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It is interesting and possibly very valuable therefore to inquire into the relations of power and resistance as applied to small racing machines with aircraft engines that are available. The engine builder is only too likely to think that he has reached the goal required by the aircraft builder if he can make the light-weight figure of the engine “dry,” in pounds per horsepower, low enough, but this attitude is not only erroneous but actually tends to the development for aircraft of engines that are very undesirable. ...The engine builder is only too likely to think that he has reached the goal required by the aircraft builder if he can make the light-weight figure of the engine “dry,” in pounds per horsepower, low enough, but this attitude is not only erroneous but actually tends to the development for aircraft of engines that are very undesirable. ...The engine builder is only too likely to think that he has reached the goal required by the aircraft builder if he can make the light-weight figure of the engine “dry,” in pounds per horsepower, low enough, but this attitude is not only erroneous but actually tends to the development for aircraft of engines that are very undesirable. Four specific and reasonable, although admittedly not absolutely correct assumptions, are made and, after analysis, they are stated to mean that engines are not penalized by placing them in different types of aircraft and that the consideration of the figures on a unit horsepower basis is justified.

As a consequence, many fittings used in aircraft work and assembled by brazing smaller parts together are finished and installed without being heat-treated after the brazing operation. ...Recent experiments made at the Naval Aircraft Factory show that the assumption mentioned is entirely erroneous. The author considers this matter with a view to specifying the use of steels and brazing spelters which will permit the subsequent or perhaps the simultaneous heat-treatment of the parts. ...The spelters required, their melting and approximate softening points to avoid the destruction of the brazed joint during heat-treatment, are discussed and data concerning them and the steels likely to be required for aircraft parts are presented in accompanying charts. Heat-treatment is then taken up and notes regarding the heat-treating of the tube struts used in aircraft work are given, the conclusion reached being that nothing is gained by the use of high-strength steel where the length divided by the least radius of gyration exceeds about 100.

The development of the supercharger for aircraft engines has led to the possibility of hitherto unheard-of speed of transportation. An analysis of a definite case is presented to show the different aspects of the problem in a practical form, with a view toward determining what can reasonably be expected.

THIS paper describes the various types of radiator installations in use. Tabulated data on several makes of radiation and on successful airplane radiator installations are given. A brief review of laboratory tests is made and the features to be considered in design and manufacture are discussed. The author concludes by cautioning engineers against attempting to base new designs entirely upon experimental data, without comparing the tentative design with existing successful installations.

Figures are given showing the expansion occurring during the nineteen months of warfare, and the different ways in which the various types of aircraft were used. Future development is treated briefly, but that logical assumptions were made is indicated by the fact that the year which has elapsed since the article was written has shown a very decided trend along the lines indicated.