bluuebunny/crossref_metadata_2025 huggingface dataset:
Aircraft Power Transfer Units
Authors: Wise C.
Published: February 2008

AS hydraulic systems in modern military and commercial aircraft continue to grow in size and complexity with practically each new aircraft introduced, many aircraft manufacturers are turning to the use of power transfer units to help hold down overall hydraulic system weight and complexity. A power transfer unit allows transfer of hydraulic power from one system to another without transfer of hydraulic fluid (Fig 1).
The Continuing Case for Simulator Training
Authors: Dunford M.J.
Published: February 2008

FOR the past decade the case for simulator training has been based on the cost savings that can be achieved over training aircrew in actual aircraft.
Further Developments in Electrical Components for Gas Turbine Control Systems
Authors: Barugh B.Sc J.K.
Published: February 2008

IN 1972 this journal published an article by the writer concerning the use of electrical components in Gas Turbine control systems. It is the purpose of this further article to update and amplify the earlier one. It should be mode clear from the start that the writer lays no claim to be an expert in the design of gas turbine control systems but he can speak from a considerable experience of the problems which arise in the design of the electrical components for such systems.
Thrust Reverser Design for Airframe Compatibility
Authors: Sutton J.M.D.
Published: February 2008

THE thrust reverser is a powerplant component subject to equally fundamental demands by both the engine and airframe and as such represents an Airframe/Propulsion interface topic. Since it makes a significant contribution to DOC, primarily by its capital cost and weight which may typically be some 16% and 18% of a current fan engine powerplant respectively, there is a requirement to develop comprehensive criteria for safety, performance and cost effectiveness assessment. This requirement has always existed but has been submerged by the need to place effort on components which have yielded a more readily identifiable return. The need to economise on both financial and energy resources is resulting in closer attention to powerplant total compatibility and an increasing effort on reverser installation is required.
Maintaining Concorde on the line
Authors: Clarke Basil
Published: February 2008

Now that Concorde has been in service with two of the world's major airlines for well over half a year — and that means a lot of air‐miles for a supersonic aircraft — it is time to see how the day‐to‐day problems of maintenance are being ironed out by two very experienced operators. And, although the number of flights per week is still very few, it is worth noting how many countries this SST visits. Bahrain and USA in the case of British Airways; USA, Venezuela, Senegal and Brazil by Air France with occasional stops elsewhere on scheduled service plus a few Very Very IP charters for both lines.
Books
Authors: B.C.  , K.L.
Published: February 2008

The author is one of the very few who was in an extremely senior position with BAC during the planning, developing, building and testing of Concorde. By 1975 he had become Vice‐Chairman of the company and had been responsible — at the highest level — for the VC 10 and BAC 111 programmes before turning over to the SST.
A look back at Farnborough
Authors: Ford T.E.
Published: February 2008

Making their first Farnborough appearance were two Grumman types among the many international newcomers. The E‐2C Hawkeye was in the static park equipped with five tons of electronic equipment that is capable of simultaneously detecting hundreds of targets over land or sea and guiding interceptors on to these targets. The Grumman F‐14A Tomcat two seat swing‐wing carrier‐based air superiority fighter gave daily flight demonstrations which hinted at its versatility. It is equipped with the AW‐9 weapons control system which is claimed to have exceptional detection ranges, standoff firing capabilities and attack modes. The Tomcat and Hawkeye are complementary and this capability was emphasised by the manufacturers, since both are in service with the US Navy and operate as a team with a high security voice and data communications system.
Canopy development for the Cranfield A1
Authors: Webb J.H.
Published: February 2008

Despite the large number of specialist companies producing plastic mouldings of various types, as well as those specialising in aircraft glazing, most homebuilders of aircraft find that obtaining satisfactory canopies for their creations is a difficult problem. The small production numbers involved are not sufficient to interest companies, or if they are, the price is usually beyond the reach of the amateur aircraft builder. An aircraft canopy requires to be a high quality product, with good optical characteristics, and for a production run requires a capital investment which inevitably makes the price unacceptable for homebuilders.
Some highlights of the Paris Air Show
Authors: Clarke Basil , Ford Terence E.
Published: February 2008

Fifty years ago ,on 21st May 1927, Charles Lindbergh landed on this very field, Le Bourget, after having made the first non‐stop Atlantic crossing from New York to Paris. Several days earlier, Nungesser and Coli met their tragic end in attempting the flight from Paris to New York, an exploit that Costes and Bellonte succeeded in making only three years later.
Ducted Propulsors for General Aviation
Authors: Davis D.G.M.
Published: February 2008

Ducted Propulsors have been designed and developed specifically for piston engine powered General Aviation aircraft. This class of aircraft is defined as having a gross weight of less than 12 500 lbs. The main purpose of the development is to reduce the noise level. General Aviation aircraft were excluded from the original plans to control aircraft noise, but about four years ago legislation was proposed and subsequently introduced to control noise of small aircraft.
A new chip detector
Authors: Tauber Thomas
Published: February 2008

For over a decade, electric chip detectors have been installed in virtually all helicopter transmissions and engines and in many propulsion and drive systems of military fixed‐wing aircraft. They contain a magnet which attracts the ferrous debris shed into the lube system by failing components and retains it for later visual inspection and failure verification. The debris particles which fall across the gap between two electrodes act like a switch and activate a chip warning light (see figure 1).
Economic and Safety Aspects of Prolonging Engine Life
Authors: McRae Grady
Published: February 2008

It's been nearly 20 years since the introduction of commercial jet powered aircraft. The powerplants which made these aircraft possible have proven to be extremely reliable. “Prolonging Engine Service Life” became a natural economic objective of the airlines, and the initial practice of overhauling engines at specified intervals gradually evolved into the current on‐condition maintenance concept designed to minimise operating costs. While these practices and extensive parts repair activities resulted in major economies, the resultant extended operation of hardware has in many cases caused more frequent engine removals and often ultimately more extensive parts replacement. In addition, engine fuel consumption has been compromised to varying degrees.
Modular Engine Maintenance Concept Considerations for Aircraft Turbine Engines
Authors: Edmunds David B.
Published: February 2008

Maintenance on gas turbine engines results from failures in one or more of the engine's major subsections. Maintenance and support costs can be reduced if the capability exists to isolate the failures down to the lowest possible component in the engine. The modular engine maintenance concept has recently been evolved to facilitate this cost reduction. The important considerations as well as the benefits of this concept are discussed. Considerations included are: design, failure modes and isolation techniques, and implementation. The Air Force F100‐PW‐100 engine maintenance concept is used for discussion purposes.
Hovercraft Review
Authors: MacDonald Neil
Published: February 2008

16th APRIL 1958 is one of the most important dates in the history of hovercraft for it was on that day that Sir Christopher Cockerell (he was knighted in 1969) first visited the offices of the National Research Development Corporation, then located in Tilney Street, London. During this visit he gave a presentation of his hovercraft invention and showed a film of a model hovercraft engaged in ‘round the pole’ tests to his audience of two key NRDC executives: Lord Halsbury, NRDC's Managing Director, and Mr R. A. E. Walker, its Secretary. Both were impressed with the thoroughness of Cockerell's brief on his invention. The next day, when the inventor had returned to his Suffolk home, he received a telephone call from Mr Walker telling him that Lord Halsbury's on‐the‐spot decision to finance foreign patent applicatiois on the hovercraft invention had been endorsed. NRDC's links with the hovercraft had been forged. The foresight of that decision is impressive, particularly now, some twenty years later, when the hovercraft invention has developed into a wide range of applications well beyond the scope of hovercraft ferries. Indeed, few people — even the inventor himself — could have imagined that so many products might result from those early experiments using a pair of empty food tins, an industrial blower and a pair of iron kitchen scales!
Let's put Fuel Efficiency into perspective
Authors: Dow John P. , Murphy Bill , Kohlhoff Walter
Published: February 2008

An examination of the ways of measuring the fuel efficiency of business jets, with emphasis on “real world” aerodynamics
On the Conventional Definitions of Thrust/Drag of an Aircraft Equipped with a Turbojet Engine
Authors: CASSETTI MICHELE
Published: February 2008

The identification of the jet propulsion forces from those of the aerodynamic forces of body to which the propulsion system is fitted, is still one of the most controversial subjects involved in aircraft performance predictions and thrust/drag flight test results. In fact the inter‐action between airframe and engine aerodynamics makes the use of independent airframe and propulsion performance impossible.
Concorde A.I.D.S. Powerplant Applications
Authors: WHEELER P.J. , ESSEX N.J.
Published: February 2008

Concorde AIDS data is used by British Airways for Performance Trend Monitoring, engine control law verification and Low Cycle Fatigue life usage sampling. This paper outlines the requirements for these monitors with reference to the special needs of the Concorde powerplant, together with the content of the Rolls‐Royce computer programmes. The British Airways data acquisition, extraction and verification systems are also covered, together with the use of outputs within the airline organisation.
Applications of Titanium
Authors: HARPUR N.F.
Published: February 2008

It is a great privilege and honour to be asked to deliver the annual Chester Beatty Lecture, particularly in the presence of Mr Chester Beatty himself. The theme of these Lectures is “metals in the service of mankind” and, in this respect, the material which I will be covering in this lecture has been serving mankind for a relatively short time compared with other metals such as copper, zinc, iron, etc. Titanium is a metal which has only achieved direct engineering usage, as distinct from some minor applications as a strengthening alloy in other metals, since the Second World War. Its rise in importance for structural purposes has been very rapid and the purpose of this paper is to outline its history, to indicate the reasons why designers are so impressed by its potential, and to give some examples of present and future applications.
Aircraft Engine Emissions are Under Continuing Surveillance
Authors: MORTIMER L.F.
Published: February 2008

Although not a known serious problem now, ICAO and Member States are watchful for potential future harmful effects on the environment …
Aerodynamics of Engine Air Intakes
Authors: NATTER DIETER WELTE MANFRED , SCHMIDT WOLFGANG
Published: February 2008

At present, intensive preliminary technological work is being carried out in the Federal Republic of Germany on the development of a new tactical combat aircraft (TKF). Among others, a research project is being carried out on behalf of the Federal Ministry of Defense on the design of engine air intakes for supersonic aircraft, in which Dornier and the German Aerospace Research and Testing Establishment (DFVLR) are participating.
The Dash 7 — After One Year's Service
Authors: WICKES C.D.
Published: February 2008

From the blowing snows of the Canadian Arctic and the blasting sands of the Saudi Arabian desert to the high of the Colorado Rockies and the wind swept plains of Spain, the de Havilland of Canada's Dash 7 has come out a winner.
Aircraft Maintenance Management Systems
Authors: OELSNER MICHAEL
Published: February 2008

The topic of this paper is somewhat different from what is very often heard from computer or system people. This paper does not present any revolution in system applications or any new techniques. What this paper presents is a very unique system application concept as implemented at Bedek Aviation to solve the Division's aircraft maintenance environment problems. The uniqueness of this concept is in its simplicity.
Display Monitoring Problems
Authors: CHORLEY R.A.
Published: February 2008

In the language of the aviation world, the term “monitoring” has come to be applied to the action of observing information sources and reacting in the way appropriate to the results of the observation. This is a broadening of the original meaning of the word, which is connected with admonition and warning. So, for the purpose of this lecture, “monitoring” will be understood to mean “observing, and deriving information”, and the subject of the observation and source of the information will be taken to be primarily the displays within the aircraft, although in some situations the outside world as a source of information cannot be ignored.
A System for Evaluating Contract Maintenance Economics
Authors: LUCKIE W.E.
Published: February 2008

The principle operating cost elements and their respective proportions for a present day wide body airplane in commercial airline service are approximately as shown in Figure 1.
The Challenge of Microelectronics
Authors: CLAYTON R.J.
Published: February 2008

There have been many technological changes in this century, but the most influential is the recent revolution in electronics and its applications. As a result, so much was said and written last year about microelectronics that some people called it, incorrectly in my view, the year of the microprocessor. Most microelectronic devices look alike so I will start by defining the terms I shall use.
New Realities of Business
Authors: GRAY HARRY J.
Published: February 2008

I know it's traditional to begin a speech with a joke. But I'd like to forego that tonight because my topic is no laughing matter—it's a challenge facing all American business — large and small — and that challenge is coming from the large, foreign, government‐backed enterprises that are beginning to dominate the world market place.
ICAO and the Development of Air Transport
Authors: KOTAITE ASSAD
Published: February 2008

Civil aviation, which only 35 years ago was still timidly trying its wings, today possesses a dense network of air links that provide regular service to almost every large city in the world and the aeroplane has become an indispensable part of our political, social and economic life.
Advanced Digital Avionics of the DC‐9 Super 80
Authors: ARMSTRONG J.H. , McDONNELL J.D.
Published: February 2008

The DC‐9 Super 80 will be delivered with advanced avionics in early 1980. This paper discusses from the aircraft manufacturer's point of view the avionics system architecture, its digital implementation, and some hardware details of most major system elements. New operational features are discussed including Category IIIa autoland, some new autopilot and autothrottle cruise modes, a head‐up display system, and a “hot on‐board spare” flight guidance computer. Finally, some of the advantages of the digital system over analog systems are noted.
The Energy Problem — Its Effect on Aircraft Design
Authors: TYE WALTER
Published: February 2008

In previous articles in this series, an effort has been made to foresee the trends over the next two decades. In this last article, some aspects are discussed where prediction is virtually impossible, and the most one can do is to speculate. One thing only is quite certain; that is that one day all fossil fuels will be exhausted and that we shall then have to rely on alternative ‘everlasting’ sources. The big doubts are what these alternatives will be, and how long the period is before exhaustion of fossil fuels occurs.
Training Represents One‐third of ICAO's Technical Assistance
Authors: af STROM O.
Published: February 2008

Key elements in the establishment of an effective world‐wide aviation training network have been the standardisation of curricula and occupations and the systemisation of planning, administration and evaluation …
CFP Technology at Dornier
Authors: Rostan Eberhard , Rieger Hermann
Published: February 2008

For several years, Dornier has studied application possibilities for CFP components in the most diverse fields. The following article presents a cross‐section of the application spectrum of this alternative construction mode which Dornier has already used for series‐built components.
High Efficiency Hydraulic Power Transfer Units for Multisystem Aircraft
Authors: BOEHRINGER W.E.
Published: February 2008

Fully powered flight controls are common among many aircraft, both military and commercial. Multiple pumps are generally employed to provide these flight controls with a redundant power source in addition to many other aircraft services. The prime hydraulic source in most cases is the engine‐driven pump. It is driven directly by one of the aircraft's engines and offers the most efficient method of converting engine horsepower to hydraulic horsepower. The secondary hydraulic power source is generally not as efficient. It must derive its power from a source other than that which powers the prime pump. Present transport aircraft have utilised bleed air, ram air, electrical power, or hydraulic power to drive this redundant pump. All have demonstrated poor power‐transfer efficiency when compared to a mechanically coupled pump. This inefficiency generally results in increased cost, weight, and complexity to the aircraft. The inadequate performance of existing hydraulic power transfer units was of particular concern. This paper will address the performance problem as well as the Douglas approach to improve it.
An Experimental Aircraft to Test New Technologies
Authors: HABERLAND WOLFGANG
Published: February 2008

In developing the future generation of General Aviation aircraft, major manufacturers, aviation authorities and institutes have studied new technologies. Under the aviation promotion programme of the Federal Ministry for Research and Technology, Dornier has designed and tested a number of application‐oriented projects which promise a considerable improvement in performance, economy and environmental compatibility for this category of aircraft.
Civil Aviation Safety
Authors: TYE WALTER
Published: February 2008

The previous articles in this series have concentrated on fatal accidents. This was done for two reasons. First a fatal accident is a more significant consequence of lack of safety than is a non‐fatal one. Second, the data available about fatal accidents are generally more complete and reliable. There are however other measures of risk which can usefully be considered in looking at the picture of safety as a whole.
Airworthiness — An Insurer's View
Authors: DANN D.L.
Published: February 2008

Airworthiness to an Insurer means basically one thing and that is safety. Hopefully, despite considerations of the economic viability of an aircraft for the job in question it basically means the same to the Aviation Industry. Product safety is a goal at which manufacturers have obviously been aiming since the birth of Aviation technology and there is an ever increasing contemporary public concern over the safety of manufactured devices to which it is exposed. An American friend once told me that he supposed the most intriguing expression of such concern dates from the Nineteenth Century when a convicted murderer by the name of Palmer was led to the gallows. As he mounted the steps he looked at the lethal device and uttered as his last words “Are you quite sure it is safe?”. I am not proposing to suggest that an aircraft is as lethal as this, but there are very few other situations where a person is so deprived of any control over his destiny than when he is sitting in a metal cylinder proceeding through the air at high altitude and high speed. It is no wonder that the three martini lunch is a favourite with passengers.
Critical Analysis and Modern Approaches to Integrated System Aircraft
Authors: BOSSA FLAVIO , GUERRA GIANNI
Published: February 2008

The time, and indirectly, the fuel required to fly from Turin to Rome “Leonardo da Vinci” International Airport is now about 40% greater flying a McDonnell Douglas DC9 under instrumental flight conditions (IFR) than it was in 1960 flying a DC3 under visual rules (VFR).
RB 211 — The Way Ahead
Authors: Ford Terry
Published: February 2008

Development of the range of RB 211 engines for two, three and four‐engined aircraft is characterised by optimisation of each of the types according to a particular application. At the same time, an advance in one powerplant which will clearly be of value to others is embodied over the range, so that a continual programme of product improvement is maintained.
Maintenance Tomorrow and the Day After
Authors: GREEN ELLIOTT A. , TURNER A.W.
Published: February 2008

The future of the current family of wide‐bodied transports is examined in the environment of the changing world‐wide fuel supply situation. Synthetic hydrocarbon and cryogenic fuels are considered in the context of impact on airline fleets and their maintenance. The probability of the emergence of new technology aircraft, still utilising hydrocarbon fuel is considered in view of the possible shortening of their useful life by the introduction of cryogenic fuels. Possible effects on maintenance of the new technologies which would be included in such aircraft are discussed. Finally, the characteristics of the two most promising cryogenic fuels are compared and the effects of one of these fuels on fuel system design, maintenance, and service as well as facilities and equipment are reviewed.
Paris Air Show
Authors: DASSAULT SERGE
Published: February 2008

The 34th International Air and Space Show of Paris‐Le Bourget Mill open its doors on 4th June. How will this Show differ from the 1979 Show?
PARIS 1981
Authors: FORD TERRY
Published: February 2008

Evident at the Show were technological developments both in the new aircraft and equipment displayed, in the very advanced systems being incorporated in types that are due to make their first flight shortly, and in the activity projected by many companies to take advantage of current progress in avionics. At the same time, the state‐of‐the‐art of a large programme such as the Space Shuttle was amply demonstrated both in the US Pavilion and on the various manufacturer's stands.
Pratt & Whitney PW2037 Turbofan
Authors: COWLES EDWARD R.
Published: February 2008

“This engine will give Delta the most fuel‐efficient airplane in airline operations.”
Attack on superalloys by chemical and electrolytic processes
Authors: Simon Harald , Thoma Martin
Published: February 2008

In the production and overhaul of aero engines chemical and electrolytic surface treatment processes such as electrolytic degreasing, chemical and electrochemical etching, chemical descaling and chemical stripping of thermally sprayed coatings are used. In the course of some of these processes the heat resistant nickel and cobalt base alloys found in the “hot end” of the newer gas turbines are attacked. These superalloys have a common characteristic, namely, they are precipitation hardened. The alloying elements added for this purpose give rise to intermetallic compounds (carbides, nitrides, carbonitrides) which appear as inclusions of various shapes and sizes within the grain or at the grain boundaries. The conclusion from this work is that these intermetallics present as separate phases can be dissolved out by oxidative attack leaving pits. The separate processes and their objectives are detailed. It is shown in which process stages and in which solutions attack occurs. The inclusions have been analysed and the nature of the attack is illustrated. We conclude from this work, which has embraced seven nickel and cobalt base materials, that certain processes or process steps cannot be permitted on these alloys. For cleaning and etching alternative processes are given. For descaling a new compatible process was evaluated and will be discussed in a second report.
Chemical vibro‐descaling
Authors: Brittain P.I. , Simon H.
Published: February 2008

This report describes a new system for descaling turbine blades which, by a combination of chemical and mechanical action, produces a clean smooth surface, suitable for penetrant inspection. Its development provides a solution to the problem of chemical attack on intermetallics in precipitation hardened nickel and cobalt base alloys by the conventional descaling sequences. The project study leading to the selection of the process is summarised, the development of the method, which is based on the use of a vibrated insoluble particulate burnishing medium used in conjunction with a hot chemical chelating solution, is described and typical results are given. Before proceeding to works trials of a new process, its technical effectiveness and any adverse effects on the substrate or the environment must be evaluated, in order that some estimate of its commercial viability can be made. It has been confirmed that the process cleans effectively and produces a satisfactory conditions for penetrant inspection. No adverse effects on surface profile or dimensions, for example, on the firtree roots of typical turbine blade, on alloys or protective catings, have been found. It has been verified that particles of the medium which may inadvertently remain in blade cooling passages after processing will not lead to local high temperature corrosion during subsequent operation. Chemical vibro‐descaling is also a suitable process to prepare components with oxide films for subsequent operations such as welding, heat treatment or surface treatment. Thus, the process, which is environmentally relatively benign, achieves its objective economically and without deleterious effect on the workpiece.
A High Strength Ejector Release Unit for the Tornado
Authors: Botting L.
Published: February 2008

Dr. L. Botting, Engineering Controller—Advanced Systems, discusses the historical and technical background to one of NGL's many contributions to the Panavia Tornado, describes its operation and the newly established advanced manufacturing unit at NGL's Ordnance Division in Crewkerne which produces it.
Mobile and Fixed Apron Equipment
Authors: ACHILLI GAETANO
Published: February 2008

In the last few years, money, energy and labour costs have strongly risen as well as social claims for a better life and work conditions. In this situation, new strategies are required in order to restore better efficiency conditions and cut down costs.
Movement in Category III Conditions
Authors: HUNT CAPTAIN P.J.
Published: February 2008

The 30th January 1981 saw Heathrow Airport London covered in dense fog. The Runway Visual Range on Runway 28L (Fig. 1), down to 125m at times, did not exceed 200m until 1800 hrs and 400m until 0830 on the 31st.
The User's Point of View on Aircraft Efficiency
Authors: BOTWOOD RICHARD P.
Published: February 2008

To the average traveller, airports represent the unwanted part of air travel. Nobody wants to go or pass through an airport; it is something that you have to do before flying.
A New Concept in Life Support Systems The NGL Molecular Sieve Oxygen Generator
Authors: HAIGH FRANK
Published: February 2008

Ancient and Modern The ability of zeolite granules to act as a molecular sieve has been known to science for many years: now NGL have adapted this age‐old process and by harnessing it to modern electronic technology have created a new concept in aircraft Life Support systems.
British Airways 757
Authors: FORD TERRY
Published: February 2008

Scheduled to enter service on the airline's routes early in 1983, the Boeing 757–200 aircraft for British Airways will be operating in a single class, 189‐passenger configuration with a pitch of 32 in between the seat rows. Roll‐out of the first aircraft will take place in January, 1982 and an extensive flight test programme will begin in the following month that will lead to FAA and CAA certification before the end of that year.
Monitoring Engine Wear by Oil Analysis
Authors: SERMIN D.F.
Published: February 2008

The routine monitoring of wear element contaminants in aircraft engine oil, using an inductively coupled plasma excitation source with a multi‐channel direct reading optical emission spectrometer, as a diagnostic control for incipient engine failure.
Flight Simulator Display Capability Significantly Advanced
Authors: ANDERSON STUART
Published: February 2008

New wrap‐around visual display technique provides a realism not previously attainable from any crew position on the flight deck.
Studies on Blade‐to‐Blade and Rotor‐Fuselage‐Tail Interferences
Authors: Huber H. , Polz G.
Published: February 2008

With the increasing sophistication of modern helicopter designs the problems arising from the interactional aerodynamic flow field around the helicopter has become more acute. Interactional aerodynamics are, by origin, of utmost complexity, because many of the interactions involve viscous processes, the flow usually is unsteady and the interactions are strongly interdependent.
The Fairey Memorial Lecture
Authors: Rowe Brian H
Published: February 2008

The subject of my talk is “Aero Engine Development—The Next Generation.” To understand where we are going, it is essential to understand where we are today, and to trace the technological achievements that made possible the tremendous progress we have seen in aircraft gas turbines.
Environmental Testing for Civil Certificate of Composite Propellers
Authors: Colclough W.J.
Published: February 2008

Synopsis Results of environmental tests on composite propeller blades, including bird and lightning strikes, are compared to observations made during twelve years' operation of composite propeller blades on hovercraft.
Civil Turbofan Technology to the Year 2000
Authors: Pickerell David
Published: February 2008

The aero gas turbine has been in commercial service now for a little over 30 years. Pioneering experience on the Dart/Viscount and Ghost/ Comet led to transatlantic commercial turbojet operation in late 1958—just over a quarter of a century ago. Over this period of time, the fuel usage per seat mile for typical long range operation has been reduced by no less than two‐thirds (Figure 1).
Fly‐by‐Wire Actuation for Combat Aircraft
Authors: Hilton R.G. , Steed D.J.
Published: February 2008

Dowty Boulton Paul have been involved in the electrical signalling of aircraft control surface actuators since 1956 and would claim responsibility for the first aircraft to fly with such control in 1957. Figure 1 shows that Dowty have been continuously working on fly‐by‐wire projects since that time.
Control of Machine Tools — The Future
Authors: Butcher Max
Published: February 2008

PROFESSIONALISM in Manufacturing Engineering should not only be measured by the degree of success in current performance, but also by the quality of decisions made today which will affect output performance and competitiveness ten to fifteen years in the future. Obviously, the further ahead one tries to foresee the future in the control of machine tools, the less accurate will be the reality. This paper describes the actions being taken in one manufacturing facility based on a concept of how Turbine and Compressor Discs will be produced fifteen years from now.
Advanced Escape Systems
Authors: Ford Terry
Published: February 2008

PRODUCT improvement has always been a significant factor in the quality of Martin Baker ejection seats. As the demands of a new aircraft have necessitated extensions to the performance envelope of an escape system, technological advances have been incorporated to enable the equipment to meet or exceed the requirements of the new specification. The most recent example of this process is the award of the contract to develop and produce a new high technology escape system in response to the United States Navy Aircrew Common Ejection Seat (NACES) programme. This concerns the Martin Baker Mk 14 design, which is an ejection seat that has been derived from the company's systems in the F/A‐18, F‐14, A‐6E, Hawk, Harrier GR 5, Tornado and other aircraft.
Influence of Rough Runways on Undercarriage Design
Authors: Haines G.H.
Published: February 2008

A number of aspects of landing gear design are introduced in order to examine the design impact when providing a rough ground capability.
Perfluoroalkylpolyethers
Authors: Lawson Neal D.
Published: February 2008

The physical and chemical properties of a new class of synthetic lubricants, the perfluoroalkylpolyether oils and the polytetrufluoroethylene‐thickened greases made from these oils, are described in some detail. The properties which make these products of interest as lubricants for use under severe conditions are shown to be I) excellent thermal and oxidative stability, 2) extreme inertness to many reactive chemicals, 3) broad liquid range and good viscosity‐temperature characteristics, 4) complete nonflammability, 5) good lubricating qualities, 6) compatibility with most elastomers and metals at suitable operating temperatures and 7) insolubility in most common solvents. The commercial process used in the production of these lubricants is described. The oils are disclosed to be fluorine end capped polymers of hexafluoropropylene epoxide having number average molecular weights of from 2000 to 7500, and the preferred thickener for the greases is disclosed to be a telomer of tetrafluoroethylene having a molecular weight of 20,000 to 30,000. A number of the commercial uses of these oils and greases, sold by Du Pont under the trade‐name Krytox®, are described including specific examples of instances where their performance far exceeded that of other available lubricants. Some uses in the space and aircraft industries are also discussed.
Engine Controls for Integrated Aircraft Systems
Authors: Robinson K
Published: February 2008

THE first gas turbine engines with digital control are now entering service, replacing hydromechanical controls which still control the large majority of engines, reliably and effectively.
Digital Signal Conditioning in Solid‐State Altimeters
Authors: Noble Mike
Published: February 2008

This article discusses digital signal conditioning and considers in particular an inexpensive, all solid‐state altimeter which operates from −1,000 to +50,000 feet.
Aircraft Wheel Design and Proving
Authors: Smith S.M.
Published: February 2008

Aircraft manufacturers now demand wheels which are not only light but also have a long life capability. A typical civil aircraft project such as the Boeing 757, requires a fully approved wheel with a demonstrated life of 50,000 roll miles which equates to approximately 10,000 landings.
Experience of One UK Electronic Equipment Supplier With Bite on Engine/Flight Control Systems Over the Past Ten Years — Part 1
Authors: de Gaye Raymond
Published: February 2008

This paper traces the history of Dowty Electronics' involvement in B.I.T.E. over the last ten years; it describes the techniques used, successes and failures, and customer reactions. Applications include the full authority engine control for the Olympus 593 in Concorde, the high integrity wing flaps controller for the BAe 146 shorthaul jet, the engine spool speed limiter for the RB‐211–524 in the Boeing 747, and the high integrity engine bleed valve controller for the RB‐211–535 in the Boeing 757 aircraft.
Fastening Composite Structures With Huck Fasteners — Part 2
Authors: Phillips Joseph L.
Published: February 2008

D. Electrical Continuity and Lightening Strike Protection In metallic structure aircraft, much of the structure is often interconnected electrically via special grounding straps. One would think the grounding would be accomplished automatically via the aluminum rivets or titanium fasteners in the structure. Aluminum rivets, however, are anodized for corrosion protection and titanium fasteners are often coated with an aluminized paint as a barrier protection against galvanic corrosion of the structure. Both of these coatings are non‐conductive and other means such as periodic cadmium plated stainless steel fasteners or grounding straps are used. But why all the concern about electrical continuity? The reason is to avoid large differentials in electric potential between components when lightening strikes an airplane. If there is a large difference because there is no conductive flow path, the electricity will arc to the lower potential member and cause damage in the process. If this occurs within a fuel tank it could be catastrophic. Once the structure all has the same charge it proceeds to dissipate the charge back into the atmosphere.
Seal and Sealing Techniques for Aerospace and Defence Applications
Authors: Smith Robert M.
Published: February 2008

THE techniques employed in the sealing of different types of fluid systems used in today's aircraft have been developed over many years. These systems contain equipment which incorporates seat configurations designed to give maximum sealing efficiency. High performance polymers have been used for the basis of these seals together with the continuing development of plastics have combined to give new life to older seal shapes while providing the opportunity for entirely new designs.
Flight Management System
Authors: Pressdee AW
Published: February 2008

The evolution of civil aircraft technology has been characterised by a drive towards three goals: the improvement of safety, the increase of operational reliability and the reduction in the actual cost of flying from A to B. This evolution has now been oversha‐dowed by another evolution, more widespread in its application, that of micro‐circuit technology. Avionics has at last come of age with the introduction of micro‐compters into all aspects of the control of aircraft where they provide consistent high‐speed decision‐making with the facility for self‐monitoring. In addition, the overall systems employing the micro‐computers represents a saving in weight, yet bring with them greatly enhanced flexibility of operation. The aircraft due to enter service in the next few years are likely to provide supreme examples of this burgeoning of avionics in providing extensive improvements in passenger comfort and safety together with optimisation of the economics of flying.
Aircraft Galleys and Equipment
Authors: Wrixon AMRAeS G.R.
Published: February 2008

WITH current commercial airliner sales showing a marked upward trend, and operators replacing ageing aircraft that have served them well for the last 15 to 20 years, the market for furnishing equipment, notably galley units, has rarely been so buoyant. Old stainless steel structures, heavy but reliable, are being replaced by incredibly lightweight units made from immensely strong honeycomb bonded structures, in materials such as Fibrelam made by Ciba‐Geigy, which conform fully to the flammability and toxicity regulations which were introduced by the Civil Aviation Authority two or three years ago, to improve the chances for passenger escape in the event of aircraft fires.
Royal Air Force Engineering
Authors: Ford GEng MRAeS Terry
Published: February 2008

AN opportunity to become acquainted with the engineering expertise available at RAF Stations and to study the degree of involvement in design and manufacture occurred recently when visiting Abingdon and Marham. An aircraft maintenance and storage depot, RAF Abingdon's prime activity centres around the Engineering Wing which undertakes major servicing on Jaguar and Hawk aircraft and more recently, Buccaneer as well, together with various long‐term modification programmes. Responsibility is taken for assessing complex aircraft repairs, the recovery, salvage and transportation of all RAF, Royal Navy and Army fixed wing aircraft and in addition, assisting when necessary, the Aeronautical Inspection Branch in the recovery of crashed civilian aircraft. Some specialist tasks are also carried out, such as aircraft weighing and support for the RAF's Inspectorate of Recruiting, as well as housing the Aircraft Battle Damage Repair School. Storage of Jaguar aircraft is also undertaken as well as some VC 10 work.
Fuels for Jet Engines: The Importance of Thermal Stability
Authors: Kendall D.R. , Clark R.H. , Wolveridge P.E.
Published: February 2008

To operate satisfactorily in jet engines, fuels must satisfy certain minimum performance criteria embracing not only the obvious one of combustion, but also such aspects as thermal stability, flow at low temperatures, corrosivity, cleanliness, etc. To this end, internationally agreed specifications have been developed to ensure satisfactory fuel performance in all aviation gas turbines. This article concentrates on one such area, thermal stability, to illustrate some of the work performed on aviation kerosine at Shell's Thornton Research Centre in Cheshire. Here, for over forty years, realistic fuel system simulator rigs have been used to examine the influence of fuel properties and composition on various aspects of its performance. One conclusion of such work is that fuels possessing almost identical physical properties can, because of the presence of varying types and amounts of trace compounds, exhibit considerably different performance qualities.
Connectors — Amphenol Ltd.
Authors: Wrixon AMRAes G.R.
Published: February 2008

DESPITE having worked in the Aircraft Industry for many years, I had never considered the importance of connectors to the operational efficiency of aircraft. That is, until one dark night when I was driving back into London along the M4 motorway, in the centre lane, at a steady 70mph cruise, the engine suddenly stopped. I declutched, disengaged the gear and coasted on, looking for a gap in the nearside traffic to reach the hard shoulder. When I tried to signal left I realised I had suffered a total electrical failure. After a cold wait the AA man came to my rescue, pulled the loom of wires from the engine bulkhead, cleaned up the pins and replaced it. The engine, lights and indicators sprang back into life. I learned about connectors that night!
High Technology in Service
Authors: Ford CEng MRAeS Terry
Published: February 2008

IN March Air France becomes the first airline to take delivery of an Airbus A320. Two more will follow in April and a fourth in September with all of the 25 ordered gradually replacing the earlier Boeing 727's over the next few years. British Airways will also receive its first A320 during March and others will be delivered during the year.
A Modular System for Milling and Boring Machines With Different Degrees of Automation
Authors: Brommer H.P.
Published: February 2008

TODAY'S situation in the machine tool market combined with the ever changing variety of complex components to be machined, places high demands of flexibility on modern machine tools.
Composites in Service
Authors: Ford CEng MRAeS Terry
Published: February 2008

WHEN the Harrier GR 5 begins operations, the Royal Air Force will have an aircraft of which one quarter of the structure weight is composites and one half of the structure area. Major primary structure components are fabricated from carbon fibre composites (CFC) whose characteristics are notably different from light alloys. These differences have to be taken into account when appreciating the problems of supporting such an aircraft and providing the best methods of effecting repairs to damaged structure.
Non Metallic Bearings
Authors: Stansfield Colin
Published: February 2008

MUCH can be written about the design of bearings. This article is intended as a basic guide in the art of non metallic plastics bearings.
Aero Engine Test Facilities:
Authors: Dawson George
Published: February 2008

ENGINE testing has never been a subject to take for granted. Even thirty years ago, when test facilities were far from the sophisticated entities they are today, aerospace engineers were well aware of the necessity of regular testing. Then, as now, it not only ensured air worthiness but it also extended the flying life of the engine.
Corporate image building: the case of US Singapore
Authors: Ghosh B.C. , Ho Ho
Published: February 2008

Claims that brand image is not the same as corporate image, and that companies must actively promote company and brand names. Reviews relevant literature before addressing the case of a company in Singapore. Examines proactive image building as a communications strategy, assesses the corporate image and makes recommendations for the company.
Perceptions and practice of corporate communication in small businesses
Authors: Oliver Sandra , Riley David
Published: February 2008

Reviews symmetrical communication as corporate strategy. Qualitative data gathered from owners and managers of a wide variety of small businesses, using both questionnaires and interviews, points to the fact that, in common with many other areas of small business management, the practice of corporate communication is largely unplanned. Concludes that it is an area which is characterized by a lack of understanding both of what corporate communication is and how it can be of benefit to the small business.
To be or not to be… credible that is: a model of reputation and credibility among competing firms
Authors: Herbig Paul , Milewicz John
Published: February 2008

Previous studies of corporate reputation have either confirmed its existence as an influence agent or described in general terms its effects on other attributes (quality, price, advertising, etc.). The competitive credibility model of reputation building is formulated and tested through simulation. Reports and discusses results.
Charismatic leadership: a key factor in organizational communication
Authors: Takala Tuomo
Published: February 2008

Based on Plato's thinking, connects several aspects of communication and leadership theory to focus on charismatic leadership. Speculates on the application of Plato's ideas to managerial communication and makes recommendations.
Corporate communication and trust in leadership
Authors: Allert J.R. , Chatterjee S.R.
Published: February 2008

Trust is built largely through the way in which the culture of communication is implemented by the organizational leadership. The role of the leader as a listener, communicator and educator is imperative in formulating and facilitating a positive organizational culture. Addresses the proposition that the central tenet of successful leadership is the building, consolidating and maintenance of successful relationships. These relationships are increasingly being identified as the cornerstone of the soft skills needed to manage and lead organizations of the twenty‐first century where an empowered workforce engages in trust‐initiated roles.
Was public relations a prelude to corporate communications?
Authors: Kitchen Philip J.
Published: February 2008

Concerns questions such as that posed by the title in respect of the development of corporate communications in its triumvirate form of management communication, organizational communication, and marketing communication as identified by Van Riel (1995). Posits that the major theoretical foundations for corporate communications can be drawn directly from public relations. Terminologies must be firmly anchored in a well understood framework, recognized by both practitioners and academics and based on five crucial research questions.