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The ignition temperature and flammability properties of combustible fluids are useful in determining safety guidelines and in assessing the fire or explosion hazard that may exist in the environment where the fluids are employed. This report is a compilation and review of such information for over 90 lubricants and hydraulic fluids. Particular emphasis is given to those fluids used in aircraft applications. Data are presented for petroleum base fluids and purely synthetic fluids in air, oxygen, and oxygen-nitrogen atmospheres at pressures for 1/8-1000 atm.

A number of specimen life performance tests were conducted on three test lubricants selected to demonstrate their gross ranking capabilities. The results indicated that the test rigs should be used only for gross ranking. A large difference in magnitude of life values were obtained even though agreement in gross ranking was obtained by three out of the five participating laboratories. Further testing is recommended under preselected test conditions and lubricants.

The feasibility of using presently available liquid lubricants in advanced, high speed aircraft engines has been investigated with a recirculating inerted lubrication system. Three fluids performed satisfactorily for short durations of 3-10 hr in a full-scale simulated aircraft bearing and seal assembly at an outer race bearing temperature of 700 F and with a bulk fluid temperature of 500 F. The principal problem has been with excessive leakage of the oil side bellows face seals which has accounted for a majority of the test terminations. With only one lubricant (a MIL-L-7808E oil) could bearing failure be blamed on a lack of lubricating ability. An inerted oil mist once-through system was also tested, but with less promising results with only one lubricant running successfully at 600 F bearing temperature. The mist system appears to be limited by its inability to maintain stable bearing temperatures and requires further development.

This paper examines the potential of graphite composite materials in airframe structures by developing data on the weight of various structural elements fabricated in graphite composites, and then applying this data to a study of the weight of the X-22A V/STOL aircraft. It is shown that over 30% of the weight of the current aluminum structure could be saved, resulting in a 100% increase in payload. Improvements of this magnitude may be sufficient to make the V/STOL aircraft a feasible and economical vehicle. The structural element studies include such elements as tension members, stiffened and unstiffened compression panels, shear panels, sandwich panels, columns, beams, torque tubes, etc., and in each case the weight is presented as a fraction of the weight of the corresponding aluminum structural element, for a range of values of loading.

This paper describes the procedure by which candidate lubricants have been selected by the General Electric Co. and are being evaluated for the GE4 engine. The GE4 will use the same fluid in both the lubrication system and the hydraulic system, but systems are physically separate. Consequently, lubricants selected must also be capable of meeting several additional engine hydraulic fluid requirements. After accumulation of physical property and bench test data, a vigorous component test program is conducted to verify that oils selected meet all engine requirements. Industry-funded efforts to formulate advanced Type 2 lubricants for the GE4 will undoubtedly result in a general advance in lubricant performance for all aircraft turbine engines.

In supersonic flight, the induced high environmental temperature restricts the dissipation of waste heat. Although fuel may be used as a heat sink, its thermal stability properties are limited and significantly higher lubricant temperatures than in subsonic practice are inevitable. In 1959 a provisional British Specification D. Eng. R. D. 2497 was issued requiring a material with a load carrying capacity equal to that of the reference oil to the British subsonic synthetic lubricant specification D. Eng. R. D. 2487 at some 90 F higher temperatures. Rigs were developed to determine lubricant performance in a bearing at a high lubricant temperature, etc. Over 40 submissions from many manufacturers have now been evaluated. Engine tests have confirmed the validity of the rig test methods and it is confidently expected that the materials approved for engine evaluation will prove adequate for service use.

The introduction of jumbo jet aircraft necessitates new concepts in ramp systems in order to fully realize the potential of these aircraft through maximum utilization. Ground support equipment for the Boeing 747, McDonald-Douglas DC-10, and Lockheed 1011 must be of special design and manufacture for efficient aircraft servicing as part of an over-all ramp system. Various approaches to passenger, baggage, cargo and galley module handling are considered and relative merits discussed. Airlines and equipment manufacturers must soon make final selections of ramp systems in order to have equipment on the line for the debut of the jumbo jets.

In order for a large aerospace company to deliver a good product, on time, and to make a profit, its Engineering Department must be efficient and must also operate profitably, measured as a separate budget function. The Chief Project Engineer is responsible for the total performance of engineering on his program, and must see that all parts of the program are planned and accomplished efficiently and profitably. He requires much assistance from Engineering Administration; in fact, Administration must do for him many of the things that have to be done. Administration has functions deemed important in each of the three areas of work performance: technical, schedule, and cost. In the cost area of quoting and selling engineering manpower, which includes estimating, verifying estimates, preparing cost proposals, and negotiating contracts, Administration is key in each step. Methods of making accurate estimates and preparing convincing justifications are discussed.

This paper discusses the principles and means which a company can use as guidelines for either the initial implementation or the continuing utilization of value engineering methodology as a problem-solving tool. The importance of the engineer and the engineering function is emphasized both as an essential cornerstone and as potential benefactor from a properly organized and managed V.E. program in the automotive and related industries. It is directed towards those who already have a basic understanding of the concepts and techniques of value engineering and are primarily concerned with the practical aspects of managing or profitably participating in a program in their own particular company environment. The need for management participation, planning, and resource investment are stressed as essentials for a successful program. The concept that value engineering can be used as a tool to aid line managers in solving their current problems is put forth and discussed.

This is a study of practical and economic applications of automated testing in Bendix’s electronics manufacturing plant. In addition to automatic functional testing of a variety of assemblies, some automated troubleshooting and automatic circuit calibration has been accomplished. A major production test facility, based on the AN/GJQ-9 programmer-comparator was established during the past three years. An Automatic Fault Isolation Test System has completed initial development and is undergoing evaluation in the production facility. This computer-controlled system uses guarded measurement techniques and a novel test fixture for making in-circuit component tests. A new facility, in the planning stage, will incorporate the new Bendix computer-controlled M-200 automatic test system. This is the key element in an overall plan to reduce redundant development of test equipment, programming, and troubleshooting techniques between the factory, aircraft manufacturer, and airline maintenance shop.

Separate cargo airports may be the most viable means of alleviating the pending saturation of airports which will cripple the air cargo industry. Such outpost terminals, by making full use of rail, road, and V/STOL transport systems, could be located up to 500 miles from the metropolitan centers. The in-city primary distribution terminals would no longer need to be located at the major airports. City planners might choose to concentrate the centers in a single downtown area or disperse them throughout the urban area. For they realize that the location of such facilities will have large effects on community growth. The outpost terminal concept and its intermodal transportation system transcends current political, legal, and even national boundaries. A blue-ribbon task force should be formed to develop the concepts necessary to the implication of this system.

The United States and the Federal Republic of Germany have under joint development a new Main Battle Tank (MBT-70) which brings together for the first time several component improvements, some of which press the state-of-the-art, to yield advances in the track-laying combat vehicle field. The challenges of performing this task even on a unilateral basis would be classified as a major accomplishment. This joint program started “right at the beginning” which involved formulization of joint military characteristics, managerial and technical operating procedures, standards, and a glossary of equal or similar terms; all in addition to concepts, mock-ups, detail design, hardware fabrication, and tests. The degree of planning and cooperation required had never before been achieved. The new vehicle which evolved, the technical management aspects, and the new mobility and firepower features -- all represent significant achievements.

The key results of a NASA-sponsored study of a large multipurpose launch concept are summarized. The study evolved, through parametric performance and detailed design analyses, the characteristics of an attractive launch vehicle approach for consideration in future mission planning studies. The reported vehicle system has only two stages: a LOX/LH2 main stage and a solid-motor strap-on stage. The main stage has the performance capability to fly single-stage-to-orbit and the structural capability to accommodate strap-on stages to achieve a broad range of payload flexibility. The salient features of the vehicle system, sized to deliver one to four million pounds to low earth orbit, are described. The major resource and technology implications of the system are discussed.

Planning is proceeding on the research and development programs for Ohio's Transportation Research Center and on its physical layout. This 5600 acre research complex will contain some 60-70 miles of roadways, an extensive building complex and a 6000 ft airstrip. The planning includes: establishing an overall framework within which research and development demands can be related to available and potential resources; determining the nature, magnitude, and urgency of demands and the nature, quality, and quantity of resources; identifying constraints on future operation: establishing the payoff of alternative programs; selecting final short- and long-term programs and optimal physical layout.

This discussion attempts to predict the pattern of expected accidents and the relative safety of verticraft in relation to airplanes and helicopters. Since crashes from the same cause may be more serious in one type than another and since exposure time to engine failure varies widely, the analysis is attempted by logic rather than statistics. Potential accidents are discussed first as to possible causes and then as to probable results. Loss of control and loss of power aspects are discussed in detail. It is hoped this philosophy will be helpful to verticraft designers, to FAA and to the military in preparing airworthiness regulations, and most of all, to those who are planning civil and military operations of verticraft. It is intended to define equivalent safety” and final conclusions are evaluated.

The product planning process has been highly developed in the automotive industry. It involves some consideration of nearly all the various functions of a business. The emphasis in this paper is on the aspects of product planning which are usually outside the engineers direct responsibility. Implicit in the process are: forecasting technological and economic changes that will affect the future product and its market, developing product and program objectives by design and by analysis, and monitoring and controlling the program to insure that the objectives are met. This paper examines one systematic approach using a case history to illustrate the manner in which the task can be organized as well as some of the specific techniques which can be used. The treatment is intended to provide a framework of reference and to suggest avenues for further study.

The growth rate of air freight transportation closely follows the growth rate of manufactured products. At present, 1% of all manufactured products shipped internationally are transported by air (the comparable figure for all commodities is 0.05%). This tonnage represents 12% of the value of manufactured goods. In 20 years, it is expected that the tonnage of manufactured goods transported by air will be 10% with a value of 30%. Rapid door-to-door transportation time must be maintained if savings are to continue to accrue to the user. As the urbanization process persists, more space near airports must be reserved for manufacturing industries and rapid ground pick-up and delivery services developed. Urban planners must be told by the air freight industry what the industry requires of the community. Such directives should consider the total transportation system not just airport facilities.

Although there have been no specific proposals by the Space Agency for long range future planetary spacecraft other than those typified by the unmanned Mariner and Viking Programs, studies have been performed during the past few years which indicate the feasibility, technological requirements and suggested directions to be pursued for more advanced alternatives. As the Apollo Program reaches an active flight phase it becomes important to identify the alternatives which seem most practical for space exploration of the future. Steps beyond the Apollo Lunar Landing which will provide flexible capabilities for missions following the 1970 time period are discussed. With the option of manned exploration of Mars and Venus, including exobiological and geological surface exploration on Mars, promise of much scientific return appears within our operational grasp.

The opportunity to formulate a comprehensive research and development program in urban transportation recognizes four basic considerations. First, transportation planning must be an integral part of the total urban planning process. Second, in the continuum of time ways must be found to start fulfilling today expections without precluding future possibilities. Third, the process must consider the distribution of benefits and costs in terms of the groups affected. Finally, the urban transportation planning process must be approached as a tool to aid all decision-makers, public and private, in arriving at what ought to be the most rational decision possible. Through a program of research, development, test and evaluation, and urban demonstration, knowledge can be acquired that will provide the basis for sound local transportation decisions. The procedures used in formulating an RDTE&D program plan are described in six steps.

Various vehicle emission regulations and test procedures and their influence on Volkswagenwerk AG are described. Early planning of worldwide legislation is recommended. Information is given about flexible instrumentation and procedures to overcome the problems with different regulations. Emission test results of cross-checks between different test procedures are reported. The results show that correlation is possible to some extent. But a broad spectrum of correlation factors has been found.