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This paper reports on the evaluation of a training event conducted by the Police Service of Northern Ireland (PSNI) and the Homefirst Community Trust. Participants' attitudes were measured prior to and following the training, which was designed to increase awareness of the knowledge and skills necessary for effective joint investigations of alleged crimes against vulnerable adults.

ON 5th October a new American two‐seat side‐by‐side light aircraft made its first flight at Roswell, New Mexico, which could herald in a new era of inexpensive flying training for the man in the street. The aircraft is the De Vore Sunbird which is to sell at about $24,000 and is powered by a British designed and built piston engine, the Emdair CF 092B.

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!

This paper describes the development and implementation of a joint protocol for the investigation of crimes against vulnerable adults. The protocol was piloted in Northern Ireland by the Police Service and Homefirst Community Health and Social Services Trust. The paper explains the aims of the protocol, examines the training involved in implementing it and explains the operational arrangements with special attention to capacity and consent, joint investigation, liaison points and review methods. It concludes with an examination of potential future developments.

Technological advances in the Rolls‐Royce RB 211 family of turbofan engines have broadened the scope of applications and, at the same time, embodied improvements such as lower specific fuel consumption (sfc) which make the powerplants more viable in the current environment. The RB 211‐22B was the first to enter service in the TriStar at a thrust rating of 42,0001b and since that time two lines of development have become evident. One relates to improved sfc and higher thrust levels for the ‐524 variant used in later TriStars and the Boeing 747 and the other to the ‐535 engines for varying thrust level applications among which the first enters service in the Boeing 757 early next year.

Fatigue is a problem which all designers have to face. If they are starting on the design of an aeroplane, they will work out all the high loading cases first, make sure that the design will be good enough to meet them, then they will turn their thoughts to the survival of the proposed structure within the lower stress levels of every‐day operations.

Among the large turbofan engines being developed for commercial applications is the General Electric CF6—80C for which certification is scheduled for June, 1985. Testing began this year and a thrust rating of 56,000 lb. is anticipated on entry into service with potential for further increases up to 62,0001b. Expected engine performance criteria have been met or exceeded on test, with temperatures, pressures and stresses as predicted and the new active clearance control system in the HP turbine having demonstrated its ability to reduce the sfc. The CF6—80C is being proposed as a powerplant for the Airbus A300–600, the stretched upper deck Boeing 747–300, advanced versions of the Boeing 767, the McDonnell Douglas DC‐10–30 and a number of military applications.

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.

Not to be missed at the 1983 Paris Show was the Shuttle Orbiter ‘Enterprise’ mounted on a modified Boeing 747 carrier aircraft. This combination visited Paris as part of a tour on both sides of the Atlantic which demonstrated to a wide public the only practical way to ferry an orbiter and also showed the method by which approach and landing tests had been conducted at the beginning of the Shuttle programme.

IT is no idle claim that, outside of airframe and engines, the biggest supplier of equipment for the Tornado is Westland Technology of Yeovil, Somerset. The Normalair‐Garrett company provides a wide variety of life support and environmental control systems with associated valves, rotating machinery and sensitive regulation and control equipment for the aerospace industry. The Services tend to regard time expired or unserviceable pieces of such equipment as unrepairable or as throw‐away items, to be replaced when necessary by new units direct from stores. But with the need to place greater reliance on outside contractors the RAF has found out that some equipment it used to treat as disposable has come back from the product support organisations as good as new.