Mr. and Mrs. F. W. UPSON, of Hollington Park, St. Leonards- on-Sea. CHARLES TEVERILL FREEMAN, D.S.C., A.F.C., (late Major, R.A.F.), only son of Mr. and Mrs. P. B. Freeman, of Southgate, was married on October 3, at St. Mary the Virgin and All Saints', Potters Bar, to MARGARET LEONORA, second daughter of Mr. and Mrs. J. J. E. WATSON, of Potters Bar. Flight-Lieut. CYRIL N. ELLEN, D.F.C., R.A.F., was married on October 3 to GLADYS LILY, eldest daughter of Mr. and Mrs. GARDNER, of Highgate, at St. James's Church, Muswell Hill. To be Married The engagement is announced between Flight-Officer C. N. H. BILNEY, R.A.F., second son of Mr. and Mrs. W. A. Bilney, Monks' View, Newbury, Berks, and Miss NELLIE GARNEK PERREN, elder daughter of the late Mr. Thomas Perren and Mrs. Perren, of Villa Rosa, Wilts. Killed Flying-Officer EDGAR THOMAS O'NEIL HOGBEN, R.A., who died on October 5 at Kohat, India, as the result of an aero- plane accident on October 2, was the son of Mrs. Hogben, Elmwood, Harrogate, and of the late Edgar Hogben, M.D., M.R.C.P., and younger brother of S. J. Hogben, of Katsina, N. Nigeria. His age was 26 years. Death Major RONALD SINCLAIR SMITH, late R.N.A.S. and R.A.F., died on October 8, at 54A, Redcliffe Square, S.W.10, of heart disease contracted in the Service. AERONAUTICAL RESEARCH COMMITTEE REPORTS FROM the number of enquiries we receive it appears that there is a desire in aircraft circles to know approximately the contents of the various technical publications of the Aeronautical Research Committee. All the aircraft firms probably receive these reports regularly, whether or not they contain anything of immediate interest or utility. In the case of draughtsmen, however, and others interested in aeronautics, who can hardly be expected to purchase all the reports, the problem of deciding whether any publication interests him is often a difficult one. As it is obviously desirable that the knowledge of aeronautics should be made available to all who take an interest in the subject, we have arranged with the Air Ministry to publish in FLIGHT summaries of all the technical publications as soon as these are issued, or shortly before they are published. All A.R.C. publications can be purchased from H.M. Stationery Offices at Adastral House, Kingsway, London, W.C.2 ; 28, Abingdon Street, London, S.W.I ; York Street, Manchester ; 1, St. Andrew's Crescent, Cardiff ; 120, George Street, Edinburgh, and through any bookseller. Variation of Engine Power with Height. By H. L. Stevens, H. M. Garner, M.A., and W. G. Jennings, B.Sc., of the Royal Aircraft Establishment. Presented by the Director of Scientific Research. R. and M., Nos. 960 and 961. (E. 13 and E. 14.) August and September, 1924. Prices 9d. and 6d. net. In calculating the performance of an aeroplane from flight tests it is essential to know the law of variation of engine power with height. In the past it has been usual to assume that the horse-power at various heights is in proportion to the density, but recent experiments as described in the pre- sent reports and memoranda suggest that the law governing the magnitude of the horse-power can be more accurately defined on a pressure basis. WTiether this law will be finally accepted will depend upon the result of investigations now in progress at Martlesham in connection with a large number of types of aeroplane and engine. The method used in previous investigations to determine the engine power at a given height (see R. and M., No. 462, " The Variation of Engine Power with Height," by D. H. Pinsent and H. A. Renwick, presented by the Superintendent, R.A.E.) involved the assumption that the airscrew did not twist under load. To avoid the necessity for this assumption a torquemeter which measured directly the torque of the engine was designed and fitted to a B.R.2 engine and observa- tions of the torque obtained at different heights. Other experiments to supplement the work described in R. and M., No. 462, were made to determine the rate of climb, engine revolutions and air consumption on a D.H.9 with a 200 h.p. Siddeley-Puma engine under various conditions of pressure and temperature with a special airscrew designed not to twist under load (see R. and M., No. 960). In the experiments with a B.R.2 engine climbs were carried out at heights up to 17,000 ft. and partial climbs at different heights. Measure- ments of air speed, etc., were taken, and the engine torque as calculated was then plotted against pressure and density for different temperature ranges. As plotted, the experimental results suggest that the engine power is very nearly a func- tion of the pressure only, except for low heights, where it depends to a certain extent on the temperature. A similar conclusion was reached in connection with the Siddeley Puma experiments where the law of engine power was propor- tional to some power of the pressure (p. 1-05 in this case) rather than some power of the density. Experiments on Transmission of Air Waves through Pipes. By L. F. G. Simmons, B.A., A.R.C.Sc, and F. C. Johansen, B.Sc. R. and M., No. 957. (Ae. 176.) (13 pages and 8 diagrams.) January, 1925. Price Is. net". In many aeronautical researches it is desired to measure pressures at considerable distances from the points of observa- tion. For this purpose it has frequently been customary to use long pipes, and this method is liable to introduce errors. The present paper deals with experimental work for measuring the corrections necessary for reducing the pressure and velocity measurements made in some full-scale work with diaphragm gauges connected with Pitot tubes by long pipes. Reference is also made to some theoretical work by Rayleigh, and it is proposed to undertake at a later date a further analysis based on a modified theory. The experimental part of the investigation is divided into two parts. The first consists of measurements of pressure made with the usual type of diaphragm gauge, at the ends of pipes ranging up to 122 m. in length and to 0.95 cms. in diameter :— (i) when a known pressure was suddenly applied at the near end, and (ii) when a simple harmonic variation of pressure was impressed at the near end. The second deals with experiments in which more precise methods were applied to the measurements of pressure along open and closed pipes when a harmonic displacement was imposed at the near end. Measurements of displacement were obtained by observing the motion of a soap film at the open end. The experiments were restricted to frequencies below 2.5 per second. The results indicate that the usual type of diaphragm gauge is unsuitable for the measurement of fluctuating pressures. A reduction in pressure and displace- ment and an increased lag in phase result (except where resonance occurs) from (1) an increase in the length of the pipe, (2) a decrease in the diameter of the pipe, (3) an increase in the speed of fluctuation. Marked divergence between observed and calculated results show that existing formula relating to the trans- mission of sound waves through pipes cannot be successfully employed for correcting air pulsations of low frequency and finite amplitude. 678
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