The Flying Machine from an Engineering Standpoint—III

Lanchester, F. W.

doi:10.1038/scientificamerican08221914-125esupp

Cited by 5 publications

(7 citation statements)

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“…In some respects Lanchester's predictions were modest, e.g. the maximum range of an aeroplane he calculated to be 360 miles in 1907 and 2000 miles in 1915' 11 '. Occasionally he was proved to be far wrong, e.g.…”

Section: (4) F W Lanchestermentioning

confidence: 97%

The Second Century Papers—Looking Ahead in Aeronautics

Allen¹

1968

Aeronaut. j.

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Summary This paper introduces the series of Second Century papers which will appear in the Journal during 1968. The reasons which led the Publications Committee to arrange this series is explained and the authors and the titles of their papers are listed. The papers consider possible changes in aeronautical science, engineering and operations from now until a century ahead on many topics including Propulsion, Aerodynamics, Computing, Navigation, Control, Space Flight, Hovercraft, Aeronautical Education and Law for Aerospace. This paper sets the scene for the others by reviewing how the aeronautical future looked to Cayley in the early nineteenth century, to those attending the 1893 International Conference, to Lanchester, Thurston and Roxbee Cox. The changing nature of forecasting is illustrated by the Lockheed SST market study of 1965 which is given as an example of present-day predictive techniques using computers.

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Section: (4) F W Lanchestermentioning

confidence: 97%

The Second Century Papers—Looking Ahead in Aeronautics

Allen¹

1968

Aeronaut. j.

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“…Table 2 also highlights the ratio of density between the two meshes. The mesh density ratio is defined as the ratio between the number of nodes in elsA and ENSOLV for a domain (front, rear, far-field) 2 or a specific direction (chord, span). Larger discrepancies are observed in the spanwise direction, in which the elsA mesh is about four times more refined.…”

Section: Open Rotor Meshingmentioning

confidence: 99%

“…Numerous works have been done in the past to predict and understand the origin of the in-plane forces around propellers. The in-plane forces on propellers at nonzero angle of attack were pointed out for the first time in 1909 by Lanchester [2]. A few years later, the first basic theories emerged with Harris [3] and Glauert [4] who proposed an analogy with a fin: A propeller at Contributed by the International Gas Turbine Institute (IGTI) of ASME for publication in the JOURNAL OF TURBOMACHINERY.…”

Section: Introductionmentioning

confidence: 99%

In-Plane Forces Prediction and Analysis in High-Speed Conditions on a Contra-Rotating Open Rotor

François

Laban

Costes³

et al. 2014

Journal of Turbomachinery

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Due to the growing interest from engine and aircraft manufacturers for contra-rotating open rotors (CROR), much effort is presently devoted to the development of reliable computational fluid dynamics (CFD) methodologies for the prediction of performance, aerodynamic loads, and acoustics. Forces transverse to the rotation axis of the propellers, commonly called in-plane forces (or sometimes 1P forces), are a major concern for the structural sizing of the aircraft and for vibrations. In-plane forces impact strongly the stability and the balancing of the aircraft and, consequently, the horizontal tail plane (HTP) and the vertical tail plane (VTP) sizing. Also, in-plane forces can initiate a flutter phenomenon on the blades or on the whole engine system. Finally, these forces are unsteady and may lead to vibrations on the whole aircraft, which may degrade the comfort of the passengers and lead to structural fatigue. These forces can be predicted by numerical methods and wind tunnel measurements. However, a reliable estimation of in-plane forces requires validated prediction approaches. To reach this objective, comparisons between several numerical methods and wind tunnel data campaigns are necessary. The primary objective of the paper is to provide a physical analysis of the aerodynamics of in-plane forces for a CROR in high speed at nonzero angle of attack using unsteady simulations. Confidence in the numerical results is built through a code-to-code comparison, which is a first step in the verification process of in-plane forces prediction. Thus, two computational processes for unsteady Reynolds-averaged Navier–Stokes (URANS) simulations of an isolated open rotor at nonzero angle of attack are compared: computational strategy, open rotor meshing, aerodynamic results (rotor forces, blades thrust, and pressure distributions). In a second step, the paper focuses on the understanding of the key aerodynamic mechanisms behind the physics of in-plane forces. For the front rotor, two effects are predominant: the first is due to the orientation of the freestream velocity, and the second is due to the distribution of the induced velocity. For the rear rotor, the freestream velocity effect is reduced but is still dominant. The swirl generated by the front rotor also plays a major role in the modulus and the direction of the in-plane force. Finally, aerodynamic interactions are found to have a minor effect.

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“…The values of £ which he obtains from his small-scale glider experiments are, however, rather inaccurate. Lanchester returned to the subject of skin friction on a number of occasions ( Refs 22,34,43,44,45), providing better estimates for £ in the light of his own data and those of other investigators. Interestingly, Lanchester' 34 ' is rather wary of the empirical relation given by Zahm' 39 ' and obtained from wind tunnel experiments.…”

Section: Lanchester's Boundary Layer Theorymentioning

confidence: 99%

The 31st Lanchester Lecture Lanchester-The Man

Ackroyd

1992

Aeronaut. j.

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From the first, let me nail my colours firmly to the mast by quoting Beethoven’s eventual dedication of the “Eroica” Symphony. For this particular Lanchester Lecture we are “to celebrate the memory of a great man”. My meaning here, I hasten to add, has none of that bitter intention of the Republican Beethoven who, so the story goes, having ripped out his earlier dedication to Bonaparte then substituted those words to commemorate the man once revered but who had recently proclaimed himself Emperor of the French. My intention is that we celebrate the memory of a man whose thinking remains as alive, as vital, as the day he set pen to paper. Each day of our lives we see his vision made manifest reality in the vapour trails of the Big Jets high overhead. And to borrow such a dedication seems appropriate since, not only was Lanchester a great admirer of Beethoven’s music, but also Lanchester’s largeness of spirit, his grandness of vision, his capacity for unremitting sheer hard labour put him in the heroic mould.

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The Flying Machine from an Engineering Standpoint—III

Cited by 5 publications

References 0 publications

The Second Century Papers—Looking Ahead in Aeronautics

The Second Century Papers—Looking Ahead in Aeronautics

In-Plane Forces Prediction and Analysis in High-Speed Conditions on a Contra-Rotating Open Rotor

The 31st Lanchester Lecture Lanchester-The Man

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