FOE OFFICIAL USE.

AERONAUTICS

TECHNICAL REPORT
OF THE

AERONAUTICAL RESEARCH

FOR THE YEAR 1928-1929

(With APPENDICES).

VOL. I.
Aerodynamics.

LONDON,
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 Ill

CONTENTS.

VOLUME I.
PAGE
Members o f t h e Committee - - - - - - - - ix
Report o f t h e Committee f o r t h e year 1928-29 - - - - - 1
APPENDICES TO THE REPORT.
Aerodynamics :—
(a) Fluid Motion :—
(i) The characteristics of a Karman Vortex Street in a channel of
finite breadth. By H. Glauert, M.A. (R. & M. 1151) - 62
(ii) On the flow of a compressible fluid past an obstacle. By
Dr. H. Lamb, F.R.S. (R. & M. 1156) - 76
(iii) The effect of the static pressure gradient on the drag of a
body tested in a wind tunnel. By H. Glauert, M.A.,
F.R.Ae.S. ( R . & M . 1158)- - - - - - 81
(iv) A theoretical estimate of the pressure gradient in a wind
tunnel. By H. Glauert, M.A., F.R.Ae.S. (R. &M. 1159) - 93
(v) The force acting on a body placed in a curved and converging
stream of fluid. By Professor G. I. Taylor, F.R.S.
( R . &M. 1166) - - - - - - - - 104
(vi) Note on the forces experienced by ellipsoidal bodies placed
unsymmetrically in a converging or diverging stream.
By Dr. H. Lamb, F.R.S. (R. &M. 1164) - - - 114
(vii) The accelerated motion of a cylindrical body through a
fluid. By H. Glauert, M.A. (R. &M. 1215) - - - 118
(viii) The boundary layer of the front portion of a cylinder.
By A. Thorn, B.Sc., Ph. D. (R. &M. 1176) - - - 128
(ix) The airflow around a circular cylinder in the region where
the boundary layer separates from the surface. By A.
Fage, A.R.C.Sc. ( R . & M . 1179) - - - - - 148
(x) An investigation of fluid flow in two dimensions. By
A. Thorn, D.Sc., Ph.D., A.R.T.C. (R. &M. 1194) - - 166
(xi) The hydrodynamic forces on a cylinder moving in two
dimensions. By H. Lamb, F.R.S. (R. & M. 1218) - - 184
(xii) The skin friction on a circular cylinder. By A. Fage,
A.RC.Sc. (R. & M. 1231) - - - - -189-
(xiii) A mechanical method for solving problems of flow in
compressible fluids. By G. I. Taylor, F.R.S. and C. F.
Sharman, Ph.D. ( R . & M . 1195) - - - - - 198
(xiv) Report on progress during 1927-28 in calculation of flow of
compressible fluid, and suggestions for further work.
By Professor G. I. Taylor, F.R.S. With an Appendix by
C. F. Sharrnan, Ph.D. (R. &M. 1196) - - - - 220
(xv) On the effect ot air compression on drag and pressure
distribution in cylinders of infinite aspect ratio By
T. E. Stanton. (R. & M. 1210) 23h
(88956)—I Wt. 14750/68S/H34 375 1/30 Hurow G;7 A2
 IV

PAGE
(6) Aerofoils and Wing Sections :—
(i) The theoretical relationships for an aerofoil with a multiply
hinged flap system. By W. G. A. Perring, R.N.C.,
A.M.I.N.A. ( R . & M . 1171) - - - - - 243
(ii) An analysis of a rectangular monoplane with hinged tips.
By S. B. Gates, M.A. (R. & M. 1175) - - -257
(iii) The characteristics of a tapered and twisted wing with
sweep-back. By H. Glauert, M. A. and S. B. Gates, M.A.
( R . & M . 1226) - - - - - - - - 267
(iv) Wind tunnel experiments with infinite cascades of aerofoils.
By R. G. Harris, D.Sc., F.R.S.E. and R. A. Fairthorne.
( R . & M . 1206) - - - - - - - - 286
(v) Preliminary tests on the effect on the lift of a wing of the
position of the airscrews relative to it. By F. B. Bradfleld,
Math. & Nat. Sci. Triposes. (R. &M. 1212) - - - 304
(vi) On the two-dimensional flow past a body of symmetrical
cross-section mounted in a channel of finite breadth.
By A. Page, A.R.C.Sc. (R. &M. 1223) - - - - 314
(vii) On the flow of air adjacent to the surface of an aerofoil.
By N. A. V. Piercy, D.Sc. and E. G. Richardson, B.A.,
D.Sc. ( R . & M . 1224) - - - - - - 326
(c) Airscrews :—
(i) The change in airscrew characteristics with height. By
A. E. Woodward Nutt, B.A. (R. & M. 1178)- - - 349
(ii) Experiments with the family of airscrews in. free air at zero
advance. By H. C. H. Townend, B.Sc., W. S. Walker and
J. H. Warsap. (R. & M. 1153) - - - - - 359
(iii) Photographs of streamers illustrating the flow around an
airscrew in the vortex ring sbate. By C. N. H. Lock, M.A.
( R . &M. 1167) - - - - - - - - 369
(iv) Full scale determination of the effect of high tip speeds on
the performance of an airscrew. By W. G. Jennings,
B.Sc. ( R . & M . 1173) - - - - - - 373
(v) Wind tunnel tests with high tip speed airscrews. Some
experiments iipon an airscrew of conventional blade
section, aerofoil R. & M. 322, No. 3, at high speeds.
By G. P. Douglas, D.Sc. and W. G. A. Perring, R.N.C.
( R . &M. 1174) - - - - - - - - 383
(vi) Wind tunnel tests with high tip speed airscrews. The
characteristics of a conventional airscrew section, 0 • 082 c.
thick, and of R.A.F. 27 and R.A.F. 28. By G. P. Douglas,
D.Sc. and W. G. A. Perring, R.N.C. (R. & M. 1198) - 391

(d) Performance :—
(i) The effect of wind, weight and atmospheric conditions
(including semi-tropical conditions) on the distance to
take-off and land an aircraft. By Flight Sergt. B. H.
Rolles and H. L. Stevens, B.A. (R. & M. 1172) - - 395
(ii) The inclusion of partial glides in routine performance tests.
By A. E. Woodward Nutt, B.A. (R. & M. 1180) - - 409
(iii) Determination of the twist of a wing of an aeroplane in
flight. By W. G. Jennings; B.Sc. (R. & M. 1202) - - 412
(iv) Pressure plotting a streamline body with tractor airscrew
running. By C. N. H. Lock, M.A. and F. C. Johansen,
B.Sc., A.M.I.Mech.E. (R. & M. 1230) - - - - 417
(v) Skin friction and the drag of streamline bodies. By
Professor B. M. Jones. (R. &M. 1199)- - - - 439
 PAGE
(e) Wing flutter :—
(i) Wing flutter experiments upon a model of a single seater
biplane. By W. G. A. Perring, R.N.C. (R. & M. 1197) - 451

(/) Airships :—
(i) The resistance of the International airship models measured
in the wind tunnel of the Royal College of Science, South
Kensington, S.W.7. By Professor F. T. Hill and T.
Tanner, A.C.G.I., D.I.C. (R. &M. 1160) - - - 471
(ii) Experiments on a model of the airship R.101. By R. Jones,
M.A., D.Sc. and A. H. Bell. (R. & M. 1168)- - - 480
(iii) The distribution of pressure over the hull and fins of a
model of the rigid airship R. 101, and a determination of the
hinge moments on the control surfaces. By R. Jones,
M.A., D.Sc. and A. H. Bell. (R. & M. 1169)- - - 507
(iv) Tests on airship models at large Reynolds numbers. By
L. F. G. Simmons, M.A., A.R.C.Sc. (R. & M. 1234) - - 544
(g) Gyroplanes :—
(i) Wind tunnel experiments on a model autogyro at small
angles of incidence. By C. N. H. Lock, M.A. and H. C. H.
Townend, B. Sc. (R. & M. 1154) - - - - 551
(ii) On the horizontal flight of a helicopter. By H. Glauert,
M.A. ( R . & M . 1157) - - - - - - 612
(iii) A summary of the experimental and theoretical investiga-
tions of the characteristics of an autogyro. By H.
Glauert, M.A. and C. N. H. Lock, M.A. (R. & M. 1162) - 624

VOLUME II.
Stability and Control :—
(a) Stability :—
(i) Notes on longitudinal stability at stalling in gliding flight.
By S. B. Gates, M.A. (R. &M. 1189) - - - - 629
(ii) The lift and pitching moment of an aerofoil due to a uniform
angular velocity of pitch. By H. Glauert, M.A. (R. & M.
1216) - - - - - - - - - 6 3 6
(b) Control :—
(i) Instrumental records of the lateral motions of a stalled
Bristol Fighter aeroplane. By Professor B. Melvill Jones,
A.F.C., M.A., F.R.Ae.S. and Flight Lieut. C. E. Maitland,
D.F.C., R.A.F. (R. &M. 1181)- - - - - 645
(ii) Full scale control tests on Fokker F. VII 3M monoplane.
ByJ.K. Hardy, B.A. (R. &M. 1228) - - - - 656
(iii) The control of the Fokker F. VII 3M aeroplane. Interim
Report by the Stability and Control Panel, with an
Appendix giving precis of polits' reports. (R. & M. 1236) 664
(iv) Wind tunnel tests of various servo rudder systems. By
K. V. Wright, B.A. (R. & M. 1186) - - - - 669
(v) On the use of a follow up mechanism in aerodynamic servo
control systems. By H. M. Garner, M.A. and K. V.
Wright, B.A. ( R . & M . 1187) - - - - - 686
 VI
PAGE
(vi) The longitudinal control of an aeroplane beyond the stall.
By H. M. Garner, M.A. and K. V. Wright, B.A. (R. & M.
1193) - - - - - - - - - 6 9 4
(vii) On the stability of controlled motion. By W. L. Cowley,
A.R.C.Sc., D.I.C. (R. &M. 1235) - - - - 700
(c) Slots and Pilot Planes :—
(i) Wind tunnel tests for design of an automatic slot for Avro
504N. By E. T. Jones, M.Eng. and K. W, Clark, B.Sc.,
D.I.C. ( R . & M . 1192) - - - - - - 709
(ii) Wind tunnel experiments on the design of an automatic
slot for R.A.F. 34 section. By F. B. Bradfield, Math. &
Nat. Sci. Triposes, and F. W. G. Greener, B.Sc. (R. & M.
1204) - - - - - - - - - 7 2 0
{iii) Wind tunnel experiments on the design of an automatic
slot for R.A.F. 31 section. By F. B. Bradfield, Math, and
Nat. Sci. Triposes, and F. W. G. Greener, B.Sc. (R. & M.
1190) - - - - - - - - - 7 3 1
(iv) Wind tunnel experiments on the design of an automatic
slot for R.A.F. 28 section, and on interconnection with
ailerons. By F. B. Bradfield, Math, and Nat. Sci. Triposes,
and K. W. Clark, B.Sc., D.I.C. (R. & M. 1165) - - 742
(v) On a method of delaying the opening of an autoslot (wind
tunnel experiments). By F. B. Bradfield, Math, and
Nat. Sci. Triposes, and R. A. Fairthorne. (R. & M. 1214) - 762
(vi) Wind tunnel tests of a R.A.F. 30 wing fitted with a self-
setting slotted wing (pilot plane). By F. B. Bradfield,
Math, and Nat. Sci. Triposes, and S. Scott Hall, M.Sc.
( R . & M . 1225) - - - - - - - 768
(vii) Wind tunnel tests of aerofoils with pilot planes. By F. B.
Bradfield, Math, and Nat. Sci. Triposes, and K. W. Clark,
B.Sc. ( R . & M . 1213). - - - - - - 780
(viii) Full scale test of Bristol Fighter aeroplane with R.A.F. 30
wings, fitted with " pilot planes " at the wing tips.
By W. G. Jennings, B.Sc. (R. &M. 1205) - - - 806
(ix) Full scale tests of a standard Bristol Fighter aeroplane fitted
with " pilot planes " at the wing tips. By W. G. Jennings,
B.Sc. ( R . & M . 1191)- - - - - - - 810
(x) Full scale experiments with a Bristol Fighter fitted with
slots and flaps and slot and aileron control. By K. V.
Wright, B.A. ( R . & M . 1188) - - - - - 815
(xi) Wool-tufts. A direct method of discriminating between
steady and turbulent airflow over the wing surfaces of
aircraft in flight ; applied to explore the region of effect
of the slot on a Bristol Fighter wing. By Flight Lieut.
J. A. G. Haslam, D.F.C., M.C. (R. & M. 1209) - - 821
{d) Spinning :—
(i) Experiments on a model of a single seater fighter aeroplane
in connection with spinning. By H. B. Irving, B.Sc. and
A. S. Batson, B.Sc. (R. & M. 1184) - - - - 827
(ii) Rolling experiments on an aerofoil of R.A.F. 32 section.
By H. B. Irving, B.Sc. and A. S. Batson, B.Sc. (R. & M.
1182) - - - - - - - - - 8 4 6
(iii) A dash-pot for use in spinning experiments on a model
aerofoil. By T. H. Fewster. (R. &M. 1208) - - - 854
 Vll
PAGE
Strength of Construction :—
(i) The graphical and analytical determination of stresses in
single span and continuous beams under end compression
and lateral load with variations in shear, distributed load
and moment of inertia. By H. B. Howard, B.A., B.Sc.
(R. & M. 1233) . . . . . . . 856
(ii) Loads on the main planes and tail of an aeroplane when
recovering from a dive. By H. Bolas, B.Sc,, A.M.LC.E.
and G. A. Allward of Messrs. Geo. Parnall & Co. (R. & M.
1229) . . . - - - . . . 886
(iii) On the maximum load in pulling out from vertical dives.
By S. B. Gates, M.A. and H. B. Howard, B.A., B.Sc.
( R . & M . 1232) - - - - - - - 910
(iv) Report of the Airworthiness of Semi-Rigid Airships Sub-
committee. ( R . & M . 1170) - - - - - 919
Materials :—
(i) The strength of tubular struts. By Professor Andrew
Robertson, D.Sc. (R. & M. 1185) - - - - 935
(ii) The behaviour of a single crystal of zinc subjected to
alternating torsional stresses. By H. J. Gough, M.B.E.,
D.Sc., Ph.D. and H. L. Cox, B.A. (R. & M. 1183)- - 959
(iii) The effect of stress upon the X-ray reflections from
tungsten wire at air temperature. By H. L. Cox, B.A. and
I. Backhurst, M.Sc. (R. &M. 1221) - - - - 982
(iv) Report on the drop of stress at yield in Armco iron. By
A. Robertson, D.Sc. and A. J. Newport, B.Sc. (R. & M.
1161) - - - - - - - - - 9 8 6
(v) The age-hardening of some aluminium alloys. By Marie
L. V. Gayler, D.Sc. and G. D. Preston, B.A. (R. & M.
1220) - - - - - - - - - 9 9 3
(vi) Investigation into the proposed use of a sand cast test bar
for specification purposes for aluminium alloys. By W.
Rosenhain, D.Sc., F.R.S. and S. L. Archbutt, F.I.C.
( R . & M . 1219) - - - - - - - - 1026
Engines :—
(i) On the stiffness of crankshafts. By H. Constant, B.A.
( R . & M . 1201) - - - - - - - 1035
(ii) The effective torsional rigidity of a crank. By R. V.
Southwell, F.R.S. (R. & M. 1211) - - - -1052
General :—
(i) On the convection of heat from the surface of an aerofoil
in a wind current. By L. W. Bryant, B.Sc., A.R.C.Sc.,
E. Ower, B.Sc., A.C.G.I., A. S. Halliday, B.Sc., D.I.C.,
V.M.Falkner,B.Sc. (R.&M. 1163) - - - -"1069
 vm

Index to Serial Numbers of the Technical Reports.

Report No. PAGE Report No. PAGE

R. &M. 1151 - 62 R. &M. 1192 - - - 709
1153 - - - 359 „ 1193 - - - 694
1154 - - - 551 „ 1194 - - - 166
1156 - - - 76 „ 1195 - - - 198
1157 - - - 612 „ 1196 - - - 220
1158 - 81 „ 1197 - - - 451
1159 - 93 „ 1198 - - - 391
1160 - - - 471 „ 1199 - - - 439
1161 - - - 986 „ 1201 - - - 1035
1162 - - - 624 „ 1202 - - - 412
1163 - - - 1069 „ 1204 - - - 720
1164 - - - 114 „ 1205 - - - 806
1165 - - - 742 „ 1206 - - - 286
1166 - - - 104 „ 1208 - - - 854
1167 - - - 369 „ 1209 - - - 821
1168 - - - 480 „ 1210 - - - 238
1169 - - - 507 „ 1211 - - - 1052
1170 - - - 919 „ 1212 - - - 304
1171 - - - 243 „ 1213 - - - 780
1172 - - - 395 „ 1214 - - - 762
1173 - - - 373 „ 1215 - - - 118
1174 - - - 383 „ 1216 - - - 636
1175 - - - 257 „ 1218 - - - 184
1176 - - - 128 „ 1219 - - - 1026
1178 - - - 349 „ 1220 - - - 993
1179 - - - 148 „ 1221 - - - 982
1180 - - - 409 „ 1223 - - - 314
1181 - - - 645 „ 1224 - - - 326
1182 - - - 846 „ 1225 - - - 768
1183 - - - 959 „ 1226 - - - 267
1184 - - - 827 „ 1228 - - - 656
1185 - - - 935 „ 1229 - - - 886
1186 - - - 669 „ 1230 - - - 417
1187 - - - 686 „ 1231 - - - 189
1188 - - - 815 „ 1232 - - - 910
1189 - - - 629 „ 1233 - - - 856
1190 - - - 731 „ 1234 - - - 544
1191 - - - 810 „ 1235 - - - 700
1236 - - - 664
 IX

MEMBERS OF THE COMMITTEE.

March, 1929.

Sir RICHARD GLAZEBBOOK, K.O.B., F.R.S. (Chairman).

Sir JOSEPH PETAVEL, K.B.E., F.R.S. (Vice-Chairman)*
Professor L. BAIBSTOW, C.B.E., F.R.S.
Dr. R. FEEGiisoisr, D.Se.f
Mr. A. H. HALL, C.B.E., M.I.C.E., M.I.M.E.
Professor B. M. JOWES, M.A., A.F.C.
Professor F. A. LDSTDEMANN, F.R.S.
Lieut.-Colonel M. O'GOBMAN, C.B., D.Sc.
Dr. G. C. SIMPSON, C.B., C.B.E., F.R.S.
Dr. F. E. SMITH, C.B., C.B.E., F.R.S.J
Mr. R. V. SOUTHWELL, F.R.S.
Professor G. I. TAYLOE, F.R.S.
Mr. H. T. TIZABD, C.B., F.R.S.*
Mr. H. E. WIMPEKIS, C.B.E., F.R.Ae.S., M.I.E.E.
Secretary : Mr. J. L. NAYLEE.
Assistant Secretary : Mr. E. OWEB.

National Physical Laboratory,

Teddington, Middlesex.

* Representing the Department of Scientific and Industrial Research,

t Representing the War Office. J Representing the Admiralty.
 AERONAUTICAL RESEARCH
COMMITTEE.
Report for the year 1928-29.

General Rt. Hon. The Lord Thomson, C.B.E., D.S.O.,

Secretary of State for Air.
May, 1929.
MY LOBD,
The Aeronautical Research Committee beg to submit their report
for the year 1928-29.
One of the problems that has received much attention during the
past year is that of the improvement of aeroplane performance. A
published paper (R. & M. 1199) by Professor B. M. Jones has
drawn attention to the wide disparity between the total head
resistance of an ideal aeroplane whose drag is due entirely to skin
friction and that of conventional aeroplanes of present design.
Attempts to reduce this large difference constitute the object of
researches that have already been initiated, and it is anticipated
'that much of the work of the Committee in the immediate future
will be concerned with this problem. Already a simple means has
been devised for decreasing the drag of aeroplanes fitted with air-
cooled engines ; other experiments, although so far only of a
preliminary character, have shown that it should be possible to
reduce the drag resulting from the interference of different parts of
the machine. The whole question is complicated and involves a
consideration of many collateral problems, but the Committee feel
that there is considerable scope for research in this field, and the
results already obtained justify their belief that steady pursuit of
this line of work will have valuable consequences.
Other matters dealt with in previous Annual Reports have
reached an advanced stage. Amongst these may be mentioned the
lateral control of aeroplanes at low speeds ; autoslots have, for
example, been fitted to a large number of service aircraft, and are
being fitted in increasing numbers to civil aircraft; pilot planes are
in use on experimental aircraft; and various means of " spoiling "*
a slot when used in conjunction with an aileron are under trial. An
important monograph (R. & M. 1155) describing researches on
flutter has been completed and is now in the press. Researches on
sleeve valve engines, on engines when highly supercharged and
* By " spoiling " is implied the putting out of action of a slot which would
otherwise be operative, thus reducing the extra stability given by an open
slot and retaining a certain amount of additional control given by the freedom
to open or close the slot with the aileron, as desired by the pilot.
on compression-ignition engines, have progressed favourably. The
Committee have also to report on several researches initiated at
Universities while attention is drawn elsewhere to the considerable
help received from individual investigators.
Equipment for Experimental Work at various Establishments.—
Visits have been paid to Air Ministry establishments as follows :—
The Aeronautical Research Committee, Accidents Investiga-
tion Sub-Committee, and the Stability and Control Sub-Com-
mittee have visited the Royal Aircraft Establishment and the
Stability and Control Sub-Committee have also held a meeting
at the Aeroplane and Armament Experimental Establishment,
Martlesham.
Full use has been made of the experimental equipment at the
various establishments where the researches under the care of the
Committee arc in progress, and to meet the requirements of future
researches a need is now strongly felt for the additional apparatus
mentioned below. The programme of work has been more than
sufficient to keep the staffs fully occupied, but the new equipment
already authorised is necessary to attack certain problems which
either cannot be investigated with existing means or for which the
use of available methods is too costly.
Approval has been given for the construction of a compressed
air tunnel at the National Physical Laboratory and it is expected
that the erection of the shell to contain this tunnel will commence
during 1929. The shell is to be 17 ft. in diameter, and will be
capable of withstanding a pressure of 25 atmospheres. The model
experiments that have been in progress at the N.P.L. show that a
satisfactory tunnel 6 ft. in diameter can be constructed in the space
within the shell.
Further consideration has been paid to the provision of a high
speed tank at the Royal Aircraft Establishment, and it is understood
that the details of its construction are now satisfactorily settled.
An increasing need is being felt for a large wind tunnel of about
24 ft. diameter, in which can be placed a complete aeroplane body
and engine. A study of the cooling of aeroplane engines can best be
made in such a tunnel which provides a quicker and cheaper means
than that of flight experiment; further, many researches on im-
provement of performance can only be undertaken if facilities are
available such that small variations in shape of body, wing roots,
etc., can be made on the full scale and separately measured.
Aerodynamics.—In the earlier history of the Committee all
researches on aerodynamics were co-ordinated by one Sub-Committee,
but with the growth of the work some modification of this procedure
became desirable. Special Sub-Committees are now appointed to
deal with new aspects of the subject and the main work of the
Aerodynamics Sub-Committee during the past year has been directed
almost solely towards problems of fluid motion and to the improve-
ment of performance. Some work on the latter subject has been
discussed by the Interference Sub-Committee and mention of this is
made later. Problems on stability and control, and the flutter of
aeroplanes have been dealt with by separate Sub-Committees.
Considerable interest has been aroused by a paper by Professor
B. M. Jones (R. & M. 1199), to which reference has already been
made. Attention is drawn to the relation between the resistance of
streamline bodies and the skin friction on flat surfaces both for
laminar and turbulent flow. Recognition of this relation suggests a
new method of attack upon the general problem of improvement of
performance. It has been well-known that the resistance of a model
of good aerodynamic shape is not determinable accurately at low
Reynolds numbers and that, according to the tunnel in which the
experiments are made or the conditions of the water medium through
which the model is towed, the value of the resistance varies appreci-
ably. The work of Froude, Prandtl, Burgers and Baker, on the
determination of skin friction on flat plates indicates similar effects
at slow speeds. Some years ago the Committee published a paper,
R. & M. 597, showing that the measured resistance of a model of an
airship could be altered by placing in front of it a mesh of cords so
as to produce artificial turbulence. It would appear that within a
certain range of Reynolds number the resistance of a streamline body
in any tunnel with a uniform velocity and direction over the experi-
mental portion may vary with turbulence between the values
calculable from laminar conditions and turbulent conditions respec-
tively. Under certain conditions it is possible to obtain a curve of
resistance which, for a low Reynolds number, agrees with the resist-
ance calculable on the assumption that the flow in the boundary
layer is laminar, but which rises with increasing Reynolds number
until the resistance is the same as if the flow were wholly turbulent.
It seems probable that " scale effect," for which an allowance has
to be made in the prediction of full scale resistance from model data
on good streamline bodies, is often due to the fact that the flow with
the model was not wholly turbulent whereas that with the full scale
body was. If this be so, it follows that predictions of this kind will
be less liable to error if the flow past the model in the wind tunnel
can be rendered sufficiently turbulent. This question of turbulence,
including both the mechanism of its origin and its general effect on
performance, is considered by the Committee to be a matter of
primary importance and to show promise of throwing new light on
scale effect.
A research, whose ultimate aim is the reduction of the head
resistance of aeroplanes, has been initiated on the drag of streamline
bodies as affected by the interference of a protuberance such as
another small body or a wing root attached to the surface. Prelim-
inary results show that under some conditions, as, for example,
when a wing is in contact with a body of circular section either at
the top or bottom surface the interference may be large ; further,
the effect of a protuberance on a body is less when it is aft of the
maximum section. All the experiments on these lines have up to
the present been largely of a tentative nature : a report describing
the work will be issued when the research has reached some definite
point.
Another matter bearing on performance has been the subject of
an extensive research by Mr. L. W. Bryant and Mr. E. Ower on
wing radiators, R. & M. 1163. A radiator was represented on a
R.A.F.26 aerofoil by means of platinum strips, electrically heated,,
extending over the central portion of the span. Each strip formed
part of a separate electrical circuit so that it was possible to find
the distribution of heat dissipation around the entire surface when
all the strips were maintained at the same temperature. Good
agreement in the overall cooling was found with the results of tests
made at the R.A.E. on the Supermarine and Gloster wing radiators.
Later work shows that the portion of the wing ahead of the front
spar gives cooling per unit surface appreciably greater than for the
whole wing area ; this fact may have application for a radiator to-
condense steam generated by the engine.
The improvement of performance of aeroplanes fitted with
air-cooled engines has also been the subject of experiment.
By placing streamline rings in front of a body with radial air-
cooled cylinders it has been found possible to obtain an important
reduction in total resistance. Further researches are contemplated on
this device, which has been put forward by Mr. H. C. H. Townend
(T.2670)*. At the time that this device was being perfected, a
description of another plan for reducing resistance was published
by the U.S. National Advisory Committee of Aeronautics.f
Forms of cowling suitable for air-cooled engines will also be
tested in a wind tunnel and on engines on a test bed. Considerable
improvement was found possible by the use of cowling on the
Crusader seaplane which was constructed to compete for the
Schneider Trophy in 1927. The results of these experiments on the
Crusader model will be published at a later date. It appears that the
overall drag can be greatly reduced by the use of suitable helmets
over the heads of air-cooled cylinders, and it is considered possible to
bring the performance of an aeroplane with an air-cooled engine to
within a few m.p.h. of that obtained with a water-cooled engine.
Airscrews.—The mutual interference of an airscrew and a body
has been dealt with by Mr. C. N. H. Lock and Mr. F. C. Johansen.
In one paper, R. & M. 1218, are given the results of pressure dis-
tribution measurements and their connection with the mutual
interference of a tractor airscrew on a body. Good agreement i&
shown with a theory outlined by one of the authors in a report,

* To be published hereafter. f N.A.C.A. Reports No. 313 and 314.

published in the previous year (see R. & M. 1120). Other papers
deal with various efficiency factors for the airscrew, and estimates
have been made of the skin friction of the body.
Further experiments have been made during the year on air-
screws running at high tip speeds and the results have been published.
The symmetrical section, R.A.F.27, tested at speeds of 0-8 and 0-9
of the velocity of sound was found to be superior to other sections.
In general, it seems that the sections should be as thin as possible
to minimise loss at high speeds. An observed increase of the slope
of the lift curve with speed can be explained on theoretical grounds
(see R. & M. 1135). The ratio of lift/drag for aerofoil sections at
speeds greater than 0 • 8 of the velocity of sound has in every case
been considerably less than at lower speeds. There still remains
outstanding a discrepancy between the model results and those
realised in flight, but it is hoped to clear up this matter in due course,
In parallel with this work, Professor Taylor has made experiments
employing an electrical tank (B. & M. 1195) by means of which the
irrotational flow of a compressible fluid, for which the density varies
in a known manner, can be determined experimentally by the aid
of the analogy with the flow of electricity in a conductor of variable
thickness. The experiments, described in another paper, R. & M.
1196, corresponded with speeds for which n = 0-4, 0-5, and 0-6,
where n is the ratio of the velocity of the body (relative to the distant
fluid) to the velocity of sound in the undisturbed fluid. The correct
distribution is sought by a process of continual trial, each determina-
tion suggesting a new approximation. The successive approxima-
tions were found to converge for the smallest value of n, but the
process was divergent in the case of the B.A.F.31A wing section
when n was between 0 • 5 and 0 • 65. Further experiments are con-
templated to determine the nature of the flow which corresponds
with the region of failure of the electrical method ; it is hoped that
either visual experiments or pressure measurements in Sir Thomas
Stanton's 3 in. high speed tunnel may help.
International Trials.—A report has been received from the U.S.A.
on their tests in four wind tunnels of the International R.A.F.15
aerofoil section. There is some variation in technique in the method
of testing models in the American tunnels and the results differ,
possibly on this account. The agreement between the results obtained
with the various U.S. tunnels is of the same order as that obtained
between the various N.P.L. and R.A.E. tunnels.
Fluid Motion.—Attention has been directed to the flow of fluids
near models both from the theoretical and experimental standpoints.
Several papers have been communicated on the effect of pressure
drop in a wind tunnel and this has been calculated for a flat plate,
a cylinder and a streamline body. The method of correction hitherto
adopted is satisfactory for the streamline body but the theoretical
arguments advanced by Professor G. I. Taylor (R. & M. 1166) suggest
appreciable errors in the case of tests on forms with a bluffer shape.
 6

Mr. H. Glauert has shown, in R. & M. 1215, how to calculate the

accelerated motion of a cylindrical body through a fluid on the
assumption that the motion is represented by a suitable distribution
of vorticity over the surface. Dr. H. Lamb, in another paper, R. & M.
1217, has calculated the same motion by direct methods employing
only equations of potential flow without recourse to the conception
of a vortex.
In R. & M. 1223, Mr. A. Fage has discussed the interference
of the walls of a two-dimensional channel on a Rankine oval placed
in the stream and has, from experimental work, obtained sufficient
data for the estimation of the empirical constants used in his
analysis.
Mr. A. Fage has also investigated the boundary layer around a
circular cylinder from observations of the total head taken near
the surface with the aid of an exceedingly small pitot tube, R. & M.
1179. The distinctive characteristics of the boundary layer are
found to resemble those in the layer along a plane surface, the
critical value of the Reynolds number is of the same order as that
found by van der Hegge Zijnen for a plane surface and there appears
to be a determinable critical point on the cylinder where a transition
from a laminar to a turbulent state of flow begins. From these
experiments it would appear that the'intensity of skin friction around
a cylinder differs appreciably in value from that on a flat plate of
the same area.
Dr. A. Thorn of Glasgow University has investigated the
boundary layer on the front portion of a cylinder moving at right
angles to its axis and has compared his experimental results with a
solution of certain simplified equations of the boundary layer laid
down by Professor Prandtl. He has used a method of approximation
in which the mean values at the centre of the rectangles formed by
streamlines and equipotential lines are adopted for trial as a new
estimate of the correct distribution and his method appears to be
convergent for the problem attacked. The agreement shown in
Dr. Thorn's paper between theory and experiment is satisfactory
(see R. & M. 1176), and has been partly confirmed by other experi-
mental results obtained at the N.P.L.
Dr. Piercy at East London College has measured the flow of air
adjacent to the surface of an aerofoil at very low wind speeds (see
R. & M. 1224). Using a hot wire instrument, he has found the
thickness of the boundary layer and observed the occurrence of
vorticity under a variety of conditions near the upper and lower
surfaces of the aerofoil at different angles of incidence. The conditions
under the lower surface appeared to approximate to those of Burgers
and Zijnen for a flat surface, but a region of remarkably high velocity,
not yet explained, was found just under the trailing edge.
Gyroplanes.—No systematic wind tunnel or theoretical research
has been carried out during the year on gyroplanes except in relation
to incidental matters. The construction of a gyroplane having a
more rigid type of wing construction with single articulation has
been completed, but so far the flying tests with this craft have not
been fully successful. The performance of the doubly articulated
gyroplane (Cierva Autogyro) has been measured, but, except for
special purposes, it is not anticipated that this type of aircraft will
provide a serious competitor with the ordinary aeroplane owing to
the smaller rate of climb.
Stability and Control.—The routine stability and control tests
on all new types of aeroplane to which reference was made in the
previous Annual Report have received extensive trial on a
number of aircraft at Martlesham. It is generally agreed that
the tests for fore and aft stability and control are satisfactory but
they might well be reduced in length. The majority of the lateral
tests have, on the other hand, proved unsuitable, since the indications
which they give cannot be made sufficiently definite and bear little
relation to pilots' opinions as to the merits of the respective
aeroplanes. The Stability and Control Sub-Committee, who are
co-ordinating this work, have unanimously come to the opinion that
the next step must be the design of greatly simplified recording
apparatus. The research instruments, including recording gyro
turn indicators and control movement recorders, are too complicated
for test purposes. It is proposed to go into the question of developing
more apparatus and of the possibility of obtaining records by simple
movements of the lateral controls.
Quantitative knowledge is being accumulated on the lateral
motions of aeroplanes. Instrumental records have been taken on
the Bristol Fighter attached for research purposes to the Cambridge
University Air Squadron. Professor Jones has measured the lateral
motions of a stalled and unstalled aeroplane for given movements of
the controls and the report giving the instrumental records, which
is the first of its kind, has been published (R. & M. 1181). The change
in behaviour of the aeroplane in response to the movement of the
ailerons and rudder, as the stalling angle is approached, is clearly
shown. Similar work has been carried out at the R.A.E. on a Fokker
and on an Avro. The Cambridge work will proceed on the Bristol
Fighter with the R.A.E. large rudder and with slots on the tips of
all four wings.
The Committee welcome steps that are being taken to
improve the research facilities at Martlesham. The additions to
the experimental equipment will accelerate items in the programme
of investigations at that Establishment, such as the development of
routine tests for stability and control, of which mention has been
made above, the study of fore and aft control on stalled aeroplanes,
and the behaviour of aeroplanes in prolonged spins. Little work
has yet been done on the fore and aft control problem but some
experiments, in addition to the work contemplated at Martlesham,
(38956)—I B
 8

will be carried out at the R.A.E. An experimental study of certain

derivatives which are required to determine the longitudinal
stability when the attitude of the aeroplane is near the stall, will
also be undertaken at the N.P.L. on models on the Whirling Arm
and in the wind tunnel.
The problem presented by the aeroplane which will not come out
of a long spin is still not completely understood. Various character-
istics which have from time to time been cited as affecting the
matter, as, for example, C. G. position, wing stagger, unshielded fin
area, etc., are undoubtedly important, but the further the matter is
investigated the more varied appear to be the types of spin which
cause trouble on different machines. Some of the dangerous spins
on aircraft do not take place at very large incidences as was previously
supposed and the whole matter is being further examined, both by
experimental work on models and by theoretical research.
Work on lateral control at the stall has continued : some further
research has been conducted, but the main development in this field
has consisted of practical trials of autoslots, of pilot planes, and of
the slot-and-aileron control. Autoslots have provided a means of
obtaining stability and a certain amount of control on some aircraft,
but this does not appear to be generally true for all machines. There
are doubtless other ways of obtaining satisfactory control and it
may be that the shape of the curve of lift coefficient against incidence
for the wing section is important. In order to verify this possibility
experiments are to be made on the properties of sections having flat
topped Mft curves. In parallel with work on autoslots, experiments
have been made on " pilot planes " and some reports of model and
full scale experiments have been published. The ordinary slot has
not, up to the present, given good results on some thick wing sections,
but, an alteration in the design of the auto slot or its mechanism,
or the pilot plane may possibly provide a solution in this case.
Among other matters discussed may be mentioned briefly the'
stability of the Pterodactyl. A peculiarity of this type of aircraft
appears to be unusual fore and aft liveliness in bumps, and, to
investigate the cause, some measurements of derivatives are to be
undertaken on models ; when modified, the Mark IA aircraft will be
subjected to further experiment at the R.A.E.
Servo controls are now being more extensively used on various
aircraft, but precise information as to their aerodynamic behaviour
is scanty ; it is proposed to measure the relative movements of the
servo and of the rudder by the aid of control position indicators so
as to provide facilities for checking, on the full scale, certain con-
clusions reached in a theoretical paper, R. & M. 1187. An aeroplane
with all moving tail-plane has been designed and constructed by
Messrs. Vickers, and presents features which warrant experiment.
Airships.—The airworthiness of non-rigid and semi-rigid airships
has been considered in regard to (1) the specification of those con-
ditions of flight and operation which govern the design of an airship,
 (2) the determination of the loading systems which will act on
components of the airship under the specified conditions of flight,
and (3) the calculation or estimation by test of the corresponding
stresses in parts of the airship with a statement of the factors of
safety considered to be necessary.
In the published report of a special Sub-Committee (see II. & M.
1170), these matters are discussed in detail. The opinion is there
expressed that the only satisfactory method of determining the
internal pressure necessary to maintain shape in semi-rigid and
non-rigid airships is to test a scale model inverted and filled with
water in accordance with a theory published in 1911.* The water
model tests should be made to reproduce various representative
conditions of flight with the ballonets both full and empty, in order
to ensure that the system of suspension will result in wrinkling of
the envelope. The strength of the envelope must be such as will
withstand a certain uniform " design pressure" calculated in
accordance with the rules given in the Sub-Committee's report.
Factors of safety are laid down including a figure of 4 for the
fabric in tension. Other questions such as the minimum performance
for a given duty, the correct use of gas valves and ballonets, adequate
stability and control, the carrying of ballast, protection from electri-
cal discharges, matters of fire prevention, and inspection of materials
and workmanship are also discussed from the airworthiness point
of view.
The general research on structure of the wind, commenced last
year, with reference to the mooring of airships, has been continued
at Cardington by the staff of the Meteorological Office. Much
information has been accumulated on the variation of wind force
and direction measured simultaneously at the four anemometer masts
there erected: it includes records taken during the passing of line
squalls. A brief account of the work was given to the British
Association at their 1928 meeting and it is hoped to write a report
for publication during the coming year.
Flutter of Aeroplanes.—The flutter of aeroplane wings has been
further studied by Dr. Douglas and Mr. Perring at the R.A.B. by
means of cinematograph records of a model of reduced elasticity in
a, wind tunnel. This method of experiment, as described in R. & M.
1197, gives a satisfactory means of investigating the problem of
flutter on models of aeroplanes actually in existence, but it is not
yet possible to say with certainty that the method can be applied to
predict the flutter speeds of a proposed design from drawings only.

A- •*-M1) S°-ISe theorems on stresses and deformation in the envelope of a

dingiblemth a suggested "model" method for their determination.—
H. Booth, R. & M. No. 42, March 1911, also Advisory Committee for Aero-
nautics Report 1910-1911, page 30.
(2) Les etudes d'acSrodynamique du laboratoire des a<§rostiers militaires
itahens.—Capt. Crocoo. La Technique Aeronautique, Vol. 3, 1911, page 329.
36956)—I
B2
 10

Further experiments on the same model to correlate theory and

experiment are in hand to verify the application of flutter methods
for prevention purposes.
At the N.P.L. Messrs. R. A. Frazer and W. J. Duncan, since the
completion of their monograph (R. & M. 1155) on wing flutter, have
advanced their theory in some directions. A certain type of biplane
flutter has proved amenable to mathematical treatment; also allow-
ance can now be made for the influence of the mobility of the fuselage.
Problems associated with tail flutter are also receiving attention.
Further papers describing this work will be published shortly.
Seaplanes.—Progress in full scale work at the Felixstowe Air
Station has been slow owing to the number of other duties which
this Station has had to undertake. It is, however, hoped that
in the future more research will be carried out, especially in co-
operation with tests in the new high speed tank to be laid down at
the R.A.E.
Experiments have been made on a method of measuring the
water speed of seaplanes. There are some difficulties in taking
simultaneous bearings from two shore stations but as a first approxi-
mation the method may be considered satisfactory. It has been
recommended that, to measure taking-off speed when the acceleration
may be large, suitable photographic methods be developed for
recording both speed and acceleration. For measurement of the
speeds of racing craft camera guns have been successfully used.
A paper discussing the effect of wind on the take-off of seaplanes
concludes that heavily loaded seaplanes should not attempt to
take-off except in a wind of a velocity greater than 0 • 2 of the take-off
speed ; a method for calculating the take-off in different winds is
laid down.
Resistance and porpoising measurements have been made on a
Valentia model and satisfactory agreement has been obtained
between tests made at the N.P.L. and in the Vickers tank at
St. Albans.
The Fairey IIIF seaplane has been adopted as the standard
machine for seaplane research and one seaplane of this kind has
been allocated to the Felixstowe Station specially for research
work. A model of this type will also be used for wind tunnel
research for experiments on spinning. The research aircraft will be
devoted, in the first instance, to the development of research methods
and of instruments for future full scale work.
Engines.—The more important matters dealt with by the Engine
Sub-Committee have been the Torsional Vibration of Crankshafts,
the Compression-Ignition Engine, Fuel Consumption and Air-
cooled Cylinder and Cowling Research.
At Cambridge University a number of crankshafts have been
subjected by Mr. H. Constant to static torsional tests out of bearings,
and a rational formula for the stiffness of a crankshaft in these
 11
circumstances has been based on the results. From torsion tests
on crankshafts in their crankcases an estimate of the ratio of stiffness
in bearings to stiffness out of bearings has also been obtained. The
formula for the crankshaft stiffness gives results which do not diverge
from experimental results by more than 7 per cent, for shapes of
reasonable proportions; the application of the formula to the
estimation of resonance speeds is awaiting further experimental
confirmation at the present time. The important conclusions
reached by this investigation have been published as R. & M. 1201.
Experiments are being made as opportunity offers, by the staff of the
Royal Aircraft Establishment on the synchronous speeds of as many
engines as possible, in order to test the accuracy of the data now at
their disposal.
Many aspects of the compression-ignition engine have been
discussed. Messrs. Ricardo have informed the Committee of progress
of research on 4-cycle and 2-cycle units of this kind which employ
a sleeve-valve design of cylinder. The effect of rate of air swirl in
the cylinder upon ease of starting, smoothness of running, power
output, etc., have been investigated and satisfactory performance
is now being obtained with both types of experimental unit.
It is considered that research on this type of compression-ignition
engine has now been carried to the point at which it can be said that
it shows good promise of successful development in the form of a
complete engine.
In regard to petrol operated sleeve-valve engines, Messrs. Ricardo
are exploring the possibilities of small cylinders combined with very
high rotational speeds. It has been found possible to maintain
high mean effective pressures up to 5,000 r.p.m. without super-
charging. Further tests are to be made under supercharged conditions.
Squadron Leader Helmore has carried out a series of experiments
at Cambridge on a water cooled aero-engine using (1) a gas fuel
and (2) a combination of gas and liquid fuels and two reports have
been received from him. These are supplementary to reports on
early work with the single cylinder variable compression engine.
The Sub-Committee have been informed that preparations are in hand
for further work on the use of combined gaseous and liquid fuels.
The difficult problem of designing a petrol flowmeter which will
be sufficiently accurate under all conditions of temperature and
altitude has been successfully solved by the staff at the R.A.E., and
accurate measurement of fuel consumption in the air is now possible.
The use of flowmeters in a R.A.F. Squadron flying in formation has
shown that it is possible to effect a large reduction in the average
rate of petrol consumption and at the same time reduce very much
the wide differences in consumption between aircraft flying in the
same formation, which had previously been observed. Attention is
now being directed towards a means of providing automatic com-
pensation of fuel-air mixture strength under all conditions of height
and throttle setting.
 12

The question of detonation has been briefly discussed in connection

with work at the N.P.L. and the Air Ministry Laboratory. Some
research work at the latter establishment has had as its object a
routine method of standardising aero-engine fuels with respect to
their anti-knock values.
Engine cooling has been discussed mainly in relation to the
fact that the use of air-cooled cylinders involves a large amount of
aerodynamic drag, and mention of work bearing on this problem
will be found elsewhere. A series of experiments is included in the
research programme at the R.A.E. in which wind tunnel experiments
upon models of engine cowling designed to reduce drag will be
correlated with engine cooling experiments on the test bed, and later
with the engine in flight with a view to providing a form of
cowling which gives low drag combined with adequate cooling.
Elasticity and Fatigue.—Previous work carried out by Dr. H. J.
Gough at the N.P.L. on the fatigue properties of single crystals of
metals including aluminium and iron, has been concerned with metals
conforming to the face centred and to the body centred cubic lattice
structure. The next stage in the research has been on a crystal of
zinc representing a hexagonal lattice and a report, R. & M. 1183,
describing this work has been offered to and published by the Royal
Society. The work was critical in that German investigators had
shown that the most important slip plane in zinc is the basal plane,
i.e., that of maximum atomic density, and had suggested that the
prismatic planes were slip planes. Dr. Gough applied stress to the
zinc specimen so that it was greater on a prismatic plane than on
the basal plane and he showed definitely that under the fatigue
stressing of the type investigated the only slip plane operative was
the basal plane. The twinning plane of zinc has also been identified
and a considerable amount of evidence has been accumulated re-
garding the mode of formation of such twins. It seems possible that
twinning is a possible mode of mechanical deformation related to the
fundamental problems of fatigue to which the Committee have been
paying attention ; the subject will be further investigated.
At the R.A.E. some progress has been made by Dr. A. A. Griffith
and Mr. B. Lockspeiser on their theory of the polyphasic structure of
metals. As a result of a discussion on the phase theory of these
workers, the nature of the X-ray reflections obtained from a single
crystal under elastic straining has been investigated at the N.P.L.
and the report R. & M. 1221 describing the experiments has been
offered to and published in the Philosophical Magazine. The experi-
ments failed to detect any broadening of the X-ray pattern due to
elastic straining.
The Committee attach great importance to the investigation of
the causes of fatigue in the presence of corrosive agents. Dr. D. J.
McAdam of the United States Naval Experimental Station has been
carrying out much experimental work on this subject during the
 13

past three years and the Committee are in touch with him. There
are certain aspects of corrosion fatigue which still need investigation,
such as the exclusion of oxygen from the specimen, the variation of
turbulence of the water stream, etc.
Under the direction of Professor C. F. Jenkin at Oxford University,
Mr. Lehmann has carried out an interesting research on the effect of
frequency of alteration of stress on the fatigue limit of various metals,
and his important paper, R, & M. 1222, dealing with this work has
been offered to the Royal Society, The experiments were made with
the aid of a blower and resonating chambers giving an air blast which
vibrated a small specimen and imposed in this way stresses at
frequencies up to 20,000 per second. A similar method of inducing
alternating stress has been in use at the Bureau of Standards,
Washington, but the frequency was appreciably less. The fatigue
limit was found to increase with the frequency, the increase
reached a maximum of about 60 per cent, rather before the highest
frequency was attained, after which the limit began to decrease. Up
to the present no method has been devised, except that of an air
blast, for producing stresses at such high frequencies.
A new problem has recently been raised by the Aircraft Industry
as to the strength of panel bracings for the fuselages, etc., of aircraft
and the conditions under which failure occurs. It is proposed to
commence experiments on the conditions and manner of failure of
rectangular duralumin panels clamped in a pin-jointed frame and
subjected to shearing forces, the object of the tests being to deter-
mine, in the first place, the manner of failure ; and, if failure by
instability is encountered, to investigate the conditions governing
this instability.
Alloys—It is now a matter of common knowledge that test
results from chill cast test bars of aluminium alloys are high com-
pared with the mechanical properties of castings formed in a sand
mould, and preliminary experiments have been made at the N.P.L.
on the use of sand cast test bars for aluminium alloys. The first results
of this work (R. & M. 1219) are being published and it is now proposed
to carry out sufficient work to enable the British Engineering
Standards Association to adopt sand cast test bars as a standard in
place of the chill cast test bars at present used.
The period of soaking chill cast test bars of Y-alloy to get increased
tensile strength has been the subject of experiments at the N.P.L.
It was hoped that if this period of soaking could be shortened
without loss of strength to the material, the cost of production
would be cheapened, but the general conclusion reached is that it is
not desirable to shorten the period at present employed (A.41).*
The age-hardening of some aluminium alloys has been fully
studied by Dr. Marie Gayler at the JST.P.L., and a paper (R. & M.
1220) which is being published represents a definite advance in the
* Unpublished.
 14

study of this subject by co-ordination of results from mechanical

tests, from physical properties, and from X-ray analysis. The
theories agree in showing that during ageing precipitation from the
solid solution is taking place, and afford confirmation that hardening
is due to the precipitation of widely dispersed particles in the form
of minute crystallites.
In work described in the'previous Annual Report the beneficial
effect of tempering Y-alloy at low temperatures had been demon-
strated (E. & M. 1038) : this tempering was limited to 150° C.
Further work shows that tempering at 200° C. produces superior
tensile strength and hardening accompanied by slightly diminished
ductility, but still higher tempering temperature results in a serious
reduction of the elongation.
The variation of elastic modulus by heat-treatment has been
investigated for a 3 per cent, copper beryllium alloy. In a report
(T.2733)* on this matter, it is shown that the variation claimed in
the value of the rigidity modulus caused by heat-treatment, is
substantially confirmed; it appears probable that the cause of the
variation is the separation of a phase in the alloy.
Much attention has been paid to the possible use of magnesium
and its alloys in aircraft and aircraft engines. The Committee have
been in close toiich with the Society of British Aircraft Constructors
on this matter, and it would appear that, provided the question of
corrosion can be overcome, the use of these alloys in place of
duralumin (even on the assumption that their strength in castings
is not more than two-thirds that of duralumin) would still result in an
appreciable decrease in weight of the whole aircraft and a consequent
improvement in performance. The Committee are of opinion that
in addition to the prevention of corrosion, work is needed on the
mechanical properties of magnesium alloys, and a special programme
of work on these alloys will be put in hand at the N.P.L. during the
next year with the approval of the Department of Scientific and
Industrial Research.
Air Transport.—The Committee welcome the policy of the
Director of Civil Aviation in issuing to designing firms draft
specifications of different types of aircraft considered desirable for
future development. The encouragement thus provided to designers
may result in important developments. A number of such
specifications has been communicated to the Committee and
discussed by them during the year ; amongst others one relating to
a high speed aircraft intended to carry mails and to be capable of
flying without a stop from the home aerodrome to most of the
European Capitals. Discussion of the amenities for travel in various
aeroplanes and the disturbance caused to the population near
aerodromes has led to the formation of a Sub-Committee to discuss
aircraft noise.
* Not published.
 15

Aircraft Noise.—In view of the importance of the matter of noise,

researches are contemplated which will be directed towards its
reduction both to the passengers in the cabin of a civil aircraft
•and to persons living in the neighbourhood of aerodromes. The
noise given out by an aeroplane may be due to a variety of causes
including the airscrew, engine exhaust, engine clatter, stay wires,
etc. There is some evidence that certain types of civil aircraft are
more silent than others, but the views of individual observers differ
greatly except in agreeing that most noise is experienced in the
plane of the airscrew disc ; there is some evidence that, as might be
expected, the airscrew tip speed may be a factor.
The Committee have in mind the carrying out at an early date
of measures of noise reduction by the use of airscrews of different
diameter but absorbing the same power and having widely different
tip speeds. Other experiments are being begun on the ground with
airscrews designed hi accordance with the existing theories. Effective
exhaust silencers though easily constructed for engine test bed
experiments, are not readily adapted for aeroplanes in normal use ;
attention is accordingly being directed to the best form of diminishing
the noise from the exhaust. Engine clatter and stray noises from
struts and wires and reflections from wings may be important, but
it is not possible at the present time to say how far this can be
controlled or minimised. The Committee will also consider means
of making the cabins as silent as possible wi bh the least increment of
weight.
Progress on the above lines of attack involves the preparation of
instruments to measure the noise given out by the aeroplane. In
co-operation with the Air Defence Experimental Establishment of
the War Office and with a member of the staff of the British
Broadcasting Corporation, the N.P.L. hope to develop certain types
of instruments for noise measurement. These will later be used on
actual aircraft and in various flying and other experiments by the
Royal Aircraft Establishment, and by both staffs in relation to
civil aircraft.
Personnel.—The Secretary of State for Air attended the December
meeting of the Committee and the Air Member for Supply and
Research, Air Marshal Sir John Higgins, K.C.B., K.B.E., D.S.O.,
A.F.C., has usually been present and has assisted the Committee.
The personnel of the Aeronautical Research Committee has remained
^altered, as the two unofficial members due to retire in 1928 were
re-nominated by the Air Ministry for a further term of three
years.
After consultation with the Aeronautical Research Committee,
the Air Council have expressed their intention of arranging next
vear that the retiring unofficial members shall not, except in special
•ircumstances, be re-nominated until after a period of one year
 16

has elapsed. The Committee have welcomed this procedure as a

means of introducing a wider circle of scientific men to aeronautical
problems.
One change has been made in official representation by the
additional nomination of Mr. A. H. Hall, C.B.E., M.I.C.E., M.I.M.E.,
Chief Superintendent of the Royal Aircraft Establishment, Farn-
borough, as a member of the Committee.
Changes have been made in the personnel of Sub-Committees and
Panels and a list of members of bodies which have been active
during the year is appended. The general procedure to which
reference was made last year has been continued.
Sub-Committees.—The following Sub-Committees and Panels
have met during the year :—Accidents Investigation, Aerodynamics,
Aircraft Noise, Airscrew, Alloys, Air Transport, Airworthiness of
Semi-Rigid Airships, Compressed Air Tunnel, Elasticity and Fatigue,
Engine, Flutter, Interference, Kite Balloon Accident, Large Wind
Tunnel, Load Factors, Relations with Industry, Royal Aircraft
Tank, Seaplane, Stability and Control, Torsional Vibration of
Crankshafts, University Research, Vortex.
Amongst the work of the new bodies may be mentioned the
following:—The Airworthiness of Semi-Rigid Airships Sub-
Committee appointed at the request of the Air Council have discussed
the general question of airworthiness of both semi-rigid and non-
rigid airships, and their report, R. & M. 1170, follows the general
lines of an earlier report on the airworthiness of rigid airships (see
R. & M. 970). The Sub-Committee completed their work during
the year and have been dissolved.
A Sub-Committee appointed to consider matters in connection
with the construction of a high speed tank at the R.A.E. have drawn
attention to its more important scientific aspects. Questions affecting
this matter and the type of carriage for towing the model have been
discussed with the Director of Scientific Research and with the
Director of Works and Buildings of the Air Ministry and their
staffs.
A small body has been appointed to consider whether a large
wind tunnel should be built to hold a full size body of an aeroplane
and what will be the advantages to be gained thereby. This body
has not yet reported.
Anew Load Factors Sub-Committee have been appointed to discuss
the effects of the increasing speeds of aircraft on the stresses induced
during certain manoeuvres, in particular, the pull out from a dive.
Their attention will be mainly directed to service aircraft, although
certain matters affecting civil aeroplanes will be discussed. It is
expected that this Sub-Committee will bring up to date much of the
matter given in the previous reports on load factors published by
the A.R.C.
 17

A small body was appointed to discuss an accident to a special

form of kite balloon and, after the acceptance of the report of the
Sub-Committee by the Air Council, was dissolved.
During the year the Director of Civil Aviation brought to the
attention of the Air Transport Sub-Committee the importance of
reducing the noise of civil aircraft and, as already mentioned, an
Aircraft Noise Sub-Committee have been specially appointed to
i- onsider various matters.
At the request of the Air Council an Airship Stressing Sub-Com-
mittee have been appointed to revise existing methods of stressing,
i matter previously dealt with in the publication R. & M. 800,
which is to be brought up to date in the light of further experience
gained in the design of airships.
The following bodies have completed their Terms of Reference
and have been dissolved during the year :—
Airworthiness of Semi-Rigid Airships Sub-Committee.
Kite Balloon Accident Sub-Committee.
Compression-Ignition Panel.
Vortex Panel.
Finance.—The financial arrangements for the work of the
Committee have remained as in previous years. All research work
having a direct application to aeronautics is financed by the Air
Ministry. The cost of investigations which, in addition to their
importance to aeronautics, have applications in a wider sphere is
met by the Department of Scientific and Industrial Research.
Researches at Universities and Grants to Individual Research
Workers.—The Committee have not previously drawn attention to
the foundation by the Armourers and Braziers Company of a
Fellowship in Aeronautics of £300 per annum tenable for two years
at a university. The Company have invited the A.R.C. to nominate
three members to the Executive Committee controlling this fellow-
ship and, in accepting, the A.R.C. have expressed their appreciation
of the action thus taken to promote progress in aeronautical science ;
the Secretary of State for Air has also expressed approval of
the object in view. The first student, Mr. P. B. Walker, holding the
fellowship is assisting Professor B. M. Jones at Cambridge
University.
The special fund available to the Committee for work by individual
investigators has been used for a number of researches, some of
which have already been mentioned; the others are referred to
below.
At Cambridge University, Mr. H. Constant has completed his
work on the torsional rigidity of crankshafts. Professor B. M. Jones
and Mr. W. S. Farren are continuing their experiments in the small
water tank and in the small wind tunnel now available.
 18

Professor G. I. Taylor has completed the first stage of his work

on the electrical tank to find the effect of the compressibility of
flow past an aerofoil section corresponding to flow past airscrews
at high tip speeds.
Mr. R. V. Southwell has continued his work on the stability of
fluid motion and, with the assistance of Miss L. Chitty, has recently
communicated an important paper summarising the results he has
reached to date. (See R. & M. 1200.)
Squadron Leader Helmore has carried out further researches on
the use of gaseous fuels in airship engines and of safety devices in
connection therewith.
Professor L. Bairstow, at the Imperial College, South Kensington,
is continuing researches on skin friction on a surface ; he has also
completed the construction of the water tank to which reference was
made in the previous Annual Report.
Professor D. Hanson continues his work on fatigue at Birmingham
University in co-operation with the N.P.L.
Professor C. F. Jenkin at Oxford University is undertaking
some work on corrosion fatigue.
At the invitation of the Committee, Professor Andrew Robertson
will commence, during the coming year, a research on the torsion
of steel tubes as used in aeroplane construction.
Professor A. J. Sutton Pippard, at Bristol University, has now
reached a stage in his theoretical investigations in which he can
hope to get useful experimental data from aeroplane wheels. A
grant has been made to him for apparatus.
Publications,—The procedure adopted in previous years for pub-
lications has been continued and a list of the papers published by
the Committee is appended. Mention is made also of papers offered
to and published by the Royal Society.
Exchange of publications with several foreign aeronautical
institutions has been continued. The A.R.C. have invited co-opera-
tion with workers abroad and several visits have been made to the
N.P.L. to discuss researches of common interest.
Relations with Industry.—During the year the Committee have
held two formal and two informal meetings with representatives of
the Society of British Aircraft Constructors, at which the programme
of research as affecting the aircraft industry has been discussed. To
obtain closer contact with the technical side the Society have pro-
posed that in future, in addition to their ordinary representatives,
three members of their Technical Committee should attend joint
meetings. The A.R.C. in acceding to this request have expressed
their pleasure in this further co-operation.
One of the pressing matters that have come forward is the need
for additional experimental facilities, and the Society have expressed
 19

their desire for rapid progress in the construction of the Compressed

Air Tunnel at the N.P.L. and the High Speed Tank at the R.A.E. :
both these matters are proceeding. The Society are strongly in
favour of the construction of a large wind tunnel in which complete
bodies of aeroplanes can be tested. The Committee hope that some
arrangements may prove possible whereby, if such a tunnel be
constructed, the aircraft industry should assist towards the cost of
its maintenance and running.
A few visits to firms have been made by members of the
Committee. The Secretary of the Committee and various members
of the N.P.L. staff have from time to time discussed with firms'
i epresentatives problems of interference, the reduction of the drag
of air-cooled engines, fatigue problems, and model experiments on
the seaplanes that will compete for the Schneider Trophy in 1929.
This co-operation is additional to the close contact maintained by the
Air Ministry between its research staffs and aircraft designers.
U.S. National Advisory Committee for Aeronautics.—Many mem-
ber's of the Committee welcomed the opportunity of meeting Dr.
( ' . W. Lewis, Director of Aeronautical Research, during his visit to
England in the autumn of 1928 and of discussing informally with
him a number of matters of interest to both countries. Cordial
relations continue between the National Advisory Committee for
Aeronautics and the Aeronautical Research Committee, and the
A.R.C. have to thank the N.A.C.A. for assistance on certain
subjects on which there is available in U.S.A. a greater body of
information than in this country. For example, the effect of
accelerations on a pilot is receiving close attention in America
and accelerations much greater than those experienced in this
country have been measured, especially during pulling out
from dives. Two exchanges of instruments have taken place : a
three-axes linear accelerometer and an angular velocity recorder
have been sent from the N.A.C.A. in exchange for a force recording
rudder bar and a force recording control column. A R.A.F.31
aerofoil and a model of the Hornbill with A.D.I wing section are to
be tested in the U.S. Variable Density Wind Tunnel in relation to
problems of control at and near the stalling angle. The experiences
in America with wheel brakes and the use of magnesium alloys in
aircraft are also matters upon which correspondence has taken place.
Signed on behalf of the Committee,
R. T. GLAZEBROOK,
Chairman.
 20

The following reports have been approved for publication during

the year and can be obtained from. ELM. Stationery Office :—

R. &M. Title. Author.

No.

AERODYNAMICS.
AEBOEOILS AND WING SECTIONS.
1165 Wind tunnel experiments on the design of Bradfield and Clark.
an automatic slot for R.A.F.28 section
and on interconnection with ailerons.
1171 The theoretical relationships for an aerofoil Perring.
with a multiply hinged flap system.
1175 An analysis of a rectangular monoplane Gates.
with hinged tips.
1202 Determination of the twist of a wing of an Jennings.
aeroplane in flight.
1203 Pressure distribution over a yawed aerofoil Williams.
1206 Wind tunnel experiments with infinite Harris and Fairthorne.
cascades of aerofoils.
1209 Wool-tufts. A direct method of discrimin- Haslam.
ating between steady and turbulent
airflow over the wing surfaces of aircraft
in flight applied to explore the region of
effect of the slot on a Bristol Fighter.
1212 Preliminary tests on the effect on the lift Bradfield.
of a wing of the position of the airscrews
relative to it.
1216 The lift and pitching moment of an aero- Glauert.
foil due to a uniform angular velocity of
pitch.
1223 On the two dimensional flow past a body Fage.
of symmetrical cross section mounted in
a channel of finite breadth.
1224 On the flow of air adjacent to the surface Piercy and
of an aerofoil. Richardson.
1226 The characteristics of a tapered and Glauert and Gates.
twisted wing with sweep-back.

AIBSCBEWS.
1153 Experiments with the family of airscrews Townend, Walker and
in free air at zero advance. Warsap.
1167 Photographs of streamers illustrating the Lock.
flow around an airscrew in the Vortex
Ring State.
1173 Full scale determination of the effect of Jennings.
high tip speeds on the performance of
an airscrew.
1174 Wind tunnel tests with high tip speed air- Douglas and Perring.
screws. Some experiments upon an
airscrew of conventional blade section
aerofoil R. & M. 322, No. 3 at high speeds,
 21

R. & M. Title. Author.

Xo.

AERODYNAMICS—continued.
AIRSCREWS—continued,
1178 The change in airscrew characteristics with Nutt.
height.
1198 Wind tunnel tests with high tip speed Douglas and Perring.
airscrews. The characteristics of a con-
ventional airscrew section 0.082C and of
B.A.F.27 and B.A.F.28.

PERFOBMANCE .
1172 The effect of wind, weight, and atmos- Bolles and Stevens.
pheric conditions, including semi-tropi-
cal conditions, on the distance to take
off and land an aircraft.
1180 The inclusion of partial glides in routine Nutt.
performance tests.
1199 Skin friction and the drag of streamline Jones.
bodies.
1230 Pressure plotting a streamline body with Lock and Johansen.
tractor airscrew running.

ATTTOGYBOS AND HBLICOPTBBS.

1154 Wind tunnel experiments on a model auto- Lock and Townend.
gyro at small angles of incidence.
1157 On the horizontal flight of a helicopter ... Glauert.
1162 A summary of the experimental and Glauert and Lock.
theoretical investigations of the charac-
teristics of an autogyro.

STABILITY AND CONTBOL.

1181 Instrumental records of the lateral motions Jones and Maitland.
of a stalled Bristol Fighter aeroplane.
1182 Boiling experiments on an aerofoil of Irving and Batson.
B.A.F.32 section.
1184 Experiments on a model of a single seater Irving and Batson.
fighter aeroplane in connection with
spinning.
use Wind tunnel tests of various servo rudder Wright.
systems.
11S7 On the use of a follow up mechanism in Garner and Wright.
aerodynamic servo control systems.
11SS Full scale experiments with a Bristol Wright.
Fighter fitted with slots and flaps and
slot and aileron control.
lisa Notes on longitudinal stability at stalling Gates.
in gliding flight.
1190 Wind tunnel experiments on the design of Bradfield and
an automatic slot for B.A.F.31 section. Greener.
 22

R. &M. Title. Author.

No.

AERODYNAMICS—continued.
STABILITY AND CONTROL—continued.
1191 Full scale tests of a standard Bristol Jennings.
Fighter aeroplane fitted with " pilot
planes " at the wing tips.
1192 Wind tunnel tests for design of an auto- Jones and Clark.
matic slot for Avro 504 N.
1193 The longitudinal control of an aeroplane Garner and Wright.
beyond the stall.
1204 Wind tunnel experiments on the design of Bradfield and
an automatic slot for R.A.F.34 section. Greener.
1205 Full scale testa of Bristol Fighter aeroplane Jennings.
with R.A.F.30 wings, fitted with ''pilot
planes " at the wing tips.
1213 Wind tunnel tests of aerofoils with pilot Bradfield.
planes.
12H On a method of delaying the opening of Bradfield.
an autoslot (wind tunnel experiments).
1225 Wind tunnel tests of a R.A.F.30 wing Bradfield and
fitted with a self-setting slotted wing Scott Hall,
(Pilot plane).
1228 Full scale control tests on Fokker F. VII- Hardy.
3 M monoplane.
1235 On the stability of controlled motion Cowlev.
1236 The control of the Fokker F. VII- S. & C. Panel.
3 M aeroplane. Interim report by the
Stability and Control Panel with
appendix.
LOAD FACTOBS.
1229 Loads on the main planes and tail of an Bolas.
aeroplane when recovering from a dive.
1232 On the maximum load in pulling out from Gates and Howard.
vertical dives.
1233 The graphical and analytical determina- Howard.
tion of stresses in single span and
continuous beams under end compres-
sion and lateral load with variations in
shear, distributed load and moment of
inertia.
FLUID MOTION.
1151 The characteristics of a Karman vortex Glauert.
street in a channel of finite breadth.
1156 On the flow of a compressible fluid past an Lamb.
obstacle.
1158 The effect of the static pressure gradient Glauert.
on the drag of a body tested in a wind
tunnel.
1159 A theoretical estimate of the pressure Glauert.
gradient in a wind tunnel.
 23

R. &M. Title. Author.

No.

AERODYNAMICS—continued.
FLUID MOTION—continued.
1164 Note on the forces experienced by Lamb.
ellipsoidal bodies placed unsymmetri-
cally in a converging or diverging stream.
1166 The force acting on a body placed in a Taylor.
curved and converging stream of fluid.
1176 The boundary layer of the front portion of Thorn.
a cylinder.
1179 The airflow around a circular cylinder in Fage.
the region where the boundary layer
separates from the surface.
1194 An investigation of fluid in two dimen- Thorn.
sions.
1195 A mechanical method for solving problems Taylor and Sharman.
of flow in compressible fluids.
1196 Report on progress during 1927-28 in the Taylor and Sharman.
calculation of the flow of a compressible
fluid, and suggestions for further work.
1210 On the effect of air compression on drag Stanton.
and pressure distribution in cylinders of
infinite aspect ratio.
1216 The accelerated motion of a cylindrical Glauert.
body through a fluid.
1218 The hydrodynamic forces on a cylinder Lamb.
moving in two dimensions.
1231 The skin friction on a circular cylinder ... Fage.

WING FLUTTER.
1155 The flutter of aeroplane wings Frazer and Duncan.
1177 A brief survey of wing flutter with an Frazer and Duncan.
abstract of design recommendations.
1197 Wing flutter experiments upon a model of Perring.
the Gloster Gamecock.
1207 The coupled longitudinal and wing oscilla- Frazer and Duncan.
tions of a monoplane.

AIRSHIPS.
1160 The resistance of the International Airship Hill and Tanner.
models measured in the wind tunnel of
the Royal College of Science, South
Kensington, S.W.7.
1168 Experiments on a model of the airship Jones and Bell.
R.101.
1169 The distribution of pressure over the hull Jones and Bell.
and fins of a model of the rigid airship
R.101 and a determination of the hinge
moments on the control surfaces.

(38956)—I
R. & M. Title. Author.
No.

AIRSHIPS—continued.
1170 Report of the Airworthiness of Semi-Rigid _
Airships Sub-Committee.
1234 Tests on airship models at large Reynolds Simmons.
numbers.
ENGINES.
1201 Report on the Stiffness of Crankshafts . . . Constant.
1211 The effective torsional rigidity of a crank Southwell.

MATERIALS.
1152 Stresses in a plate bounded by a Hyper- Griffith.
bolic cylinder.
1161 Report on the drop of stress at yield in Robertson and
Armco Iron. Newport.
1183 The behaviour of a single crystal of zinc Gough and Cox.
subjected to alternating torsional stresses.
1185 The strength of tubular struts Robertson.
1219 Investigation into the proposed use of a Rosenhain and
sand cast test bar for specification Archbutt.
purposes for aluminium alloys.
1220 The age hardening of some aluminium Gayler and Preston.
alloys.
1221 The effect of stress upon the X-ray Cox and Backhurst.
reflections from tungsten wire at air
temperature .
1222 High Frequency Fatigue ... Lehmann.

GENERAL.
1163 On the convection of heat from the surface Bryant, Ower,
of an aerofoil in a wind current. Halliday and
Falkner.
1208 A dash pot for use in spinning experiments Fewster.
on a model aerofoil.

The following reports have been accepted by the Royal Society :—

Title. Author.
The behaviour of a single crystal of zinc subjected Gough.
to alternating torsional stresses.
The strength of tubular struts ... ... ... Robertson.
A mechanical method of solving problems of flow Taylor and
in compressible fluids. Sharman.
High Frequency Fatigue ... ... ... ... Jenkin and
Lehmann.
 •25

MEMBERSHIP OP SUB-COMMITTEES AND PANELS.

March, 1929.

Accidents Investigation Sub-Committee.—Lieut.-Colonel M.

O'GORMAN, C.B., D.Sc. (Chairman) ; Professor L. BAIRSTOW,
C.B.E., F.R.S. ; Mr. G. B. COCKBTJRN, O.B.E. ; Professor B. M.
JONES, M.A., A.F.C. ; Professor A. J. STJTTON PIPPARD, M.B.E.,
D.Sc. ; Major J. S. BUCHANAN, O.B.E., Major J. P. C. COOPER,
M.C., O.B.E., and Captain F. ENTWISTLE (representing the Air
Ministry) ; Squadron Leader J. NOAKES, A.F.C., M.M. (representing
the Directorate of Scientific Research) ; Sir J. E. PETAVEL, K.B.E.,
F.R.S. (representing the National Physical Laboratory) ; with
the Chairman of the A.R.C. (ex officio).
Aerodynamics Sub-Committee.—Professor L. BAIRSTOW, C.B.E.,
F.R.S. (Chairman); Mr. W. S. FARREN, M.A., M.B.E.; Professor B. M.
JONES, M.A., A.F.C. ; Dr. H. LAMB, F.R.S. ; Lieut.-Colonel
M. O'GORMAN, C.B., D.Sc. ; Professor A. J. STTTTON PIPPARD,
M.B.E.. D.Sc. ; Mr. R. V. SOTJTHWELL, F.R.S. ; Professor G. I.
TAYLOR, F.R.S. ; Dr. H. C. WATTS, D.Sc. ; Major J. S. BITCHANAN,
O.B.E., Mr. R. S. CAPON, B.A., F.R.Ae.S., Mr. H. GLATJERT, M.A.,
F.R.Ae.S., Mr. H. L. STEVENS, B.A., and Mr. R. McKiNNON WOOD,
O.B.E., B.A., A.M.I.C.E., F.R.Ae.S. (representing the Directorate
of Scientific Research) ; Sir J. E. PETAVEL, K.B.E., F.R.S.,
Mr. E. F. RELF, A.R.C.Sc., and Mr. A. FAGE, A.R.C.Sc., D.I.C.
(representing the National Physical Laboratory) ; with the
Chairman of the A.R.C. (ex officio).
Aircraft Noise Sub-Committee.—Lieut.-Colonel M. O'GoRMAN;
C.B., D.Sc. (Chairman) ; Professor B. M. JONES, M.A., A.F.C. ;
Major R. H. MAYO, O.B.E., M.A., A.M.I.C.E., F.R.Ae.S. ; Captain
A. G. D. WEST, M.A., B.Sc. ; Mr. R. S. CAPON, B.A., F.R.Ae.S.,
and Mr. R. J. GOODMAN CROUCH, O.B.E., F.R.Ae.S., M.I.Ae.E.
(representing Directorate of Scientific Research) ; Dr. A. H. DAVIS,
D.Sc. ; and Dr. G. W. C. KAYE, O.B.E., D.Sc., F.Inst.P. (re-
presenting the National Physical Laboratory); Dr. W. S. TUCKER,
D.Sc. (representing the War Office) ; with the Chairman of the
A.R.C. (ex officio).
(Secretary : Dr. A. H. DAVIS.)
Airship Co-ordinating Sub-Committee.*—Mr. H. T. TIZARD,
C.B.. F.R.S. (Chairman) ; Professor L. BAIRSTOW, C.B.E., F.R.S. ;
Mr. R. V. SOITTHWELL, F.R.S.

* This Sub-Committee has been dissolved.

 26

Air Transport Sub-Committee.—Lieut.-Colonel M. O'GoRMAX,

C.B., D.Sc. (Chairman) ; Professor L. BAIRSTOW, C.B.E., F.E.S.;
Professor B. M. JONES, M.A., A.F.C. ; Major R. H. MAYO, O.B.E.,
M.A., A.M.I.C.E., F.R.Ae.S. ; Rear-Admiral M. F. STJETER, R.N.,
C.B., M.P. ; Air Vice-Marshal Sir W. SEFTON BRANCKER, K.C.B.,
A.F.C., and Major J. S. BUCHANAN, O.B.E., F.R.Ae.S. (representing
the Air Ministry) ; Sir J. E. PETAVEL, K.B.E., F.R.S.
(representing the National Physical Laboratory) ; with the Chairman
of the A.R.C. (ex officio).
(Secretary : Mr. E. OWEB.)
Alloys Sub-Committee.—Professor G. I. TAYLOR, F.R.S.
(Chairman) ; Dr. L. AITCHISON, B.Sc., F.I.C. ; Sir H. C. CARPENTER,
F.R.S. ; Dr. W. H. HATFIELD ; Dr. R. S. HTJTTON ; Mr. G.
MORTIMER ; Commander G. H. H. BROWN and Mr. J. INNES
(representing the Admiralty) ; Dr. W. ROSENHAIN, F.R.S. (re-
presenting the National Physical Laboratory) ; Mr. D. R. PYE,
M.A., and Mr. H. STJTTON (representing the Directorate of Scientific
Research) ; with the Chairman of the A.R.C. (ex officio).
(Secretary : Dr. H. GOTJGH.)
Compressed Air Tunnel Sub-Committee.—Sir R. T. GLAZEBROOK.
K.C.B., F.R.S. (Chairman); Professor L. BAIRSTOW, C.B.E., F.R.S.;
Mr. W. S. FARBEN, M.A., M.B.E. ; Mr. R. V. SOTITHWELL, F.R.S. ;
Sir J. E. PETAVEL, K.B.E., F.R.S. and Mr. E. F. RELF,
A.R.C.Sc. (representing the National Physical Laboratory) ;
Mr. H. E. WIMPERIS, O.B.E., F.R.Ae.S., and Mr. R. McKiNNON
WOOD, O.B.E., B.A., A.M.I.C.E., F.R.Ae.S. (representing the
Directorate of Scientific Research).
Elasticity and Fatigue Sub-Committee.—Professor C. F. JENKIN,
C.B.E., M.I.C.E. (Chairman) ; Professor D. HANSON, D.Sc. ; Mr.
R, V. SOTTTHWELL, F.R.S. ; Professor G. I. TAYLOR, F.R.S. ;
Mr. D. R. PYE, M.A., Dr. A. A. GRIFFITHS, D.Eng., and Mr. H.
SITTTON, B.Sc. (representing the Directorate of Scientific Research) ;
Professor B. P. HAIGH, D.Sc. (representing the Admiralty) ; Sir
T. E. STANTON, C.B.E., F.R.S., Dr. W. ROSENHAIN, F.R.S., and
Dr. H. GOTJGH, M.B.E., D.Sc., Ph.D. (representing the National
Physical Laboratory) ; with the Chairman of the A.R.C. (ex officio).
(Secretary : Dr. H. GOFGH.)
Engine Sub-Committee.—Mr. H. T. TIZARD, C.B., F.R.S.
(Chairman); Professor L. BAIRSTOW, C.B.E., F.R.S.; Professor H. L.
CALLENDAB, F.R.S.; Mr. W. S. FARREN, M.A., M.B.E.; Professor
A. H. GIBSON, D.Sc. ; Lieut.-Colonel M. O'GORMAN, C.B., D.Sc. ;
Mr. H. R. RICARDO, M.A., F.R.S. ; Major G. P. BULMAN, O.B.E.,
Major B. C. CARTER, D.I.C., A.M.I.M.E., Mr. D. R. PYE, M.A.,
and Mr. A. SWAN, B.Sc. (representing the Directorate of Scientific
Research) ; Wing Commander G. B. HYNES, D.S.O. (representing
 27

the Aeronautical Inspection Directorate) ; Sir T. E. STANTON,

C.B.E., F.R.S. (representing the National Physical Laboratory) ;
Engineer Commander G. C. MAIDEN (representing the Admiralty) ;
with the Chairman of the A.R.C. (ex officio).
(Secretary : Mr. R. W. FENNIWG.)
Flutter Sub-Committee.—Professor L. BAIRSTOW, C.B.E., F.R.S.
i Chairman); Mr. W. S. FARREN, M.A.,M.B.E.; Professor B. M. JONES,
M.A., A.F.C. ; Dr. H. LAMB, F.R.S. ; Mr. R. V. SOUTHWELL,
F.R.S. ; Professor G. I. TAYLOR, F.R.S. ; Mr. W. D. DOUGLAS,
F.R.C.Sc., A.F.R.Ae.S., A.M.I.E.E., and Mr. R. McKiNNON WOOD,
M.B.E., B.A., A.M.I.C.E., F.R.Ae.S. (representing the Directorate
uf Scientific Research) ; Mr. R. A. FRAZER, B.A., B.Sc., and Mr.
E. F. RELF, A.R.C.Sc. (representing the National Physical
Laboratory); with the Chairman of the A.R.C. (ex officio),
(Secretary : Mr. E. OWER.)
Interference Sub-Committee.—Professor B. M. JONES, M.A.,
A.F.C. (Chairman) ; Professor L. BAIRSTOW, C.B.E., F.R.S. ;
Mr. W. S. FARREN, M.A., M.B.E. ; Mr. R.MoKiNNON WOOD, O.B.E.,
B.A., A.M.I.C.E., F.R.Ae.S. (representing the Directorate of
Scientific Research) ; Mr. E. F. RELF, A.R.C.Sc., and Mr. E. OWER,
B.Sc., A.C.G.I, (representing the National Physical Laboratory) ;
with Chairman of the A.R.C. (ex officio).
Kite Balloon Sub-Committee.—Mr. R. V. SOUTHWELL, F.R.S.
(Chairman) ; Professor L. BAIRSTOW, C.B.E., F.R.S. ; Mr. G. M. B.
DOBSON, M.A., F.R.S. ; Professor G. I. TAYLOR, F.R.S. ; Mr.
H. BATEMAN, B.Sc., A.C.G.I., D.I.C., and Mr. E. F. RELF, A.R.C.Sc.
(representing the National Physical Laboratory) ; Flying Officer
M. H. STEEP (representing the Director of Airship Development) ;
Mr. H. E. WIMPERIS, C.B.E., M.A., F.R.Ae.S. (representing the
Directorate of Scientific Research) ; with the Chairman of the
A.R.C. (ex officio).
(Secretary : Mr. E. OWER.)
Large Wind Tunnel Sub-Committee.—Professor L. BAIRSTOW,
C.B.E., F.R.S. (Chairman); Mr. W. S. FARREN, M.A., M.B.E.; Lieut.-
Colonel M. O'GoEMAN, C.B., D.Sc. ; Mr. R. V. SOUTHWELL, F.R.S. ;
Mr. A. H. HALL, C.B.E., M.I.C.E., Mr. H. E. WIMPERIS, C.B.E.,
M.A., F.R.Ae.S., M.I.E.E., and Mr. R. McKiNNON WOOD, O.B.E.,
B. A., A.M.I.C.E., F.R.Ae.S. (representing the Directorate of Scientific
Research) ; with the Chairman of the A.R.C. (ex officio).
(Secretary : Mr. E. OWER.)
Load Factors Sub-Committee.—Sir J. E. PETAVEL, K.B.E.,
D.Sc., F.R.S. (Chairman) ; Professor L. BAIRSTOW, C.B.E., F.R.S. ;
Mr. W. S. FARREN, M.B.E. ; Professor A. J. SUTTON PIPPARD,
M.B.E., D.Sc.; Mr. R. V. SOUTHWELL, F.R.S.; Mr. H. B. HOWARD,
 28

B.A., B.Sc., A.F.R.Ae.S., and Mr. R. N. LIPTROT, B.A., A.F.R.Ae.S.

(representing the Directorate of Scientific Research); with the
Chairman of the A.R.C. (ex officio).
Relations with Industry Sub-Committee.—Sir R. T. GLAZEBROOK,
K.B.E., F.R.S. (Chairman) ; Professor L. BAIRSTOW, C.B.E.,
F.R.S. ; Lieut. Colonel M. O'GoRMAX, C.B., D.Sc. ; Sir J. E.
PETAVBL, K.B.E., F.R.S. (representing the D.S.I.R.) ;
Mr. E. F. RELF (representing the National Physical Laboratory) ;
and Mr. H. E. WIMPERIS, C.B.E., M.A., F.R.Ae.S. (representing the
Directorate of Scientific Research).
Royal Aircraft Tank Sub-Committee.—Sir R. T. GLAZEBROOK,
K.C.B'., F.R.S. (Chairman); Professor L. BAIRSTOW, C.B.E.,
F.R.S. ; Mr. G. S. BAKER, O.B.E., late R.C.N.C. (representing
the National Physical Laboratory); Major D. GOAD, O.B.E.,
M.I.E.E. (representing the Air Ministry) ; Mr. R. McKiifsroN
WOOD, O.B.E., B.A., A.M.I.C.E., F.R.Ae.S. (representing the
Directorate of Scientific Research).
Seaplane Sub-Committee.—Dr. F. E. SMITH, C.B., C.B.E., F.R.S.
(Chairman) ; Professor L. BAIRSTOW, C.B.E., F.R.S. ; Mr. R. W. L.
GAWN, R.C.N.C. (representing the Admiralty) ; Major J. H.
LEDEBOER, M.B.E., and Mr. R. McKisnsroN WOOD, O.B.E., B.A.,
A.M.I.C.E., F.R.Ae.S. (representing the Directorate of Scientific
Research) ; Major R. E. Penny, O.B.E. (representing the Air
Ministry) ; Mr. G. S. BAKER, O.B.E., late R.C.N.C. (representing
the National Physical Laboratory) ; with the Chairman of the A.R.C.
(ex officio).
Stability and Control Sub-Committee.—Professor B. M. JOSESI
M.A., A.F.C. (Chairman); Professor L. BAIRSTOW, C.B.E., F.R.S.;
Lieut. Colonel M. O'GORMAK, C.B., D.Sc. ; Mr. R. V. SOUTHWELL,
F.R.S. ; Mr. L. W. BRYANT, A.R.C.Sc., Mr. H. B. IRVING, B.Sc.,
and Mr. E. F. RELF, A.R.C.Sc. (representing the National Physical
Laboratory) ; Mr. H. M. GARNER, M.A., Mr. H. B. HOWARD, B.A.,
B.Sc., Mr. R. N. LIPTROT, B.A., A.F.R.Ae.S., Mr. H. L. STEVENS,
B.A., and Mr. R. McKiKNON WOOD, M.B.E., B.A., A.M.I.C.E.,
F.R.Ae.S. (representing the Directorate of Scientific Research) ;
with the Chairman of the A.R.C. (ex officio).
Structure of the Wind Sub-Committee.—Dr. G. C. SIMPSON, C.B.,
C.B.E., F.R.S. (Chairman) ; Professor L. BAIRSTOW, C.B.E.. F.R.S.,
Professor G. I. TAYLOR, F.R.S. ; Lieut. Colonel M. O'GORMAN,
C.B., D.Sc. ; with the Chairman of the A.R.C. (ex officio).
AERODYNAMICS SUB-COMMITTEE.
Airscrew Panel.—Dr. H. C. Watts, D.Sc. (Chairman) ; Mr.
W. S. FARREX, M.B.E. ; Dr. H. LAMB, F.R.S. ; Professor G. I.
TAYLOR, F.R.S. ; Sir T. E. STAXTON, C.B.E., F.R.S. (representing
the National Physical Laboratory) ; Dr. G. P. DOUGLAS, M.C., D.Sc.,
Mr. H. GLACERT, M.A., F.R.Ae.S., Dr. A. A. GRIFFITH, D.Eng.,
 29

and Mr. E. J. LYSTAM, A.R.C.Se., D.I.C., F.R.Ae.S. (representing

the Directorate of Scientific Research) ; with the Chairman of the
Aerodynamics Sub-Committee (ex officio),

ENGINE SUB-COMMITTEE.
Torsional Vibration of Crankshafts Panel,—Mr. D. R. PYE, M.A.
! Chairman) ; Mr. E. B. MOTJLLIN, M.A. ; Mr. R. V. SOTJTHWELL,
F.R.S. ; Dr. G. R. GOLDSBROTJGH, D.Sc., F.R.S.; Major B. C.
CARTEB, D.I.C., A.M.I.Mech.E., and Mr. A. SWAN, B.So., A.M.I.C.E.
i representing the Directorate of Scientific Research); with the
Chairman of the Engine Sub-Committee (ex officio).
University Research Panel—Mr. H. T. TIZAED, C.B., F.R.S.
(Chairman) ; Professor H. !L. CALLEKDAK, F.R.S. ; Mr. S. J. DAVIES ;
Professor A. H. GIBSON, D.Sc. ; Professor C. HAWKES ; Mr. S.
LEES ; Mr. H. R. RICABDO, M.A., F.R.S.; Mr. D. R. PYE, M.A.
representing the Directorate of Scientific Research).