bluuebunny/crossref_metadata_2025 huggingface dataset:
The Importance of Service Inspection in Aircraft Fatigue
Authors: Lambert J.A.B. , Troughton A.J.
Published: November 2014

An examination of the advantages of fail safe design and present non‐destructive testing techniques, and the importance of facilitating inspection at the design stage. THE introduction to this paper justifies in depth the case for fail safe philosophies in aircraft structural design. The advantages include improved safety, weight savings, the full availability of the potential fatigue life of each individual aircraft in the fleet, protection against accidental damage in service and manufacturing errors, together with a good resale value.
The Handley Page Company Ltd.
Authors: Stafford R.S.
Published: November 2014

I PROPOSE to review the company history firstly by reference to some of the many types of aeroplanes and projects it has engaged upon. A major difficulty arises in that to date the aeroplane type numbers used within the company already exceed 140. Of necessity, therefore, the types mentioned must be strictly limited.
An Introduction to Aircraft Ice Protection Systems
Authors: Harper T.W.
Published: November 2014

THE Dunlop Aviation Division first became involved in the protection of aircraft from ice accretion in 1935, when, together with the Royal Aircraft Establishment, Farnborough, equipment for the distribution of de‐icing fluids over important control surfaces was produced.
The Development of a Semi‐automatic Computer for Torsional Systems
Authors: Morton A.S.
Published: November 2014

A SPECIAL purpose hand operated computer for determining the natural frequencies of torsional systems has been described (Ref. 1).
The Future for Joining Metals by Techniques recently Developed
Authors: Graham R.
Published: November 2014

IT is generally agreed there would be a significant saving in weight and consequent improvement in efficiency, if aircraft could be assembled by welding, instead of by the use of mechanical fasteners. The size of the savings is indicated and the reasons for the currently limited use of welded assemblies are listed. A short list has been chosen of those conventional and more recently developed welding procedures which might be considered suitable for assembling aircraft in future. The compatibility of these procedures and specific alloys is discussed. The relation between the welding procedures and the various components of the airframe is reviewed and some of the developments which might be possible through the use of welded construction are mentioned. There is a short discussion, also, on the joining of the composite materials which may be important in future airframe structures.
Some Thoughts on Tactical Aircraft
Authors: Wray I.M.D.
Published: November 2014

THE major problem in the planning of a country's future defence requirements is always the prediction of the exact nature of the next conflict and the range of performance of the military equipment required to deal with it. Such predictions can only be based on the experience of the last conflict, modified by the knowledge of subsequent developments in military technology and tactics. Inevitably, as the time since the last ‘hot war’ increases, the lines of development of equipment become more influenced by advances in technology than by the demands of real battle conditions. This tendency is fully realised, and for this reason ‘hot wars’ such as Vietnam or the Israeli‐Egyptian conflict are closely followed by military strategists to see how the lessons of actual combat modify contemporary military theory.
The Evolution of the Rotor Blade
Authors: Twelvetrees W.N.
Published: November 2014

THE helicopter presents a classic case of a device for which there is an insatiable world demand that cannot be met because the current state of engineering development prohibits an economic product. The overriding factor in any airborne vehicle is the necessity of achieving a viable payload and performance at an acceptable cost with dependable standards of safety and reliability. Sensible figures are difficult to quote but it would not be far wrong to indicate that existing helicopters carry an all in cost penalty of 5 to 1 compared with fixed wing aircraft of the same all up weight. It is not surprising therefore that, apart from prodigal military usage and small specialist operations as with offshore drilling rigs, progress over the last decade has been slow. Indeed it would be more realistic to say that in terms of basic design there has been what is more like stagnation, as at least three major projects in the U.K. alone have been dropped after many millions of pounds had been spent on them.
Some Thoughts on Engine Development
Authors: Wotton John
Published: November 2014

ANY aircraft development or innovation is news. Where it is specifically or related to powerplant it invariably becomes big news, with the potential of overseas users and national prestige uppermost in the mind. The recent keen competition for engine sales in the American market received due prominence, and with the three contestants all still in the field and sharing the largest order book in aeronautical history, the debut of this new generation of engines is eagerly awaited. Now when a substantial step forward in engine fundamentals and/or manufacturing techniques has been made, the tendency is to suppose that further advance will be small and some way off. But the fascination of the aerospace business is that there is yet no sign of slowing down in the rate of progress, and it is interesting to speculate on what may be around the corner and to ask, what next? A review of development over the last decade is illuminating and provides a lead to further discussion.
The B.A.C. One‐Eleven Family
Authors: Barfield Norman
Published: November 2014

A review of the exceptional achievements of the continually developing B.A.C. One‐Eleven family in five years of intensive and diverse worldwide service, together with a status report on the current total programme activity and future prospects of Europe's most successful airliner.
The Performance of Conical Diffusers Discharging through Tailpipes
Authors: Duggins R.K.
Published: November 2014

IN 1938 a review of conical diffuser performance by Patterson (Ref. 1) was published in this journal, and a reappraisal by Cockrell and Markland (Ref. 2) was given in 1963. The two articles are widely referred to for design purposes, although other reviews have appeared more recently (by Reneau et al (Ref. 3) in 1964, and Cockrell and King (Ref. 4) in 1967). Cockrell and Markland also included some preliminary results from an investigation which they instigated at Nottingham University, and it is the continuation of this work which is the subject of this paper.
Past, Present and Future
Authors: Argyris J.H. , Banks Air Cdre. F.R. , Baxter A.D.
Published: November 2014

THE emergence of the digital computer has revolutionised the Engineering Science in every major discipline and industry during the past fifteen years. This revolution has advanced the state of the art in many disciplines by making possible timely and detailed computations leading to solutions hitherto impossible to obtain. A significant amount of highly skilled effort has been invested in these developments.
Profile of Hamburger Flugzeugbau GmbH
Authors: Ford T.E.
Published: November 2014

IN 1933, the owners of the Blohm and Voss shipyard in Hamburg decided to enter the aircraft industry and established the appropriate facilities in one of the former marine workshops. Tubular and wooden structure training types were manufactured at the yard and flight tested at the airport of Fuhlsbuttel. The scope of this activity grew and a number of designs were built including dive bombers and flying boats as well as the four‐engined Hal39. The BV138, 222 and 238 became quite well known and also the BV141 asymmetrical reconnaissance aircraft which was the subject of much contention.
Fly by wire control system
Authors: MILLARD D.J.
Published: November 2014

BEFORE BEING SELECTED as the design authority and manufacturer of the Concorde units, Dowty Boulton Paul had obtained considerable experience of electrically signalled control systems on the Tay Viscount aircraft in 1957, this being possibly the first aircraft to be controlled by a fly‐by‐wire system. In addition, multiplex actuator packs controlled by electric signals and operating on a majority voting system were tested in investigating their possibilities for fly‐by‐wire systems. The work on advanced designs of multiplex electro‐hydraulic actuator packs progressed in parallel with the Concorde unit design and at the present moment 15 actuators in three packs are being simultaneously tested in an endurance rig which is scheduled to run for 12,000hr. In addition three quadruplex packs are installed in a Hunter Mk. 12 aircraft at RAE Farnborough for flight trials.
Concorde in service
Authors: STRANG W.J. , McKINLEY R.
Published: November 2014

In the two and a half years that Concorde has been in service with British Airways and Air France, the nine aircraft in service have carried 250,000 passengers, travelled 16 million miles and accumulated 15,310 flying hours. These numbers, though still small by airliner standards, are sufficient for effective comparison of service experience with predictions made and objectives set during the design process. This provides the central theme of our paper.
Looking Ahead
Authors: FORD TERRY
Published: November 2014

Attempts to predict trends in aircraft design often encounter difficulties, not the least being the question of the validity of the technical background on which the arguments are based. However, when the Vice‐President Engineering of the Boeing Commercial Airplane Company makes a wide‐ranging survey it must surely be founded on recognised present‐day practices and the projection of advanced technology.
The Energy Problem — Its Effect on Aircraft Design
Authors: TYE WALTER
Published: November 2014

In these days of soaring fuel prices, it seems almost a paradox to assert that the cost of energy is zero. Yet it is plainly true that energy in its ‘raw state’, for instance crude oil in its subterranean cavities, costs man‐kind precisely nothing. It is equally true of every form of energy, whether it be solar or hydro or nuclear or geothermal, or any of the other fossil fuels, such as coal or gas. All of them in their original form are provided by mother nature entirely without charge.
A Working Environment for Aircraft Maintenance
Authors: Robinson Alan
Published: November 2014

The past fifty years have produced a remarkable growth and improvement in aircraft size and performance which in turn has resulted in benefits to users, operators and aircrew. However, on the debit side, the servicing and maintenance of these aircraft has produced a proportionate deterioration in the working environment of engineers engaged in this activity.
Engineering Philosophy—The Third Culture?
Authors: LEWIN DOUGLAS
Published: November 2014

The Times for 29th May 1867 carried on its correspondence pages letters from Earl Granville and Lord Taunton warning of the decline of British manufacturing industry and the need to establish industrial (technical) education along the lines of the Grandes Ecoles already established in France and on the Continent generally. Lord Taunton also called for the Government of the day to hold an official inquiry into industrial education on the Continent and wrote that it “should tell the people of England authoritatively what are the means by which the great States are attaining an intellectual preeminence among the industrial classes and how they are making this bear on the rapid progress of their national industries.”
Improvements in SSR
Authors: Ford Terry
Published: November 2014

Developed from a wartime indentification system, Secondary Surveillance Radar (SSR) has become a means whereby the air traffic controller can be provided with an immediate display of an aircraft's identity, range, azimuth and height. Also, since SSR is a communication channel, further special information can be supplied such as indication of in‐flight emergency communications failure or the detection of a “hi‐jack” situation.
Safety Topics
Authors: Mayday
Published: November 2014

A recent notice of proposed rule‐making (NPRM) issued by the FAA relates to floor proximity emergency escape path markings and proposes new performance standards for these markings to provide visual guidance for emergency cabin evacuation where all sources of cabin lighting more than 4 feet above the aisle floor are totally obscured by smoke. This NPRM is one of a number that are being issued during the next year or so that will cover aspects of crashworthiness, fire prevention and passenger survival.
A Range of Civil Powerplants
Authors: Ford T.E.
Published: November 2014

Technology developed by Rolls‐Royce and incorporated in current engines and in those which will enter service in the future has applications over a range which encompasses the improved Dart turboprop with its background of 30 years service up to advanced turbofans producing over 62,000lb. thrust. Licencing and collaborative agreements play a large part in the worldwide activities of the company, the most recent of these being a memorandum of understanding concluded with General Electric of the USA relating to the Rolls‐Royce RB 211–535 E4 and the GE CF6–80 C2. Each of the companies will be partners in the other's major civil engine with technical exchange commencing immediately and it is envisaged that benefits will include the pooling of advanced technology, the opportunity to develop new advanced engines and the strengthening of marketing prospects and support capability.
Safety Topics
Authors: MAYDAY
Published: November 2014

Recent statements have emphasised the high priority that the Federal Aviation Administration (FAA) is giving to cabin safety and significant improvements are believed to be possible through the application of new technology. FAA Administrator Donald D. Engen has quoted examples such as fire blocking layers on passenger and crew seats, more fire resistant liners in cargo compartments, improved seat restraint and the use of anti‐misting fuel to suppress post crash fires. Rulemaking has already been initiated in a number of these areas and the results of a research programme this year should yield the kind of data that will allow considerable advances to be made.
Hong Kong Airline
Authors: FORD C.Eng. TERRY
Published: November 2014

CURRENTLY operating on some of the longest sectors of any of the world's carriers, Cathay Pacific Airways pioneered a daily London — Hong Kong service in 1980 which it operated with a stop at Bahrein. A further advance was made in July, 1983 when the airline added a weekly non‐stop service from London. In May, 1984 the airline began flying from Hong Kong on a non‐stop basis for a weekly service which was operated until October when adverse weather made it necessary to keep this as a one‐stop facility. The non‐stop operation to London will however, be resumed in the middle of 1985. More evidence of the growth of long haul routes, in this case to Continental Europe, came with the start of a one‐stop operation between Frankfurt and Hong Kong which is undertaken four times a week and began in April, 1984. The airline also operates three times a week to Vancouver non‐stop from Hong Kong, which is its first service across the Pacific. Overall, the Cathay Pacific network serves 17 countries and includes destinations that range from Seoul in the north to Melbourne in the south, westward to London and east to Vancouver.
New Shape in the Sky
Authors: Ford Terry
Published: November 2014

Currently undergoing NASA flight testing is the Grumman X‐29 forward swept wing (FSW) demonstrator aircraft which was built under a contract sponsored by the Defence Advanced Research Projects Agency (DARPA) and funded through the Air Force. The FSW aircraft first took to the air in December, 1984 and after four flights with the manufacturer was handed over to NASA for a verification programme involving all the benefits of this design. Advanced technology features which will be demonstrated are the forward swept wing for improved aerodynamic efficiency and good control at high angles of attack; tailored composite wing structure that resists the tendency towards structural divergence inherent in this configuration; thin supercritical aerofoil for improved transonic performance at high lift coefficients; variable camber trailing edge to reduce drag at all lift coefficients and avoid supersonic drag associated with aerofoil camber; canard longitudinal control for efficient trimming of variable camber pitching moments and favourable canard‐wing interactions; highly relaxed static stability for very low trim drag at all Mach numbers; and a digital fly‐by‐wire flight control system.
Safety Topics
Authors: Mayday
Published: November 2014

THE Manchester accident in August has again focused attention on the problems of aircraft fires. Implementation of flammability requirements is proceeding in the airline industry with cabin interiors of operators' aircraft being brought up to date at suitable times throughout the fleets. The particular aircraft involved had not yet been so modified. In Autumn, 1984, the FAA issued rules for flammability standards and earlier this year, the CAA issued an Airworthiness Notice which requires British Airlines to provide all aircraft over 5,700kg in weight with passenger seats which comply with the new standards. By July, 1986, all newly manufactured seats will have to satisfy the new rules and by December, 1987, all British registered public transport aircraft in the above weight category will have to comply.
Corrosion the Enemy
Authors: Ford Terry
Published: November 2014

AN aircraft will begin to deteriorate from the time of manufacture and this process will continue throughout its service life. Corrosion in its many forms can greatly accelerate this deterioration whose severity will depend on structural design and materials used, the kind of protection employed and the operating environment. When corrosion damage remains undetected for a long time, structural integrity may be affected with potentially disastrous results.
Power for the A320
Authors: Ford Terry
Published: November 2014

WHEN the Airbus Industrie A320 makes its first flight next year it will be equipped with two CFM 56‐5‐A1 turbofans of 25,000 lb thrust each. This engine is scheduled for certification in August, 1987 and will enter service in the A320 early in 1988. Following closely is the International Aero Engines V2500 turbofan which is being developed at thrust levels of 23,000 and 25,000 lb and is due to be certificated in April, 1988 and enter service (at the higher thrust level) in ther A320 early in 1989. Both these powerplants make extensive use of the expertise gained over recent years by engines in service and which has been improved and refined to produce the higher thrust/‐weight ratio and lower specific fuel consumption (SFC) anticipated in current turbofans.
Safety Topics
Authors: Mayday
Published: November 2014

Including speakers from the Civil Aviation Authority, Cranfield Aviation Safety Centre, Accident Investigation Branch of the Department of Transport, the Air Transport Users Committee, the RAF Institute of Aviation Medicine and Airlines, a symposium held recently at the Royal Aeronautical Society addressed itself to the problems of passenger cabin safety. Many topics were aired, some of them generating controversy in the discussions, and a considerable amount of information was put forward about the present regulations and the changes that are being embobied in the wake of the Manchester accident.
The Development of Electromechanical Actuation for Aircraft Systems
Authors: White J.A.P.
Published: November 2014

In the past electromechanical actuators have been used to operate and control functions that demanded reasonably low power whilst the more arduous requirements of secondary and primary flying control surfaces have been powered by hydraulic motors and drives. With the advent of rare earth permanent magnet electrical machines with greatly enhanced magnetic properties allowing higher powers to be achieved without significant increases in mass and dimension, together with the development of high voltage power electronic devices, it is now possible to extend the application of electomechanical actuation even to primary flying control surfaces. This paper highlights some design aspects in the development of electromechanical actuators (EMA's), draws attention to the several advantages of EMA's and their rare earth drive motors and addresses some of the problems that need to be tackled in order to achieve full certification for future aircraft.
Safety Topics
Authors: Mayday
Published: November 2014

A technical presentation by the Guild of Air Pilots and Air Navigators held recently at British Airways featured papers on a number of subjects connected with emergency evacuation and a demonstration making use of a Boeing 757 cabin training mock‐up. Given on behalf of E J Trimble of the AIB, ‘Aircraft passenger survival in fire gave a detailed examination of the circumstances surrounding the fatalities in the Manchester 737 accident in 1985. Some 83% of those who died perished as a result of having been incapacitated by the effects of toxic gas/smoke inhalation, thereby eliminating any chance of their escaping from the aircraft. One passenger was dragged out of the starboard overwing exit at about 5.5 minutes after the aircraft stopped, having some injuries, but being released from hospital after a week. Another passenger was released after 33 minutes but he later died from his injuries.
New Alloys, New Processes Advance Titanium Forging Application
Authors: Peacock DK
Published: November 2014

TITANIUM, in common with the other industrial structural metals, can be alloyed to improve property levels to match the design requirements of a variety of chosen applications. Unlike copper and iron and other traditional metals however the alloys of titanium are less the discoveries of chance than products of deliberate development based on alloy theory. Commercially pure titanium, 99% plus Ti, at room temperature has a hexagonal (CPH) crystal lattice alpha phase. This transforms to beta phase centred cubic (BCC) lattice at approx 900°C. Titanium alloys are based on stabilisation of one or other of the two phases or the precipitation of compounds within either lattice. Alloys built around the CPH phase are denoted alpha alloys those around the BCC as beta alloys and those which feature both phases in equilibrium at room temperature are alpha‐beta alloys. Interestingly, relatively few of the formulations first developed have survived the test of time. Alloys which in the laboratory looked extremely promising proved too difficult to melt or process in volume, intractable in forging or machining and fell short of their expectations in final application. The one alloy which has so far withstood all challenges to its supremacy in the widest range of applications within the aerospace industry is the alpha‐beta formulation Ti‐6A1–4V. This alloy frequently described as the “work horse” of the titanium industry is available in all semi finished forms and has carried for some 30 years the burden of introducing titanium as a light strong reliable competitive structural metal in aerospace applications.
Support Vehicles and Equipment
Authors: Ford Terry
Published: November 2014

INCREASES in air traffic of all kinds and in particular, large aircraft accommodating 400 passengers or more, have brought ground handling problems at airports to the forefront of design considerations. Adequate apron space must be provided for these aircraft to manoeuvre, for the many vehicles and additional equipment necessary for passenger, baggage and freight loading and unloading, for servicing requirements that must be undertaken on the apron and for other vital needs such as control and security. Nowadays of course, airbridges are used for passengers whenever possible and an effort has been made to reduce the number of vehicles, etc, on the apron at the same time with their associated conventional exhaust fumes.
Safety Topics
Authors: Mayday
Published: November 2014

IN December 1988 the training of British Airways flight crews for Boeing 747–436 aircraft began in the first of a suite of Rediffusion simulators. The new aircraft is due to come into service in April and for this event, 100 pilots will need to be trained with a further 200 required by April, 1990. They will be selected mainly from the existing pilot work force. Four 747–436's will be delivered this year with a total of 11 available for the summer 1990 season and all 19 aircraft by 1991.
Safety Topics
Authors: Mayday
Published: November 2014

A final rule has been issued by the FAA which prohibits aircraft manufacturers and air carriers from increasing the distance between emergency exits to more than 60 feet. Existing regulations do not limit the distance and this rule is intended to ensure an opportunity for safe passenger evacuation during an emergency. The location of emergency eixts has been regulated by the FAA since 1967 by requiring the provision of an exit for every specified number of passengers and the exit being located where it would allow the most effective means of evacuation. The regulation also requires the exits to be distributed as uniformly as practicable and this has led to the underlying assumption that this results in a reasonable seat‐to‐exit and exit‐to‐exit distance. Some recent exit configurations do however, have distances that are greater than those originally envisaged. For example, the exit‐to‐exit distance that was originally 50 feet in an earlier version of the L—1011 increased to nearly 70 feet in a later model. Also, the exit‐to‐exit distance of 44 feet in the Boeing 747–100, –200 and –300 increases to nearly 70 feet in the 747–200 and 747–300 models with the No 3 exits deactivated. A recent certification request (which was refused by the FAA) proposed a derivative configuration of an aircraft with a distance substantially greater than 80 feet. These examples indicate the exit distribution requirement alone is ineffective in preventing increases in escape path distances.
Safety Topics
Authors: Mayday
Published: November 2014

THE take‐off weight of a DC‐10 gave a V1 speed of 160 kt and the take‐off run was normal until at a speed of around 140 kt the co‐pilot and flight engineer saw that the N1 gauge for No 3 engine (GE CF6–50) was about 7% too low and that No 3 EGT was showing an abnormally high temperature of about 945°C. Within about one second the engine fail light illuminated and momentarily (one second), the fire warning lights showed and the fire bell rang. The speed had risen to 147 kt and the commander immediately ordered ‘Stop — Reverse’. The emergency stop procedure was effected and the emergency services put on ‘Local Standby’. During the deceleration it was noted that the brake temperatures were rising and had reached about 350°C. When the aircraft had slowed to a low forward speed, the fire drill was carried out on No 3 engine and the commander, calling for the emergency services, elected to turn off the runway into a holding point before stopping the aircraft.
Aircraft Ageing and Noise
Authors: Ford Terry
Published: November 2014

RELATED to a degree and overlapping in their effects on the world's airline fleets, the issues of ageing and noise were addressed at a recent Avmark conference which was sponsored by FFV Aerotech. The problems of dealing economically with a large number of unacceptably noisy aircraft and ensuring that older aircraft remain airworthy beyond their original design lives are critical issues challenging operators throughout the world. Dominant here are the contributions dealing specifically with engine and airframe problems and solutions.
Safety Topics
Authors: Mayday
Published: November 2014

COMMISSIONED by the Civil Aviation Authority, the Cranfield Institute of Technology has reported on a programme of research into passenger behaviour in aircraft emergencies. The main objective was to investigate the influence of changes to the cabin configuration involving access to the emergency exists, on the rate at which passengers could evacuate in aircraft. At the initiation of the programme the CAA indicated that information was required relating to: the influence of increasing the width of the passageway through the floor to ceiling bulkhead leading to floor level Type I exits, on the time taken for passengers to evacuate the aircraft; and, the extent to which an increased distance between the seat rows adjacent to the overwing exit, or the removal of the outboard seat beside the overwing exit, would improve the rate at which passengers could pass through the exit in an emergency.
Gas Turbine Combustion
Authors: Ford Terry
Published: November 2014

THE design of gas turbine combustion chambers and the demands made upon the various components as operating conditions become tougher have been considered at a symposium which has highlighted the compromises necessary to achieve optimum performance. The papers and discussions at this symposium fall into four categories: Alternative Fuels and Fuel Injection; Combustor Development; Soot and Radiation; and Combustion Modelling.
Continuing Structural Airworthiness
Authors: Ford CEng Terry
Published: November 2014

MAINTAINING older aircraft to conform to a continuing standard of structural airworthiness has become a major part of any civil or military operator's activities. Emphasised by recent events, achievement of this level of maintenance has become more rigorous as knowledge of the behaviour of aircraft structures has progressed. Many of the issues involved were discussed at a recent Royal Aeronautical Society conference where operators, manufacturers and regulatory bodies made their views known.
Cooling Problems Facing the Electronics and Aerospace Industries
Authors: O'Callaghan Paul W. , Babus'Haq Ramiz F.
Published: November 2014

Heat is generated in electronics and other electrical systems by resistive heating, hysteresis losses, eddy currents, and switching activities. The faster a micro‐chip performs, the greater the rate of heat generation, and the smaller the chip, the greater the rate of heat flux generated. Thus, as electronics technologies advance, thermal systems designers are presented with even more complex problems as to how to extract heat from micro‐electronics, printed‐circuit boards, electronics racks, thyristor assemblies, transformers, rotating electrical machinery, space vehicles, aerospace structures and control systems.
Engine Test Facilities
Authors: Ford CEng. Terry
Published: November 2014

CURRENT technological developments in aircraft engines demand highly sophisticated test cells and equipment. Research and development at an engine manufacturers plant is the preferred option to operating a flying test bed in actual conditions, since all kinds of emergencies and unlikely malfunctions can be safely demonstrated and long term development economically pursued. Many operators now have their own facilities; a trend which has been increasing for some time as the commercial sense and time saving potential inherent in testing at a ‘home base’ have become more accepted. Test facilities may be designed for a specific civil or military application but more probably in today's environment, will be capable of meeting the requirements of a number of products of varying sizes.
Safety Topics
Authors: Mayday
Published: November 2014

THIS accident occurred shortly before a Sikorsky S‐16N helicopter was due to depart Sumbrugh on its first flight of the day. The crew of 2 and 16 passengers were embarked. Normal pre‐engine start checks were carried out and after receiving start clearance from ATC, both engines were successively started. The crew encountered no abnormailities during pre‐rotor engagement checks and approximately 1 minutes after starting engines, the rotors were engaged and brought up to 100% rotor speed (Nr) in the usual way. All indications remained normal until an estimated 3–4 minutes later, the crew members became aware of an abnormal whining noise. At the time they were carrying out a standard automatic flight control system check, scheduled prior to the first flight of the day.
Safety Topics
Authors: Mayday
Published: November 2014

ON completion of an 88 minute transit flight, a Boeing 747–436 was landed at night at Bangkok where the temperature was 29°C. The approach was made at a weight of 254 tonnes with the commander handling, a Vref of 150kt, medium autobrake selection (level three) and a tail wind component of 5kt. After touchdown at 156 kt CAS, the first officer selected partial reverse thrust on all engines but had slight problems engaging reverse thrust on the outboard pair. The thrust reversers on the inboard engines deployed 11 seconds after touchdown; those on the outboard engines deployed 1.7 seconds later. Reverse thrust was modulated during the landing rollout and maintained for a total of 33 seconds. In appreciation of the modest additional stopping distance required by the delayed onset of reverse thrust the commander decided to override the autobrakes and brake manually, leaving the runway at 16kt groundspeed at the last exit point before the runway end. While taxying‐in the crew were alerted by the EICAS to an abnormally hot brake on the number 8 wheel (left body gear, rear inboard wheel). The brake temperature had reached level five on a scale of zero to nine.
Safety Topics
Authors: Mayday
Published: November 2014

INCREASINGLY high levels of technology and modern methods of interfacing with the aircraft as well as the human factors involved with discussed at a recent Seminar jointly sponsored by the Institution of Mechanical Engineers, the Institution of Electrical Engineers and the Royal Aeronautical Society. In the chair was AVM Peter Howard and the delegates included human factors specialists and engineers from a variety of companies and research bodies, the Royal Air Force and Government establishments.
Safety Topics
Authors: Mayday
Published: November 2014

A pre‐departure inspection on a Boeing 737–400 had noted that the tyres appeared satisfactory and the main‐wheels were ‘cool’ following two positioning flights. Almost an hour after arrival, the aircraft was taxied off the stand in a right turn, through 210°, without the use of asymmetric thrust or wheelbrakes. The crew prepared the aircraft for a flaps 5/ful thrust/bleeds‐on take‐off, at 57.1 tonnes AUW. The fuel load was 12 tonnes and the speeds for take‐off were V1 138 kt and VR 144 kt.
Navigation Technology
Authors: Ford CEng Terry
Published: November 2014

MANY aspects of navigation control and display were explored at a recent conference in which aeronautical concepts played a significant part. The Royal Institute of Navigation gave prominence to new and developing ideas in which highly automated cockpits have changed the pilots role to an information management process. Problems do occur however, and research is directed to the human/machine interface.
Safety Topics
Authors: Mayday
Published: November 2014

A Boeing 776–200ER took off from Heathrow for a direct flight to New York and during the take‐off, smoke was seen by a ground observer to be coming from the left engine. This smoke was described as similar in appearance to that emitted by “old technology” engines such as those installed in Boeing 707 aircraft and was seen to persist until the aircraft entered cloud. As the aircraft was passing FL180 in the climb, the left engine fire warning system operated twice for very short periods. All engine instrument indications were normal but the commander detailed a member of the cabin staff to make a visual inspection of the left engine from the main cabin. As the aircraft was approaching FL210 and before the commander had received a report from the cabin attendant, the left engine fire warning system operated once more and this time persisted.
Simulation and Visualisation
Authors: Ford CEng Terry
Published: November 2014

SIMULATION has been a valuable asset for a considerable time and recent advances in the generation of computer graphics have reinforced and amplified this view. The Royal Aeronautical Society discussed its use in the prevention and investigation of aircraft accidents at a recent conference which also highlighted the part that it plays in the training of investigators and emergency personnel.
Safety Topics
Authors: Mayday
Published: November 2014

Following engine start on a Bell Jetranger helicopter, the pilot commented on a high frequency vibration which was apparent through the pedals. Once the aircraft had lifted into the hover, the vibration could no longer be detected and the helicopter departed Newmarket to return to Blackbushe. During the flight a short duration noise was made by the helicopter which was variously described by witnesses on the ground, as a ‘sharp crack’, ‘similar to a car gearbox breaking up’ and ‘stuttering like a car misfire’. After this, the helicopter began a gentle right turn to the north, towards the town of Crowthorne. The ground speed appeared to reduce to between 80 and 85 kt in this turn.
Safety Topics
Authors: Mayday
Published: November 2014

This article describes a series of full scale fire tests to evaluate and develop an on‐board cabin water spray system for use in post‐crash fires. The baseline system used for the study was the ‘SAVE’ system designed in the UK and and consisting of a large number of small nozzles, mounted through the aircraft ceiling, which discharge a fine water‐mist spray for a period of 3 minutes. The FAA test programme comprised two phases: (1) looking at effectiveness, potential benefits and the adverse effects of accidental discharge; and (2) addressing the optimisation of the system and the development of requirements and specifications.
Microstructure of Conductive Anodic Filaments Formed during Accelerated Testing of Printed Wiring Boards
Authors: Ready W.J. , Stock S.R. , Freeman G.B. , L.L.  , Turbini L.J.
Published: November 2014

Under certain environmental conditions, printed wiring boards (PWBs) respond to applied voltages by developing sub‐surface deposits of copper salts extending from anode to cathode along separated fibre/epoxy interfaces. These deposits are termed conductive anodic filaments (CAFs) and, in this work, the dimensions and growth patterns of a CAF have been determined by serial sectioning. The CAF growth pathway is characterised and the spatial distribution of the copper salts is quantified with scanning electron microscopy (SEM) using backscattered electrons. The chemical composition of the CAF is determined using energy dispersive X‐ray analysis (EDS). Prior research using high‐resolution non‐destructive X‐ray microtomography is correlated with the serial sectioning data. The failure phenomenon known as CAF may pose serious long‐term reliability concerns in electronics applications exposed to adverse and hostile environments.
ASLIB RESEARCH PROGRAMME
Authors: HANSON C.W.
Published: November 2014

When the Research Department came into existence early in 1959, one major project was already in progress: the investigation of indexing systems, which will be described to you by Mr Cleverdon; and raw material had been collected by Dr Campbell for a survey of information/library units. We shall discuss the Survey also later in the conference.
A PUBLISHER'S VIEW
Authors: PARKER A.K.
Published: November 2014

In the next twenty‐five minutes, I intend to survey the various categories of books and periodicals on scientific and technical subjects which are issued by publishing houses or learned societies for trade sale. I shall discuss the type of index, if any, appropriate to each type of publication, and the best person to compile it. At the same time, I want to consider whether there are any practical difficulties in the way of following the ideal course and to suggest answers to some of Mr Hinsley's criticisms.
RESEARCH ON INFORMATION AND LIBRARY MATTERS:
Authors: HANSON C.W.
Published: November 2014

In this talk I am using ‘research’ in the widest sense, to include methodical fact‐finding investigations and experiments and I am interpreting ‘information and library matters’ also in the widest sense, to include matters which affect our work very much—such as publishing procedure, techniques of writing—but over which those engaged in bur field of research can seldom have much control. I am excluding, however, research mainly concerned with public library matters and non‐specialized information.
INTERNATIONAL CHEMICAL STATISTICS—HISTORICAL BACKGROUND AND CURRENT PROBLEMS
Authors: HUMPHRY H.G.
Published: November 2014

May I start by saying how happy OECD is to have been asked to take part in this meeting on documentation for the chemical industry. One of the many problems of the international civil servant is the lack of contact with the persons who use our publications in their daily work. As you know, OECD's regular publications on the chemical industry are limited in fact to an annual report which we, of course, consider serves a useful purpose. We sometimes wonder, however, how far it meets the reader's requirements. In order to find this out, we enclosed an enquiry card in our 1965/66 report and, while we had a fairly good response, we gained the impression that readers wished us to expand the statistical coverage without giving us any clear indication as to those parts of the report which they considered satisfactory and those which were rather weak. We have our own views on this subject but realize that opinions formed in the isolation of an office in Paris may not always be valid. It would, therefore, be useful to have confirmation of our views on those chapters which need expanding and of our impression that other parts of the report could be condensed.
GENERAL DISCUSSION
Authors: CHAIRMAN:
Published: November 2014

Mr J.M. Craddock (Meteorological Office, Bracknell) said that the 130 or so members of the World Meteorological Organization were presently planning improved systems for the collection and transmission of meteorological data, under the general title of the Western Weather Watch, and for the storage and retrieval of this data for research, exchange and other purposes. The current world stock of data digitized for computer use exceeded 1012 decimal digits, divided among many centres, with a large annual increment. The problems of exchanging and manipulating these data were to be reduced by the adoption by WMO of the recommended standard type of magnetic tape and recommended formats for the exchange, etc., of nearly all types of data. The problem of a system of cataloguing and classification suitable for world use was becoming urgent, both for data and, to a lesser extent, for the increasing stream of meteorological literature. The three speakers had given excellent and lucid accounts of the work which was being done to set up international standards for the classification and exchange of information, but the question arose of whether the mechanisms of discussion and decision could work quickly enough to keep ahead of the requirements of the computer age. As an example of the time scale on which firm guidance would be desirable, the British Meteorological Office was to acquire an IBM 195 computer which was about one hundred times more powerful than the one at present in use, and would be one of the most powerful in Europe. This was due to become operational by October 1971 and by that time decisions had to be taken on the cataloguing of data, which, if possible, would have to be in line with thinking elsewhere. However, decisions had to be reached even if intentions elsewhere were unknown, and once these decisions were embodied in computer programs they may be hard to modify or reverse.
AGENCY THEORY: AN APPROACH TO INCENTIVE PROBLEMS IN MANAGEMENT ACCOUNTING
Authors: Ronen Joshua , Kashi R
Published: November 2014

There are two problems when a principal invests capital and hires an agent to do the work. The problems relate to inducing the agent to exert the optimal effort and to effect an optimal risk sharing arrangement. This paper introduces the concepts and enumerates the fundamental solutions to this agency problem. This approach is very useful in the managerial accounting area of determining the value of accounting information for setting performance evaluation and incentive payment schemes.
Four Japanese cases of dendritic cell neurofibroma with pseudorosettes
Authors: Hattori Tomoyasu , Fukumoto Takaya , Anan Takashi , Kimura Tetsunori
Published: November 2014

Dendritic cell neurofibroma with pseudorosettes (DCNWPR) is a rare peripheral nerve sheath tumor (PNST). To our knowledge, the only reported case of DCNWPR in Japan was documented by our team. We experienced three additional cases of DCNWPR in our institute since 2007, and report the clinical and histological features of DCNWPR of these Japanese cases. All four patients were adult women, with ages ranging 48–77 years (mean, 63.8). All patients presented with small solitary lesions that were clinically diagnosed as fibroma, melanocytic nevus or mixed tumor of the skin. Three cases were located on the back, and one on the cheek. Histopathologically, well‐circumscribed nodules were present in the dermis, and composed of small lymphocyte‐like cells with dark nuclei (type I cells) and larger cells with pale vesicular nuclei and abundant eosinophilic cytoplasm (type II cells). Small type I cells were grouped concentrically around the larger type II cells, thereby forming pseudorosettes. Immunohistochemical studies using antibodies against CD57 and S100 protein revealed that type II cells contained a copious cytoplasm endowed with a network of slender dendritic extensions. CD57 should be a useful marker for identifying type II cells because it allows these cells to be stained exclusively. We should recognize DCNWPR with its characteristic histological features such as pseudorosettes and presence of dendritic type II cells as a variant of PNST.
Identification of proteins capable of metal reduction from the proteome of the Gram‐positive bacterium Desulfotomaculum reducens MI‐1 using an NADH‐based activity assay
Authors: Otwell Anne Elyse , Sherwood Robert W. , Zhang Sheng , Nelson Ornella D. , Li Zhi , Lin Hening , Callister Stephen J. , Richardson Ruth E.
Published: November 2014

Understanding of microbial metal reduction is based almost solely on studies of Gram‐negative organisms. In this study, we focus on Desulfotomaculum reducens MI‐1, a Gram‐positive metal reducer whose genome lacks genes with similarity to any characterized metal reductase. Using non‐denaturing separations and mass spectrometry identification, in combination with a colorimetric screen for chelated Fe(III)‐NTA reduction with NADH as electron donor, we have identified proteins from the D. reducens proteome not previously characterized as iron reductases. Their function was confirmed by heterologous expression in Escherichia coli. Furthermore, we show that these proteins have the capability to reduce soluble Cr(VI) and U(VI) with NADH as electron donor. The proteins identified are NADH : flavin oxidoreductase (Dred_2421) and a protein complex composed of oxidoreductase flavin adenine dinucleotide/NAD(P)‐binding subunit (Dred_1685) and dihydroorotate dehydrogenase 1B (Dred_1686). Dred_2421 was identified in the soluble proteome and is predicted to be a cytoplasmic protein. Dred_1685 and Dred_1686 were identified in both the soluble as well as the insoluble protein fraction, suggesting a type of membrane association, although PSORTb predicts both proteins are cytoplasmic. This study is the first functional proteomic analysis of D. reducens and one of the first analyses of metal and radionuclide reduction in an environmentally relevant Gram‐positive bacterium.