The conditions in which the various parts of the ignition system of aero engines have to operate have during recent times become much more onerous than hitherto. Many of the developments which have occurred in modern engines have caused the emergence of new problems so far as the ignition system is concerned, and have made older problems which had been only partially solved, even more difficult. This paper presents a review of some of the more important factors which are involved, an account of how the problems which have arisen have been solved, and indications given of limitations which still exist in various directions.

A new graphical method of predicting aeroplane performance has been evolved by utilising the unique properties of Eiffel's logarithmic propeller chart. Its substitution for rigorous numerical methods results in the saving of labour without sacrifice of accuracy. Particularly convenient when constant speed propellers are involved, this method yields performance characteristics for altitudes below, as well as above, the critical ones for supercharged engines.

Although coupling of the word “ rigorous ” with any method of aeroplane performance prediction may be somewhat of a misnomer, the title of this paper is intended to identify a method which falls short of complete rigour only to the extent dictated by acceptance of the following simplifying assumptions :—

1. (1) That the propeller thrust acts along the direction of the flight path, and

2. (2) That lift is equal to weight in steady rectilinear flight.

The amount of labour involved in predicting the performance of a modern aeroplane with even this degree of rigour is so great that methods which incorporate additional simplifying assumptions have come into common use—despite their sacrifice of accuracy to convenience—and the more laborious methods are now rarely employed except in studies of very painstaking character. The desirability of minimising the drudgery of rigorous prediction has long impressed the writer and it is the purpose of this paper to describe a graphical method of attaining that objective.

The principal departure which characterises the new method is the adaptation of Eiffel's logarithmic propeller chart to the construction of available power curves. The use of “ indicated airspeed ” (σ1/2V) and the analogous quantity “ indicated power ” (σ1/2 h.p.) as co-ordinates causes a single curve to represent the power requirements for level flight at all altitudes. Other simplifications arising from the recognition of certain engine characteristics, utilisation of the unique properties of the Eiffel chart and development of a convenient method for evaluating the excess available power (from logarithmic curves) make it possible to eliminate a large portion of the labour previously required for rigorous performance prediction. The method is not only applicable to, but especially convenient in, the case of the constant speed propeller; moreover, it yields complete level flight and climb characteristics for altitudes below, as well as above, the critical altitudes of supercharged engines.