You limited your search to:

  Partner: UNT Libraries Government Documents Department
 Collection: National Advisory Committee for Aeronautics Collection
Results 101 - 150 of 13,793
  |   |  
Soaring flight in Guinea
The term soaring is applied here to the flight of certain large birds which maneuver in the air without moving their wings. The author explains the methods of his research and here gives approximate figures for the soaring flight of the Egyptian Vulture and the African White backed Vulture. Figures are given in tabular form for relative air speed per foot per second, air velocity per foot per second, lift/drag ratio, and selected coefficients. The author argues that although the figures given were taken from a very limited series of observations, they have nevertheless thrown some light on the use by birds of the internal energy of the air.
Theory of Lifting Surfaces, Part 2
A mathematical model is presented towards a theory of lifting and resistance on wings. It consists of a theory of multiplanes, conditions of flow at a great distance from the wing, lifting systems of minimum resistance, and free stream and stream limited by walls.
Drag or negative traction of geared-down supporting propellers in the downward vertical glide of a helicopter
Discussed here are computations of drag or negative traction of geared down supporting propellers in the downward vertical glide of a helicopter. By means of Frounde's Theory, the maximum value of the drag of a windmill is calculated. For wooden propellers, the author finds that the difference between the drag and the weight is proportional to the number of blades and is larger for propellers of small diameter; thus it is 25 kg. for a six blade propeller with a diameter of 2 m. 50. The author notes that if we are to adopt large propellers, we must have recourse to a different method of construction, resulting in large dimension propellers much lighter than those made of wood. In discussing insufficient drag, the author notes that the question of the drag of geared down supporting propellers can only be decided by experiment.
The dynamometer hub
The construction of the dynamometer hub is illustrated and explained, and its electrical and aviation motor tests, as well as those in free flight, described.
Experience with geared propeller drives for aviation engines
I. The development of the gear wheels: (a) bending stresses; (b) compressive stresses; (c) heating; (d) precision of manufacture. II. General arrangement of the gearing. III. Vibration in the shaft transmission. An overview is given of experience with geared propeller drives for aviation engines. The development of gear wheels is discussed with emphasis upon bending stresses, compressive stresses, heating, and precision in manufacturing. With respect to the general arrangement of gear drives for airplanes, some principal rules of mechanical engineering that apply with special force are noted. The primary vibrations in the shaft transmission are discussed. With respect to vibration, various methods for computing vibration frequency and the influence of elastic couplings are discussed.
Recent efforts and experiments in the construction of aviation engines
It became evident during World War I that ever-increasing demands were being placed on the mean power of aircraft engines as a result of the increased on board equipment and the demands of aerial combat. The need was for increased climbing efficiency and climbing speed. The response to these demands has been in terms of lightweight construction and the adaptation of the aircraft engine to the requirements of its use. Discussed here are specific efforts to increase flying efficiency, such as reduction of the number of revolutions of the propeller from 1400 to about 900 r.p.m. through the use of a reduction gear, increasing piston velocity, locating two crankshafts in one gear box, and using the two-cycle stroke. Also discussed are improvements in the transformation of fuel energy into engine power, the raising of compression ratios, the use of super-compression with carburetors constructed for high altitudes, the use of turbo-compressors, rotary engines, and the use of variable pitch propellers.
Notes on specifications for French airplane competitions
Given here are the rules officially adopted by the Aeronautical Commission of the Aero Club of France for a flight competition to be held in France in 1920 at the Villacoublay Aerodrome. The prize will be awarded to the pilot who succeeds in obtaining the highest maximum and lowest minimum speeds, and in landing within the shortest distance.
Tests of the Daimler D-IVa engine at a high altitude test bench
Reports of tests of a Daimler IVa engine at the test-bench at Friedrichshafen, show that the decrease of power of that engine, at high altitudes, was established, and that the manner of its working when air is supplied at a certain pressure was explained. These tests were preparatory to the installation of compressors in giant aircraft for the purpose of maintaining constant power at high altitudes.
Development of the inflow theory of the propeller
No Description
Gottingen Wind Tunnel for testing aircraft models
Given here is a brief description of the Gottingen Wind Tunnel for the testing of aircraft models, preceded by a history of its development. Included are a number of diagrams illustrating, among other things, a sectional elevation of the wind tunnel, the pressure regulator, the entrance cone and method of supporting a model for simple drag tests, a three-component balance, and a propeller testing device, all of which are discussed in the text.
Horizontal buoyancy in wind tunnels
No Description
Italian and French experiments on wind tunnels
Given here are the results of experiments conducted by Colonel Costanzi of the Italian Army to determine the influence of the surrounding building in which a wind tunnel was installed on the efficiency of the installation, and how the efficiency of the installation was affected by the design of the tunnel. Also given are the results of a series of experiments by Eiffel on 34 models of tunnels of different dimensions. This series of experiments was started in order to find out if, by changing the shape of the nozzle or of the diffuser of the large tunnel at Auteuil, the efficiency of the installation could be improved.
The photographic recording of small motions
Methods and equipment for recording small and sometimes rapid motions by photographic means are described, and the efficacy of photographic recording in such instances is evaluated. The optical system consisting of the light source, the mirror or prism for transmitting motion to the emergent beam, and a means of bringing the rays into focus on the film are discussed. Attention is given to the critical issue of mirror mounting. The film holder and the driving motor for the recording drum are described in detail. The authors conclude that the optical methods they describe are far more satisfactory than the recording pen, in compactness, in high natural period, and in elimination of friction. Costs are similar to mechanical methods. The development and reproduction of the record is an added complication, but the ease of duplicating the records is a decided advantage.
Recent developments in light alloys
This report is intended to cover the progress that has been made in both the manufacture and utility of light alloys in the United States since the first part of 1919. Duralumin is extensively discussed both as to manufacture and durability.
Tests of artificial flight at high altitudes
If we wish to form an accurate idea of the extraordinary progress achieved in aeronautics, a comparison must be made of the latest altitude records and the figures regarded as highest attainable limit some ten years ago. It is desirable, for two reasons, that we should be able to define the limit of the altitudes that can be reached without artificial aid. First, to know to what extent the human body can endure the inhalation of rarified air. Second, the mental capacity of the aviator must be tested at high altitudes and the limit known below which he is able to make reliable observations without being artificially supplied with oxygen. A pneumatic chamber was used for the most accurate observations.
Variable pitch propellers
In this report are described four different types of propellers which appeared at widely separated dates, but which were exhibited together at the last Salon de l'Aeronautique. The four propellers are the Chaviere variable pitch propeller, the variable pitch propeller used on the Clement Bayard dirigible, the variable pitch propeller used on Italian dirigibles, and the Levasseur variable pitch propeller.
Design of recording wind tunnel balances
Given here is a description of the design of a scientific recording wind tunnel balance. It was decided that the most satisfactory arrangement would be a rigid ring completely surrounding the tunnel or wind stream, so that the model could be supported from it by wires or any arrangement of spindles. The forces and moments acting on this ring can then be recorded by suitable weighing apparatus. The methods available for recording forces on the arms are explained. The proposed type of balance will support the model rigidly in a variety of ways, will make a complete test without attention, and will plot the results so that all computations are avoided.
High thermal efficiency in airplane service
Described here is a method by which high average fuel economy has been achieved in aircraft engines. Details are given of the design of certain foreign engines that employ an unusual type of fuel-air ratio control in which the change in power produced by a mixture change is due almost entirely to the change in the power producing ability of the unit weight of the mixture. The safety and performance features of this type of control are explained.
Instrument for measuring engine clearance volumes
With the advent of the V type engine, a new method to measure the clearance volume in cylinders was needed. It was suggested that this measurement could be made by a process which consisted essentially of simultaneously changing both a known and unknown volume of gas by a known amount and then calculating the magnitude of the unknown from the resulting difference in pressure between the two. An instrument based on this design is described.
Progress made in the construction of giant airplanes in Germany during the war
The construction of giant airplanes was begun in Germany in August, 1914. The tables annexed here show that a large number of airplanes weighing up to 15.5 tons were constructed and tested in Germany during the War, and it is certain that no other country turned out airplanes of this weight nor in such large numbers. An examination of the tables shows that by the end of the War all the manufacturers had arrived at a well-defined type, namely an airplane of about 12 tons with four engines of 260 horsepower each. The aircraft listed here are discussed with regard to useful weight and aerodynamic qualities.
A variable speed fan dynamometer
Fan brakes used as absorption dynamometers in testing internal combustion engines have the disadvantage that a given fan will run only at one speed when the engine is delivering full power. In order to be able to vary the speed at which a given power will be absorbed, English manufacturers have for some time been using a cylindrical housing around the fan with one or two variable openings in the periphery. Here, results are given of tests conducted to determine how great a range of speed can be obtained from such a device. The tests show that a power ratio of five to 1 can be obtained, the power ratio being defined as the ratio of the power absorbed by the fan at a given speed with the outlet open to the power absorbed at the same speed with the second outlet closed. Data show that improvements in the design of the fan brake can make the speed ratio approach but not exceed a value of two to one. Also given here are a brief outline of previous work on fan brakes, a description of the experimental apparatus and methods used in the tests, and a more detailed statement of test results.
The 300 H.P. Benz Aircraft Engine
This report provides a description of the Benz 300 H.P. aircraft engine containing 12 cylinders placed at a 60° angle. It includes a detailed description of the development of the constructional points, particularly the cylinders, pistons, and connecting rods, as well as the engine fitting, lubrication, oil pumps, bearings, oil tank, fuel pump, carburetors, and cooling system. There are seven pages of illustrative figures at the end of the report.
N.A.C.A. Langley field wind tunnel apparatusthe tilting manometer
A description is given of a tilting manometer designed to meet the requirements of a manometer for use in the wind tunnel at the Langley Memorial Aeronautical Laboratory. This gauge was designed to meet the requirements of a manometer in use in connection with a static pressure plate to indicate the wind speed in the tunnel. The requirements are noted. The sensitivity of the gauge must be made inversely proportional to the pressure to be measured. The gauge must be accurately and quickly set for any desired pressure. When set at the desired pressure, the extent of variation between the existing and the desired pressures may be readily estimated. In fact, this manometer is quick to adjust, is easy to read, always has the meniscus in the same position, and accurately indicates a large range of air speeds on what is a comparatively compact instrument.
Accelerations in flight
This report deals with the accelerations obtained in flight on various airplanes at Langley Field for the purpose of obtaining the magnitude of the load factors in flight and to procure information on the behavior of an airplane in various maneuvers. The instrument used in these tests was a recording accelerometer of a new type designed by the technical staff of the National Advisory Committee for Aeronautics. The instrument consists of a flat steel spring supported rigidly at one end so that the free end may be deflected by its own weight from its neutral position by any acceleration acting at right angles to the plane of the spring. This deflection is measured by a very light tilting mirror caused to rotate by the deflection of the spring, which reflected the beam of light onto a moving film. The motion of the spring is damped by a thin aluminum vane which rotates with the spring between the poles of an electric magnet. Records were taken on landings and takeoffs, in loops, spins, spirals, and rolls.
Accelerometer design
In connection with the development of an accelerometer for measuring the loads on airplanes in free flight a study of the theory of such instruments has been made, and the results of this study are summarized in this report. A portion of the analysis deals particularly with the sources of error and with the limitations placed on the location of the instrument in the airplane. The discussion of the dynamics of the accelerometer includes a study of its theoretical motions and of the way in which they are affected by the natural period of vibration and by the damping, together with a report of some experiments on the effect of forced vibrations on the record.
Aerodynamic characteristics of aerofoils I
The object of this report is to bring together the investigations of the various aerodynamic laboratories in this country and Europe upon the subject of aerofoils suitable for use as lifting or control surfaces on aircraft. The data have been so arranged as to be of most use to designing engineers and for the purposes of general reference. The absolute system of coefficients has been used, since it is thought by the National Advisory Committee for Aeronautics that this system is the one most suited for international use, and yet is one for which a desired transformation can be easily made. For this purpose a set of transformation constants is included in this report.
The altitude effect on air speed indicators
The object of this report is to present the results of a theoretical and experimental study of the effect, on the performance of air speed indicators, of the different atmospheric conditions experienced at various altitudes.
Analysis of wing truss stresses including the effect of redundancies
Airplane wing trusses are generally designed to contain redundant members (stagger wires and external drag wires) which, according to common practice, are not taken into account in calculations, so as to simplify the stress analysis by rendering the structure statically determinate. A more accurate method, in which the redundancies are included, involves a solution by means of Castigliano's method of least work. For the purpose of demonstrating the practical application of the method of least work this report presents examples for stresses of several cases of loading worked out for a structure similar to that of the Curtiss JN-4h. Case 1 was taken as the condition of velocity of 100 miles per hour combined with the angle of attack of maximum lift. Case 1a assumed the same loading but neglected the distortion of wooden members in the least-work analysis. So little error was involved in case 1a that this simplified method was employed for each succeeding case. Case 2 assumed a diving speed of 120 miles per hour and an angle of attack of no lift. Case 3 was worked out for the conditions imposed by the sand load recommended in NACA technical note no. 6.
Angles of attack and air speeds during maneuvers
In seeking further information as to the nature of maneuvers and as to the maneuverability characteristics of airplanes, continuous measurements of the angles of attack and air speeds at several points along the wings have been made during spins and loops. Very striking results have been obtained with reference to the rolling velocity and the distribution of load in spins and the variation of the angle of attack in loops, a surprisingly large range of angle being experienced during slow loops. The flight tests and results are fully described in this report.
Annual report of the National Advisory Committee for Aeronautics (6th).administrative report including Technical Reports nos. 83 to 110
Report includes the National Advisory Committee for Aeronautics letter of submittal to the President, Congressional report, summaries of the committee's activities and research accomplished, expenditures, House of Representatives bill 14061, a copy of the bill introduced to the House of Representatives to regulate air navigation, and a compilation of technical reports produced.
The calculated performance of airplanes equipped with supercharging engines
In part one of this report are presented the theoretical performance curves of an airplane engine equipped with a supercharging compressor. In predicting the gross power of a supercharging engine, the writer uses temperature and pressure correction factors based on experiments made at the Bureau of Standards (NACA report nos. 45 and 46). Means for estimating the temperature rise in the compressor are outlined. Part two of this report presents an estimation of the performance curves of an airplane fitted with a supercharging engine. A supercharging installation suitable for commercial use is described, and it is shown that with the use of the compressor a great saving in fuel and a considerable increase in carrying capacity can be effected simultaneously. In an appendix the writer derives a theoretical formula for the correction of the thrust coefficient of an airscrew to offset the added resistance of the airplane due to the slip-stream effect.
Comparison of alcogas aviation fuel with export aviation gasoline
Mixtures of gasoline and alcohol when used in internal combustion engines designed for gasoline have been found to possess the advantage of alcohol in withstanding high compression without "knock" while retaining advantages of gasoline with regard to starting characteristics. Test of such fuels for maximum power-producing ability and fuel economy at various rates of consumption are thus of practical importance, with especial reference to high-compression engine development. This report discusses the results of tests which compares the performance of alcogas with x gasoline (export grade) as a standard.
Comparison of hecter fuel with export aviation gasoline
Among the fuels which will operate at compression ratios up to at least 8.0 without preignition or "pinking" is hecter fuel, whence a careful determination of its performance is of importance. For the test data presented in this report the hecter fuel used was a mixture of 30 per cent benzol and 70 per cent cyclohexane, having a low freezing point, and distilling from first drop to 90 per cent at nearly a constant temperature, about 20 degrees c. below the average distillation temperature ("mean volatility") of the x gasoline (export grade). The results of these experiments show that the power developed by hecter fuel is the same as that developed by export aviation gasoline at about 1,800 r.p.m. at all altitudes. At lower speeds differences in the power developed by the fuels become evident. Comparisons at ground level were omitted to avoid any possibility of damaging the engine by operating with open throttle on gasoline at so high a compression. The fuel consumption per unit power based on weight, not volume, averaged more than 10 per cent greater with hecter than with x gasoline. The thermal efficiency of the engine when using hecter is less than when using gasoline, particularly at higher speeds. A generalization of the difference for all altitudes and speeds being 8 per cent. A general deduction from these facts is that more hecter is exhausted unburnt. Hecter can withstand high compression pressures and temperature without preignition. (author).
Data on the design of plywood for aircraft
This report makes available data which will aid the designer in determining the plywood that is best adapted to various aircraft parts. It gives the results of investigations made by the Forest Products Laboratory of the United States Forest Service at Madison, Wisconsin, for the Army and Navy Departments, and is one of a series of reports on the use of wood in aircraft prepared by the Forest Products Laboratory for publication by the National Advisory Committee for Aeronautics. The object of the study was to determine, through comprehensive tests, the mechanical and physical properties of plywood and how these properties vary with density, number, thickness, arrangement of the plies and direction of grain of the plies.
Dependence of propeller efficiency on angle of attack of propeller blade
In order to determine the maximum and the most favorable pitch for a propeller, it was found desirable to investigate the dependence of propeller efficiency on the angle of attack of the propeller blade. The results of a few experiments are given to show that propeller blades conduct themselves just like airplane wings with reference to the dependence of their efficiency on their angle of attack.
Design of Wind Tunnels and Wind Tunnel Propellers, II
No abstract available.
Design of wind tunnels and wind tunnel propellers II
This report is a continuation of National Advisory Committee for Aeronautics report no. 73. The variations in velocity and direction of the wind stream were studied by means of a recording air speed meter and a recording yawmeter. The work was carried on both in a 1-foot diameter model tunnel and in a 5-foot full-size tunnel, and wherever possible comparison was made between them. It was found that placing radial vanes directly before the propeller in the exit cone increased the efficiency of the tunnel to a considerable extent and also gave a steadier flow.
The determination of downwash
It is obvious that, in accordance with Newton's second law, the lift on an aerofoil must be equal to the vertical momentum communicated per second to the air mass affected. Consequently a lifting aerofoil in flight is trailed by a wash which has a definite inclination corresponding to the factors producing the lift. It is thought that sufficient data, theoretical and experimental, are now available for a complete determination of this wash with respect to the variation of its angle of inclination to the originating aerofoil and with respect to the law which governs its decay in space.
The determination of the effective resistance of a spindle supporting a model airfoil
An attempt was made to determine the effect of spindle interference on the lift of the airfoil by measuring moments about the axis parallel to the direction of air flow. The values obtained are of the same degree as the experimental error, and for the present this effect will be neglected. The results obtained using a U.S.A. 15 wing (plotted here) show that the correction is nearly constant from 0 degrees to 10 degrees incidence and that at greater angles its value becomes erratic. At such angles, however, the wing drag is so high that the spindle correction and its attendant errors become relatively small and unimportant.
Diagrams of airplane stability
In this report a study is made of the effect on longitudinal and lateral oscillations of an airplane of simultaneous variations in two resistance derivatives while the remainder of the derivatives are constant. The results are represented by diagrams in which the two variable resistance derivatives are used as coordinates, and curves are plotted along which the modulus of decay of a long oscillation has a constant value. The same type of analysis is also carried out for the stability of the parachute. In discussing the stability of the helicopter it is concluded that the gyroscopic effect on stability will be greater than in the case of the airplane.
Effects of nature of cooling surface on radiator performance
This report discusses the effects of roughness, smoothness, and cleanness of cooling surfaces on the performance of aeronautic radiators, as shown by experimental work, with different conditions of surface, on (1) heat transfer from a single brass tube and from a radiator; (2) pressure drop in an air stream in a single brass tube and in a radiator; (3) head resistance of a radiator; and (4) flow of air through a radiator. It is shown that while smooth surfaces are better than rough, the surfaces usually found in commercial radiators do not differ enough to show marked effect on performance, provided the surfaces are kept clean.
The efficiency of small bearings in instruments of the type used in aircraft
This report deals with the construction and properties of bearings and pivots for use in instruments. The static and running friction for both thrust and radial loads was determined for a number of conical pivots and cylindrical and ball bearings. The static rocking friction was also measured for several conical and ball bearings under a heavy load, especially to determine their suitability for use in N. P. L. (National Physical Laboratory) type wind tunnel balance. In constructing conical pivots and sockets it was found that the pivots should be hardened and highly polished, preferably with a revolving lap, and that the sockets should be made by punching with a hardened and polished punch. It was found that for a light load the conical pivots give less friction than any other type, and their wearing qualities when hardened are excellent. Very small ball bearings are unsatisfactory because the proportional accuracy of the balls and races is not high enough to insure smooth running. For rocking pivots under heavy loads it was found that a ball-and-socket bearing, consisting of a hemispherical socket and a sphere of smaller diameter concentric with it, with a row of small balls resting between the two, was superior to a pivot resting in a socket. It was found that vibration such as occurs in an airplane will greatly reduce the static friction of a pivot or bearing, in some cases to as little as one-twentieth of its static value.
Experimental research on air propellers IV
This report states the results of investigations made upon numerous propeller models at the request of the Subcommittee on Aerodynamics, and contains valuable data for those interested in the design of air propellers.
Factors of airplane engine performance
This report is based upon an analysis of a large number of airplane-engine tests. It contains the results of a search for fundamental relations between many variables of engine operation. The data used came from over 100 groups of tests made upon several engines, primarily for military information. The types of engines were the Liberty 12 and three models of the Hispano-Suiza. The tests were made in the altitude chamber, where conditions simulated altitudes up to about 30,000 feet, with engine speeds ranging from 1,200 to 2,200 r.p.m. The compression ratios of the different engines ranged from under 5 to over 8 to 1. The data taken on the tests were exceptionally complete, including variations of pressure and temperature, besides the brake and friction torques, rates of fuel and air consumption, the jacket and exhaust heat losses.
General Theory of the Steady Motion of an Airplane
The writer points out briefly the history of the method proposed for the study of steady motion of an airplane, which is different from other methods now used. M. Paul Painleve has shown how convenient the drag-lift curve was for the study of airplane steady motion. The author later added to the drift-lift curve the curve called the "speed curve" which permits a direct checking of the speed of the airplane under all flying conditions. But the speed curve was plotted in the same quadrant as the drag-lift curve. Later, with the progressive development of aeronautical science, and with the continually increasing knowledge concerning engines and propellers, the author was brought to add the three other quadrants to the original quadrant, and thus was obtained the steady motion chart which is described in detail in this report. This charts permits one to read directly for a given airplane its horizontal speed at any altitude, its rate of climb at any altitude, its apparent inclination to the horizon at any moment, its ceiling, its propeller thrust, revolutions, efficiency, and power absorbed, that is the complete set of quantities involved in the subject, and to follow the variations of all these quantities both for variable altitude and for variable throttle. The chart also permits one to follow the variation of all of the above in flight as a function of the lift coefficient and of the speed. The author also discusses the interaction of the airplane and propeller through the slipstream and the question of the properties of the engine-propeller system and its dependence upon the properties of the engine considered alone and of the propeller considered alone. There is also a discussion of a standard atmosphere.
A high-speed engine pressure indicator of the balanced diaphragm type
This report describes a pressure-measuring device especially adapted for use in mapping indicator diagrams of high-speed internal combustion engines. The cards are obtained by a point-to-point method giving the average of a large number of engine cycles. The principle involved is the balancing of the engine cylinder pressure against a measured pressure on the opposite side of the metal a diaphragm of negligible stiffness. In its application as an engine indicator the phase of the engine cycle to which a pressure measurement corresponds is selected by a timing device. The report discusses briefly the errors which must be avoided in the development of an indicator for light high-speed engines, where vibration is serious, and outlines the principles underlying the design of this instrument in order to be free of such errors. A detailed description of the instrument and accessories follows together with operating directions.
Measurements of rudder moments on an airplane during flight
Tests indicated that: 1) C airplanes with two struts are extremely susceptible to aileron maneuvers, slight alterations of the aileron sufficing to compensate great unequalized moments; 2) great unequalized moments can be produced or neutralized by the unequalized alternation of the angle of attack below the outer and inner struts. Adjustment below the outer strut is the more effective of the two. 3) When a load of bombs is suspended beyond the center of the airplane, below the wings, the bombs need not be dropped simultaneously. 4) The propeller wash of a wide open engine has considerable influence on the position and operation of the elevator. The elevator is more susceptible in flight with the engine running than in gliding flight. 5) Adjustable tail planes are not advisable for D airplanes, nor for the C type, but they are, on the other hand, to be recommended for large size and giant airplanes in which the center of gravity changes during flight. 6) The aileron values obtained by wind tunnel measurements are about 10 percent too low, though otherwise applicable. For the elevator, the results of such measurements should be taken as mean values between flight with the engine running and gliding flight.
Moisture resistant finishes for airplane woods
This report describes briefly a series of experiments made at the Forest Products Laboratory, Madison, Wisconsin, to determine the comparative moisture resistance of linseed oil, impregnation treatments, condensation varnishes, oil varnishes, enamels, cellulose varnishes, rubber, electroplated and sprayed metal coatings, and metal-leaf coatings when applied to wood. All coatings except rubber and electroplated metal coatings, which were not developed sufficiently to make them practical, admitted moisture in varying degrees. The most effective and most practical coating was found to be that of aluminum leaf.
Nomenclature for aeronautics
The purpose of the Committee in the preparation and publication of this report is to secure uniformity in the official documents of the government and, as far as possible, in technical and other commercial publications. This report supersedes all previous publications of the Committee on this subject.
The Oehmichen Peugeot helicopter
The first flights of the Oehmichen helicopter are detailed as well as various aspects of the construction.