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VIOLENT oscillations of particular parts of an aeroplane structure have been observed and studied since early days. The theory of wing oscillations is, however, rather more modern and was initiated, it is believed, by A. G. von Baumhauer and C. Koning, who presented a paper at the International Air Congress in 1923. Since that year the subject has been much developed both abroad and in this country. The literature has grown rapidly, and a detailed notice of the papers cannot here be attempted.

WHEN designing an airscrew one has to choose from a family, tested in the wind tunnel, the right diameter and blade angle.

CONSTRUCTORS of metal aeroplanes since 1910, Messrs. Breguet have recently turned out a new machine which represents a complete breakaway from accepted practice. After acquiring a thorough experience of light alloy construction in the past ten years with their world‐known Breguet 19, they have been led to reconsider the problem of design from the very beginning and to introduce an entirely new conception.

IN a series of articles entitled “Tailless Aircraft and Flying Wings”, concluded last month, the evolution of the tailless aeroplane and the flying wing was treated. The different trends of the development were classified, and a short discussion of the difficulties which had been experienced during experimental work given.

Industry Foreign machines were used in Holland at the outbreak of the war (type Farman). In the beginning of the war some machines were built by the Spyker Works, which later on developed the Spyker types V.1 and V.3 in which Gnôme et Rhône and Thulin engines were mounted. In 1927 the v. Berkel Works started building float‐seaplanes W.A. and W.B.

WITH tailless aeroplanes, all known aerodynamic control devices possess the peculiarity of not only producing moments about one axis, but of also causing secondary moments about one or both of the other axes. Horizontal controllers forming part of the wing near the tips in wings having sweep‐back or sweep‐forward, for instance, do not produce rolling moments alone, when differ‐entially deflected; they also cause yawing and pitching moments. Similarly, wing‐tip disk rudders operated on such wings not only produce yawing moments, but may cause rolling and even pitching moments.

The subject of aeroelasticity is not well provided with text books and this makes the present book all the more valuable. One difficulty in writing such a text book is that although aeroelasticity is often regarded as a highly specialized subject and tends to be avoided by the average aeronautical engineer, yet it embraces a very wide field of study covering matters as diverse as linear aerofoil theory, both steady and unsteady, some boundary layer effects, structural theory for distortion of the aircraft components, problems of servo analysis and mathematical methods for the solution of large numbers of linear equations with real and complex coefficients. Thus, although the book contains nearly 500 pages it is correctly entitled ‘An Introduction …’ and the author presents each of his subjects with diversions into pure mathematics where necessary. These mathematical sections include introductions to Lagrange's equations, matrices and Laplace transformations.

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Committee, Reports and Technical Notes of the U.S. National Advisory Committee for Aeronautics and publications of other similar research bodies as issued

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Committee, Reports and Technical Notes of the U.S. National Advisory Committee for Aeronautics, and publications of other similar research bodies as issued

THE development of modern aeroplanes designed for high speeds, with their thin, almost symmetrical wing sections, has led inevitably to high landing speeds and small gliding angles with the normal wing arrangement.