FOR OFFICIAL USE

AERONAUTICS

TECHNICAL REPORT
OF THE

AERONAUTICAL RESEARCH
COMMITTEE

FOR THE YEAR 1934-1935

VOL.1
Aerodynamics

Crown Copyright Reserved

LONDON
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1936

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FIG. 1 The R A.E. 24-ft. Diameter Open Jet Wind Tunnel
 11

CONTENTS

VOLUME I
PAGE
FRONTISPIECE. FIG. 1. The R.A.E. 24-ft. Diameter Open Jet
Wind Tunnel.
Members o f t h e Committee - - - - - - - - yiii
Report f o r t h e year 1934-35 - - . . - - - - - 1

APPENDICES TO THE REPORT

AERODYNAMICS :
(a) Aerofoils:
(i) Tests on aerofoil flaps in the Compressed Air Tunnel.
R. Jones, D.Sc,, A. H. Bell and E. Smyth, B.Sc.
( R . & M . N o . 1636) - - - - - - 75
(ii) Tests of rectangular and tapered aerofoils based upon
the R.A.F. 34 section.W. L. Cowley, A.R.C.Sc.,
D.I.C., and R. Warden, Ph.D., M.Eng. (R. & M.
N o . 1635) - - - - - - - - 91
(iii) Pressure exploration over an aerofoil that completely
spans a wind tunnel.W. L. Cowley, A.R.C.Sc.,
and G. A. McMillan, M.Eng. (R. & M. No. 1597) - 114
(iv) The reaction on a wing whose angle of incidence is
changing rapidly. Wind tunnel experiments with a
short period recording balance.W. S. Farren,
M.B.E. ( R . & M . N o . 1648) - - - - - 127
(b) Performance:
(i) Landing and take-off speeds of aeroplanes.R. S. Capon.
Communicated by D.S.R., Air Ministry. (R. & M.
N o . 1594) - - - - - - - - 151
(ii) The landing of aeroplanes. Part I. Note on modern
landing technique.R. P. Alston, B.A. Communi-
cated by D.S.R., Air Ministry. (R. & M. No. 1598) - 158
(iii) Accuracy of performance measurement.J, L. Hutchin-
son, B.A., and E. Finn, B.Sc. Communicated by
D.S.R., Air Ministry. (R. & M. No. 1601) - - 174
(iv) Wind tunnel tests on a Bristol Fighter model with
slotted R.A.F. 34 section wings.K. W. Clark, B.Sc.,
D.I.C. Communicated by D.S.R., Air Ministry.
( R . & M . N o . 1609) - - - - - - 179
(v) Measurements of forces and moments on a " Puss
Moth " model. Part I. With Schrenk flaps fitted to
model. Part II. With the model yawed.A. S.
Batson, B.Sc. (R. & M. No. 1631)- - - - 184
(vij Tests on models of Armstrong Whitworth four-engined
monoplane. Summary and Introduction.W. L.
Cowley, A.R-C.Sc., D.I.C., R. Warden, Ph.D., M.Eng.,
and G. A. McMillan, M.Eng. (R. & M. No. 1624) - 189-
 Ill
PAGE
AERODYNAMICScant.
(b) Performancecont.
(vii) Wind tunnel tests on a model Gloster Troop Carrier.
With and without slipstream.W. G. A. Perring,
R.N.C., and C. Callen. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1618) - - - -202
(viii) Resistance of certain strut forms.R. Warden, Ph.D.,
M.Eng. ( R . & M . N o . 1599) - - - - - 217

(c) Fluid Motion :

(i) An experimental investigation of boundary layer flow,
with special reference to methods of detecting the
transitional region.L. F. G. Simmons, M.A.,
A.R.C.S. and A. F. C. Brown, B.Sc., A.C.G.I.
( R . & M . N o . 1547) - - - - - - 248
(ii) A study of the flow in the boundary layer of streamline
bodies.H. M. Lyon, M.A., A.F.R.Ae.S. (R. & M.
N o . 1622) - - - - - - - - 2 6 6
(iii) On the calculation of steady flow in the boundary
layer near the surface of a cylinder in a stream.
L. Howarth, B.A., B.Sc. Busk Student. Communi-
cated by Dr. S. Goldstein. (R. & M. No. 1632) - 320
(iv) On the effect of discs on the air forces on a rotating
cylinder.Alexander Thorn, D.Sc., Ph.D. Com-
municated by Professor J. D. Cormack. (R. & M.
N o . 1623) - - - - - - - - 3 7 6
(v) Abstract. The flow due to a rotating disc.W. G.
Cochran. (R. & M. No. 1605) - - - - 386
(vi) An experimental investigation of the wake behind an
elliptic cylinder.G. J. Richards, Ph.D., A.R.C.Sc.,
D.I.C. Communicated by Professor L. Bairstow,
C.B.E., F.R.S. (R. & M. No. 1590) - - - 387
(vii) Abstract. Statistical measurements of turbulence in
the flow of air through a pipe.H. C. H. Townend,
D.Sc. ( R . & M . N o . 1614) - - - - - 393
(viii) The flow induced by a jet of air. H. C. H. Townend,
D.Sc. ( R . & M . N o . 1634) - - - - - 395
(ix) Abstract. A modification of Oseen's approximate
equation for the motion in two dimensions of a viscous
incompressible fluid.R. V. Southwell, F.R.S., and
H. B. Squire. (R. & M. No. 1607) - - - 398
(x) Arithmetical solution of equations of the type VV
= const.A. Thorn, D.Sc., Ph.D. Communicated
by Professor J. D. Cormack. (R. & M. No. 1604) - 399

(d) Stability and Control:

(i) Pressure distribution on wings with ailerons.W. L.
Cowley, A-R.C.Sc., D.I.C., and G. A. McMillan,
M.Eng. (R. & M. No. 1625) - - - - - 411
(ii) The aileron power of a monoplane.A. G. Pugsley,
M.Sc., and H. Roxbee Cox, Ph.D., D.I.C., B.Sc.
Communicated by D.S.R., Air Ministry, (R. & M.
N o . 1640) - - - - - - - - 484
(295791) A-B 2
 IV

PAGE
AERODYNAMICScontd.
(d) Stability and Controlcant.
(iii) Experiments on the whirling arm. Yawing and rolling
moments on the Hornbill and various aerofoils. Also
pressure distribution and flow tests on R.A.F. 15.
A. S. Halliday, B.Sc., Ph.D., D.I.C., and C. H. Burge.
( R . & M . N o . 1642) - - - - - - 499
(iv) An analytical survey of the effect of mass distribution
on spinning equilibrium.S. B. Gates, M.A., and
R. H. Francis, M.Sc. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1644) - - - - 520
(e) Wind Tunnels :
(i) The lift and drag of a wing spanning a free jet.
H. Glauert, F.R.S. Communicated by D.S.R., Air
Ministry. (R. & M. No. 1603) - - - - 531
(ii) Effect of wind tunnel wall interference on the pitching
moments of large models in the Duplex tunnel.
W. L. Cowley, A.R.C.Sc., D.I.C., and G. A. McMillan,
M.Eng. ( R . & M . N o . 1639) - - - - - 539

VOLUME II
SEAPLANES:
(i) The hydrodynamic forces and moments on simple
planing surfaces, and an analysis of the hydrodynamic
forces and moments on a flying boat hull.W. G. A.
Perring, R.N.C., and L, Johnston, B.Sc. Communi-
cated by D.S.R., Air Ministry. (R. & M. No. 1646) - 553
(ii) Measurement of water pressure on the hull of a boat
seaplane.E. T. Jones, M.Eng., and W. H. Davis.
Communicated by D.S.R., Air Ministry. (R. & M.
N o . 1638) - - - - - - - - 576
(iii) Measurement of the full scale water resistance of a
IIIF seaplane in steady and accelerated motion.
E. T. Jones, M.Eng. Communicated by D.S.R., Air
Ministry. (R. & M. No. 1591) - - - - 622
(iv) Tests on the wall interference and depth effect in the
R.A.E. seaplane tank, and Scale Effect tests on hulls
of three sizes.L. P. Coombes, B.Sc., W. G. A.
Perring, R.N.C., D. W. Bottle, B.Sc., and
L. Johnston, B.Sc. Communicated by D.S.R., Air
Ministry. (R. & M. No. 1649) - - - - 652
(v) Cine-photographic measurements of speed and attitude
of Southampton aircraft when taking off and alighting.
A. E. Woodward Nutt, B.A., and G. J. Richards,
Ph.D., A.R.C.Sc., D.I.C. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1621) - - - - 682
(vi) The effect of wind on the take-off of seaplanes.
E. T. Jones, M.Eng. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1593) - - - - 695
(vii) Interference effect of the surface of the sea on the
characteristics of a flying boat.W. L. Cowley,
A.R.C.Sc., D.I.C., and G. A. McMillan, M.Eng.
( R . & M . N o . 1626) - - - - - - 709
 PAGE
STRUCTURES:
(i) On stress and stiffness determination in certain cantilever
wings in which the resistance to twisting is appreciably
dependent on torsional shear stresses.H. Roxbee
Cox, Ph.D., D.I.C., B.Sc., J. Hanson, B.Sc., D.I.C.,
and W. T. Sandford. (R. & M. No. 1617) - - 724
(ii) An approximate method of determining the aero-
dynamic loading on the wings of a monoplane.
A. G. Pugsley, M.Sc. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1643) - - - - 741
(iii) On the calculation of stresses in braced frameworks.
V.The general solution for a cylindrical tube of
regular polygonal cross section.R. V. Southwell,
F.R.S., and J. B. B. Owen, B.Sc. (R. & M. No. 1573) 749
(iv) Torsion of a rectangular tube with axial constraints.
D. Williams, B.Sc., A.M.I.Mech.E. Communicated
by D.S.R., Air Ministry. (R. & M. No. 1619) - - 836
(v) The buckling of a linked beam having strength in
flexure and shear.R. A. Fairthorne, B.Sc. (R. & M.
N o . 1616) - - - - - - - - 8 6 6
(vi) Abstract. On the stresses induced by flexure in a deep
rectangular beam.D. B. Smith and R. V. Southwell,
F.R.S. ( R . & M . N o . 1606) - - - - - 872
(vii) Abstract. On the analysis of experimental observations
in problems of elastic stability.R. V. Southwell,
F.R.S. ( R . & M . N o . 1610) - - - - - 873
(viii) Aircraft Vibration.Hayne Constant, M.A., A.F.R,Ae.S.
Communicated by D.S.R., Air Ministry. (R. & M.
N o . 1637) - - - - - - - - 8 7 4
(ix) The normal acceleration experienced by aeroplanes
flying through vertical air currents. Part II. The
interpretation of accelerometer records.H. R. Fisher,
B.A. Communicated by D.S.R., Air Ministry.
( R . & M . N o . 1629) - - - - - - 004

FLUTTER :
(i) The flexural-torsional flutter characteristics of a simple
cantilever wing representative of current practice.
D. Williams, B.Sc., A.M.I.Mech.E. Communicated
by D.S.R., Air Ministry. (R. & M. No. 1596) - - 920
(ii) Aileron stability, with special reference to rolling-
aileron motion and the influence of Frise type hinge
moment curves.A. G. Pugsley, M.Sc. Communicated
by D.S.R., Air Ministry. (R. & M. No. 1595) - - 938
(iii) Abstract. An application of matrices to oscillation
problems.W. J. Duncan, D.Sc., A.M.I.Mech.E.,
and A. R. Collar, B.A., B.Sc. (R. & M. No. 1630) - 967

ACCIDENTS :
Report on Puss Moth Accidents, by The Accidents
Investigation Sub-Committee. (R. & M. No. 1645) - 972
 VI

PAGE
ENGINES :
(i) Consumption measurements in flight with variable
ignition.J. L. Hutchinson, B.A., and E. Finn, B.Sc.
Communicated bv D.S.R., Air Ministry. (R. & M.
N o . 1612) - ' . - - . . . - 1004
(ii) Wind tunnel investigation of the cooling of an air-
jacketed engine.A. S. Hartshorn, B.Sc. Com-
municated by D.S.R., Air Ministry. (R. & M.
N o . 1641) - - - - - - - - 1012
MATERIALS :
(i) The E.M.F. between metals in seawater.J. W. Will-
strop, B So., A.I.C. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1611) - - - - 1067
(ii) Abstract. The influence of pickling on the fatigue
strength of duralumin.H. Sutton, M.Sc., and
W. J. Taylor. Communicated by D.S.R., Air
Ministry. (R. & M. No. 1647) - . . . 1077
(iii) Abstract. The constitution of the magnesiumrich
alloys of magnesium and nickel.J. L. Haughton
and R. J. M. Payne. (R. & M. No. 1608) - - - 1081
(iv) Abstract. Transverse tests on sand cast aluminium
alloy bars.C. E. Phillips, A.C.G.I., D.I.C., and
J. D. Grogan, B.A. (R. & M. No. 1620) - - - 1082
INSTRUMENTS :
(i) On the use of the hot-wire type of instrument for
recording gusts.L. F. G, Simmons, M.A., A.R.C.S.,
and J. A. Beavan, B.A. (R. & M. No. 1615) - - 1083
(ii) Direct calibration of compensated hot-wire recording
anemometer.C. Salter, M.A., and W. G. Raymer.
( R . & M . N o . 1628) - - - - - - 1099
(iii) The form of a heavy flexible cable used for towing a
heavy body below an aeroplane.H. Glauert, F.R.S.
Communicated by D.S.R., Air Ministry. (R. & M.
N o . 1592) - - - - - - - - 1108
GENERAL MATTERS :
(i) The reduction of draughtiness of open cockpits.
B. Lockspeiser, M.A., and A. Graham, M.Sc., D.I.C.
Communicated by D.S.R., Air Ministry. (R. & M.
N o . 1633) - - - - - - - - 1116
(ii) Windscreens with openings.F. B. Bradfield, M.A.,
and B. Lockspeiser, M.A. Communicated by D.S.R.,
Air Ministry. (R. & M. No. 1613) - - - - 1128

Index to Serial Numbers of the Technical Reports

PAGE PAGE
R. & M. No. 1547 - - 248 R. & M. No. 1597 - 114
1573 - - 749 1598 - 158
1590 - - 387 1599 - 217
1591 - - 622 1601 - 174
1592 - - 1108 1603 - 531
1593 - - 695 1604 - 399
1594 - - 151 1605* - 386
1595 - - 938 1606* - 872
1596 - - 920 1607* - 398
 Vll

Index to Serial Numbers of the Technical Reportscontinued

PAGE PAGE
R. & M. No. 1608* - - 1081 R. & M. No. 1630* - - 967
1609 - - 179 1631 - - 184
1610* - - 873 1632 - - 320
1611 - - 1067 1633 - - 1116
1612 - - 1004 1634 - - 395
1613 - - 1128 1635 - - 91
1614* - - 393 1636 - - 75
1615 - - 1083 1637 - - 874
1616 - - 866 1638 - - 576
1617 - - 724 1639 - - 539
1618 - - 202 1640 - - 484
1619 - - 836 1641 - - 1012
1620* - - 1082 1642 - - 499
1621 - - 682 1643 - - 741
1622 - - 266 ;> 1644 - - 520
1623 - - 376 1645 - - 972
1624 - - 189 1646 - - 553
1625 - - 411 1647* - - 1077
1626 - - 709 1648 - - 127
1628 - - 1099 1649 - - 652
1629 - - 904

Vol. II commences at page 553.

Reports and Memoranda No. 1602 was not received in time for inclusion
in this report. Reports and Memoranda No. 1627 has been withdrawn and
will be replaced by R. and M. 1706.
Reports and Memoranda No. 1600 is an index to the Annual Technical
Reports 1909/10 to 1918/19 and is not included in this report.
Reports and Memoranda No. 1650 is a list of R. & M.'s published between
1st October, 1933, and 1st April, 1935.

* These Reports and Memoranda are abstracts of papers published in

full in outside journals.
 Vlll

MEMBERS OF THE COMMITTEE

March, 1935

Mr. H. T. TIZAKD, C.B., F.R.S. (Chairman).

Sir J. E. PETAVEL, K.B.E., F.R.S. (Vice-Chairman)*
Professor L. BAIRSTOW, C.B.E., F.R.S.
Dr. G. M. B. DOBSON, F.R.S.
Mr. W. S. FARREN, M.B.E., M.A.
Dr. R. H. GREAVES, M.B.E., D.Sc., F.I.C.f
Mr. A. H. HALL, C.B.E., M.I.C.E., M.LM.E.
Professor R. S. HDTTON, D.Sc.
Sir G. C. SIMPSON, K.C.B., C.B.E., F.R.S.
Sir F. E. SMITH, K.C.B., C.B.E., F.R.S.
Professor G. I. TAYLOR, F.R.S.
Mr. H. E. WIMPERIS, C.B., C.B.E., M.A., F.R.Ae.S., M.I.E.E.
Mr. C. S. WEIGHT, O.B.E., M.C., M.A.|

Secretary: Mr. J. L. NAYLER.

Assistant Secretary : Mr. E. OWER.

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 1934-35

July, 1935.
The Rt. Hon. Sir Philip Cunliffe-Lister, G.B.E., M.C., M.P.,
Secretary of State for Air.
Sir,
We, the Aeronautical Research Committee, beg leave to submit
our report for the year 1934-35.
The race from Mildenhall to Melbourne this year provided a vivid
public demonstration of the great improvement in the performance
of aeroplanes during the past two years. The winning machine,
the D.H. Comet, which was specially built for the race, was a small
monoplane of exceptionally clean form, and covered the distance of
11,300 miles within three days. It was closely followed by the
American Douglas air liner.
It may well have appeared to the layman that some new dis-
covery in aeronautics had been the main cause of this sudden jump
in the speed and range of commercial aircraft. In fact no new
discovery has contributed to this result, which has been due to
putting into practice principles which have long been clearly estab-
lished. The importance of clean design ; of avoiding interference
of one part of the structure with another in the airstream ; the
advantages of variable pitched airscrews and of retractable under-
carriages, have been recognised for many years. In the achievement
of high speeds designers have recently been greatly helped by the
development of landing devices, such as the split flap, which have
enabled them to decrease wing areas, and therefore resistance,
without increasing landing speeds, and at the same time to steepen
the gliding angle, thereby removing the difficulty of landing the
streamline aeroplane. The cooling of aircraft engines has been
closely studied, in particular by American investigators, who have
shown how much can be done to improve the cooling and to diminish
the drag of engines by experiments on the full scale in a large wind
tunnel. A 24 ft. wind tunnel is now in use for similar purposes at
the Royal Aircraft Establishment, South Famborough. (See
Fig. 1.)
It is of interest to consider the likelihood of a similar marked
increase in performance in the near future. The steady improvement,
year by year, of aircraft engines shows no sign of slackening in rate.
It may confidently be expected that in the future engines suitable
for commercial purposes will weigh not more than one pound per
horse power. Recent work also shows the possibility of a substantial
decrease in fuel consumption, the need for which can be judged
from the fact that even now a commercial aircraft may consume in
a few hours of flight an amount of fuel greater in weight than that
of its engines.
Investigations on the efficient cooling of aircraft engines remain
of first class importance, but to get the best results it is probable
that each type of design will need to be studied and improved in
detail by experiments in a large wind tunnel.
Substantial improvements in aerodynamic design are still possible.
The Committee has devoted much tune in the past to investigations
of fundamental importance on interference, skin friction and nutter.
In the earlier period, this work may have appeared to many members
of the aircraft industry to be of academic interest only, and in fact
it was of subsidiary importance for the relatively slow speed designs
which then formed the majority of the output. The further study
of such problems has now become of direct practical interest. It has
been known for 20 years, for example, that skin friction varies
considerably with the- nature of the surface, but so long as the
parasitic drag of aircraft was high, this observation found no appli-
cation in practice. It seems clear, however, that in future skin
friction will account for the major portion of the drag of high speed
machines. Recent experiments have shown that excrescences of a
few thousandths of an inch in height may appreciably increase the
profile drag of the wings of a high speed aeroplane. It may be taken
as firmly established that roughness and irregularity of the exposed
surface of an aeroplane must be avoided, but more quantitative
data must be provided before the designer can decide how nearly
he can approach the ideal without adding unduly to the cost of
production, and of maintenance in service.
To get the full advantage of improved aerodynamic design it is
necessary that structure weight should be reduced. Unfortunately
the tendency is the other way, since higher speeds demand a
stronger structure. Mr. B. N. Wallis, of Messrs. Vickers (Aviation)
Ltd., has, however, broken away from conventional methods of
design, and has developed a new form of " geodetic " structure which
combines lightness with great strength and torsional rigidity. We
have followed his work with interest, and attach great importance
to it. The torsional stiffness of wings designed on his system is
high in relation to their stiffness in bending. Such a disposition of
relative stiffnesses is likely to be of advantage in avoiding nutter,
but it is not yet known how far flexural stiffness may be safely
reduced. This problem is being investigated.
Safety of High Speed Aircraft.The investigation of accidents
due to nutter has clearly indicated that stiffness of construction is
likely to rank with structural strength as a condition of safety
at high speeds. During the year the Accidents Investigation
Sub-Committee completed its investigation of the series of nine
accidents to the Puss Moth aeroplane. The common feature of
these accidents was the breakage in the air of one or both wings,
and the probable cause was traced to wing flutter of a new type.
The report of the Sub-Committee has been published (R. & M. 1645),
and we have recommended that in future routine calculations or
experiments should be made for each new design, to cover the
possibilities of failure due to interaction of elastic and aerodynamic
forces.
We have drawn the attention of the Air Ministry to the fact
that irreversibility of controls may provide a more positive method
of preventing nutter than the mass balancing at present adopted.
Arrangements have now been made to ascertain whether the fitting
of an irreversible control to some well known type of machine is
regarded by pilots as an acceptable remedy. We have also made
arrangements for a senior member of the staff of the Aerodynamics
Department, National Physical Laboratory, to devote most of his
time to a theoretical study of the conditions likely to cause flutter.
Safety in Landing.High wing loading is essential for high
speeds, and it therefore becomes necessary to add some device
which will reduce the normal landing speeds of conventional aircraft.
Investigations are now in progress with the object of providing
designers with data to help them to evolve the best form of device
for slow and safe landing. Many modern aeroplanes are being
fitted with a split flap near the trailing edge of the wings, which can
be pulled down prior to landing. Another promising device is a
slotted flap under development by Messrs. Handley Page Ltd. ; a
model of this is being tested in the Compressed Air Tunnel. This
type of flap may have special advantages for the take-off, since an
increase of lift is obtainable without the high drag associated with
the plain or the split flap. Wind tunnel experiments have shown
that the large increase of lift which can be obtained from these
devices is accompanied by a drop in lift when the stalling angle is
slightly exceeded, which may be dangerously sudden. No confirma-
tion of this has been obtained by such full scale experiments as have
been carried out hitherto, except with one experimental machine
in which the flaps extended right across the wing.
When normal ailerons are used the full benefit of flaps cannot be
obtained. Various types of control to replace the ordinary aileron
are therefore being considered. The use of a spoiler (a surface
brought up out of the upper part of the wing near the leading edge)
seems promising, but flight tests have shown that there is a somewhat
serious delay in response.
It seems clear that a much more detailed study of the flow of
air over wings at slow speeds is necessary for the satisfactory solution
of landing problems. The methods developed at Cambridge
University by Professor B. M. Jones and his colleagues are very
promising and have already led to practical results. Arrangements
have been made by the Air Ministry, at our request, to provide
Professor Jones with additional facilities for full scale work.
Meteorology.We mentioned in last year's report that most of
the Puss Moth accidents had occurred in bad weather and that this
had led us to put certain questions to the Meteorology Sub-
Committee. Very little is known about the suddenness with which
up and down air currents are met by an aeroplane, but there is little
doubt that the higher speeds of modern aircraft increase the im-
pulsive load which comes upon the aeroplane structure when it
meets a gust. From the evidence afforded by the size of hailstones,
it is known that very large vertical currents exist. It remains to
discover whether the velocity gradients on the border of such large
vertical currents are dangerous to flying. We are attempting to
have gust velocities measured by means of suitable instruments :
effort has been concentrated on a design, suitable for exposure to
rough weather, which can be erected on high masts to take records.
The problem is difficult, but some preliminary trials Math a new
instrument at a height of about 70 feet suggest that it is possible to
obtain the required information.
Instruments for measuring accelerations have been carried by a
number of aircraft operating on commercial routes and in Iraq.
These have given results of the same order as we have previously
reported, and suggest that for aeroplanes operating at comparatively
low speeds accelerations large enough to overstress the structure are
exceedingly unlikely. The maximum accelerations that have been
observed during these flights involve an additional load on an aero-
plane, either up or down, not exceeding twice the weight of the
aeroplane.
Research Apparatus.We have already referred to the large
24 ft. wind tunnel at the Royal Aircraft Establishment, South
Farnborough, which was opened by the Right Honourable the
Marquess of Londonderry on 5th April last. This apparatus, the
largest available in this country, will enable many investigations to
be made which are unsatisfactory on a smaller scale and difficult
and costly to make in flight. The tunnel is specially suitable for
experiments directed to the reduction of drag. Investigations on
air-cooled engines, aiming at the provision of adequate cooling with
least cost in resistance, are now in progress, and valuable results
have already been obtained.
Two smaller tunnels at the National Physical Laboratory have
recently been completed as a result of the reconstruction of one of
the older wind tunnels, and have proved satisfactory. These have
a jet of 9ft. X 7ft., which is sufficient for many tests in which
there is no appreciable scale effect. They are particularly suitable
for tests of models of airscrews of high pitch-diameter ratios, such.
as are coming into common use for high speeds. Such tests were
not possible with the older and slower running tunnels.
s
f F

FIG. 2.The K.A.K. Automatic Altitude Control.

 There has been a full year's work with the Compressed Air Tunnel
and the first results have been published during the year. It has
been used to provide basic data on aerofoils and landing flaps,
and on the effects of surface roughness on drag. It is not yet certain,
however, to what extent it can be relied upon for all classes of
experiment. The lift curves of various aerofoil sections agree with
measurements made in flight over the whole range and at the
maximum, lift; but measurements of drags in the tunnel give very
much lower results than any so far deduced from observations in
flight. It may be that this is because the full scale wings are rougher
than those of the models. This provisional explanation receives
some support from measurements made "by Schrenk in Germany of
the profile drag of a smooth wing in flight, but further experiments
are necessary before it can be regarded as established beyond dispute.
We referred last year to the construction of the Seaplane Testing
Tank at the R.A.E. A series of experiments has been made to
determine the accuracy of its results for different sizes of model,
for the effect of the proximity of the walls, and for the depth of the
water. In all respects the standard size of model, 9 ft. long, has
been found to give results sufficiently accurate for the prediction of
full-scale performance. The tank has been used for experiments on
the porpoising of seaplane hulls, and it has been shown that tests
can be made in this tank and used to predict full-scale behaviour,
provided that the model has suitable mass and moments of inertia.
At present two checks from the full scale seaplane are available :
one agrees with the model, the other suggests that the model gives
a slightly pessimistic result.
The Free-Spinning Tunnel has been employed during the year to
investigate the prolonged spin. The model results have been sub-
stantiated in many instances by tests in flight, but one serious
discrepancy has been reported to us this year, and is being closely
studied.
Autogiro.During the year there has been an accident to an
autogiro of the wingless type which the Inspector of Accidents
reported to be due to an aerodynamic cause. The matter was
referred by the Air-Ministry to the Committee. It was previously
known that the C.30 type autogiro had a longitudinal control which
became increasingly heavy during a dive, and the possible conse-
quence of this has now been explored. Wind tunnel experiments
will be made to clear up some points of uncertainty.
Engines.We desire to draw special attention to the successful
efforts that have been made to reduce fuel consumption in flight.
The main cause of high fuel consumption has been the difficulty of
securing correct regulation of the mixture strength by manual
operation of the altitude control. The R.A.E. have now evolved an
automatic mixture control device (see Fig. 2) which has been sub-
jected to service tests. In trials lasting some three months the saving
 6
of fuel has varied, according to the conditions of flight, between
14 and 30 per cent. Many advantages are likely to result from the
use of this device : one will be a closer approach to uniformity of
consumption among aeroplanes participating in combined operations;
and another the relief of the pilot from one of his all too numerous
duties. The actual monetary saving to the Royal Air Force will be
considerable. Experimental work will be continued, for the applica-
tion of the device to highly supercharged engines is not yet satis-
factory.
An operational difficulty has been the failing of engines in flight
due to the formation qf ice in the carburetter, or the accumulation
of air or vapour in the petrol system. Experiments at Farnborough
have shown that ice formation can be eliminated by the addition
of a small quantity of alcohol to the petrol; and since there are
objections to continuous use of such a fuel mixture (on account of
blending and corrosion troubles), apparatus has been devised which
detects the onset of freezing and supplies alcohol only until the ice
has been dispersed (see Figs. 3 and 4). Laboratory tests have been
satisfactory, and the device will now be tried on an engine both on
the bench and in flight.
Investigation of air and vapour locks in petrol systems has led to
the study of the behaviour of air bubbles in vertical and in inclined
glass tubes through which petrol is flowing and to other factors
affecting the flow of liquid or gas through pipes. It seems possible
to avoid conditions in which air or vapour locks occur, and it is
proposed to publish shortly the chief results of a long series of
investigations at the Royal Aircraft Establishment.
Work is being pursued on the compression-ignition engine, and
substantial progress has been made by Mr. H. R. Ricardo in the
development entrusted to him by the Air Ministry of a two-cycle
sleeve-valve compression-ignition engine. Successful running at
high speeds has been obtained on a single cylinder unit, and an
output of 32 h.p. per litre has already been realized. Mechanically
the new design offers considerable promise, for at the end of a fifty
hours endurance test the general condition of the engine as a whole
was excellent. We have recommended that further investigations
should continue on this and other lines ; but as the improvement of
the petrol engine, in weight and fuel consumption, more than keeps
pace with the experimental development of the compression-ignition
engine, it is likely to be long before the latter is adopted where
efficiency is the primary consideration.
Very Large Aircraft.At a meeting with the operating companies
in the Autumn, we were asked to consider what problems should be
attacked in order to provide information for the construction of very
large aircraft. A seaplane appears to be in many ways more suitable
for this purpose than an aeroplane, and the possible development
 [To face p. 6

AIR BLEED
FILTER

FIG. 3 Automatic De-icing Unit for Carburettors.

(29=>79-I)
 ALCOHOL TANK

ICE DETECTOR
(ICE FORMATION OBSTRUCTS
SMALL ORIFICE FIRST)

-BALANCING ORIFICE (IDENTICAL DETECTOR DIAPHRAGM

IN SIZE WITH DETECTOR ORIFICE)
1
,DETECTOR VALVE

AIR BLEEDS

ALCOHOL DIAPHRAGM

ALCOHOL VALVE

AIR INTAKE
FUEL INLET

Normally fhe detector orifice is clear, pressures
on bolt sides of defector diaphragm are equal
and defector valve is closed
When ice obsfrucfs small orifice pressure
rises in ("he chamber above defector diaphragm
and defector valve opens.
Normally ("he alcohol valve is held closed by
spring. When defector valve is opened,
sucfion acfs on alcohol diaphragm and
allows alcohol valve fo open, fhen alcohol
is mfroduced wifh fhe fuel, ice dispersed,
pressure balance resfored and alcohol
valve closed (normal condihon).

DIAGRAMMATIC ARRANGEMENT OF AUTOMATIC

DE-iCING UNIT FOR CARBURETTORS

fie. 4-.
of a 200 ton flying boat has been discussed with representatives
of the leading firms. No fundamental difficulties of construction are
apparent as regards either water or air operation, provided that the
number of engine units is not more than six or eight; but this
proviso means that large amounts of power, of the order of
5,000 h.p., must be put into a single shaft. Although there is
nothing hi principle to prevent this being done, the difficulties in
detail are considerable. No limitation of the size of airscrew is
expected, but there remains for investigation the effect of a number
of airscrews along the wing upon the combined aerodynamic efficiency,
and this will be investigated on large models in the Duplex tunnel
at the N.P.L.
Aircraft Noise.Further progress has been made in the reduction
of noise in aircraftmainly in connection with exhaust silencers.
Some of these, weighing 50 Ib. and exerting only a small back
pressure, gave an overall noise reduction of about 30 decibels :
this has reduced the exhaust noise to below the level of engine
clatter, and the change is very striking. One such silencer was
demonstrated in an aeroplane flown during the Air Display at
Hendon.
With a well silenced exhaust, and with airscrews running at slow
speeds, the prospect of substantial further reductions in noise,
either in an open cockpit or in an enclosed cabin, becomes small ;
for the noise now observed in gliding flight with the engine well
throttled is not much less than in flight at the same speed under
power. In other words, so far as air passengers are concerned the
noise of motion through the air may be greater than that of an engine
fitted with a silencer. It is highly probable, however, that the noise
of a gliding aeroplane will be reduced as aerodynamic efficiency is
increased. The problems encountered in endeavouring to silence
aeroplanes are unending; so soon as one source of noise is reduced
in intensity, another becomes predominant. Steady progress may
be expected ; but it may be many years before the noise of
aeroplanes ceases to be troublesome.
Aeronautical Symbols.The International Commission for Air
Navigation have been considering the adoption of a system of
symbols which would be used internationally. This would help
appreciably in the interchange of scientific information, and would
assist readers of scientific aeronautics in the different countries.
We have co-operated with the Air Ministry by sending a representa-
tive on two occasions to meetings in Paris at which these questions
were under discussion, and we have endeavoured to obtain agree-
ment upon the more important symbols in use. The outstanding
'difficulties are the use by the various countries of their own set of
symbols and the absence from the discussions of representatives of
Germany and the U.S.A.
 8
Personnel.We record with deep regret the death of Mr. Hermann
Glauert, F.R.S., who had attained international recognition by his
theoretical work on aerodynamics. We have been greatly aided by
his guidance in many difficult problems that have come before us
over a period of nearly 20 years. The loss of his clear insight and
quick appreciation of new problems is a great blow to aeronautical
science in this country.
Mr. H. Constant, Dr. W. J. Duncan and Mr. A. V. Stephens, have
left Government research institutions to take up University
appointments. We hope to have their co-operation in their new
spheres of activity.
Our contact with the aircraft industry through manufacturing
firms and operating companies becomes closer than ever before.
Several successful meetings have taken place with both sections of
the Society of British Aircraft Constructors, and from these much
has been learnt. With the same aim the Council of the Royal
Aeronautical Society has co-operated with us in arranging a
British Aircraft Conference in July, 1935, when matters of common
interest, and particularly the relations of development and research,
will be discussed in papers written by leading designers in the
aircraft industry.

(Signed) H. T. TIZARD,
Chairman.