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A LARGE supersonic tunnel was completed several years ago at the Royal Aircraft Establishment, Farnborough. A brief specification is as follows: the main working section has a cross section 18 inches square; the stagnation pressure can be varied from 0·1 to 2·8 atmospheres; it is driven by a seven‐stage, axial‐flow compressor with a pressure ratio range 1·1 to 2·3 which can absorb up to 7,000 h.p. for long runs. A perspective drawing of the plant is shown in FIG. 1 and the relation between Reynolds number and Mach number in FIG. 2.

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Council, Reports and Technical Notes of the United States National Advisory Committee for Aeronautics and publications of other similar Research Bodies as issued

IT was, we believe, MR MCKINNON WOOD who many years ago coined the picturesque phrase ‘the finer tools of research’ for wind‐tunnels. In one sense the expression nowadays seems singularly inappropriate in view of the vast structures which they and their accessories have become, but on the other hand, of course, all these developments have taken place in order to make them more and more instruments of precision and they are in consequence infinitely ‘finer’ tools than they were twenty or so years ago.

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Council, Reports and Technical Memoranda of the United States National Advisory Committee for Aeronautics and publications of other similar Research Bodies as issued.

Measurements have been made of the drag of circular cylinders of 3/16 to 1 in. diameter at speeds up to M=0·85 by means of the electrical balance in the Circular High‐Speed Tunnel and by pressure plotting round cylinders of ⅜ in. and ¾ in. diameter in the Rectangular High Speed Tunnel. The measurements were confined in the main to cylinders which did not show the usual critical drop in CD at a Reynolds number near 0·26 × 106. The value of CD started to rise at about M = 0·35 after which it rose at an increasing rate to a maximum at about M=0·7; this was succeeded by a minimum at M = ·75 and a sharp rise at M=0·85. The speeds at which the maxima and minima of the curves occurred for cylinders of various diameters were used to correct for tunnel interference in the circular tunnel. Photographs were taken of the shock wave system in the Rectangular Tunnel at various speeds.

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

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Council, Reports and Technical Memoranda of the United States National Advisory Committee for Aeronautics and publications of other similar Research Bodies as issued

The purpose of this paper is to examine whether mandatory disclosure of information accompanying the sale of real estate achieves its aim of informed purchasers.

Using a case study approach focused on mandatory disclosure in South Australia data was collected from interviews and focus groups with key personnel in the property industry involved in the production of information required to fulfil vendors’ disclosure obligations.

The authors found that purchasers are ill-served by a long and complex form of mandatory disclosure with a short time frame that prevents the use of the information provided. Without good form design and increased digital affordances provided by the cadastral and conveyancing systems, mandatory disclosure is insufficient to ensure minimisation of information asymmetry between vendor and purchaser.

To the best of the authors’ knowledge, this is the first Australian qualitative study that examines the utility of mandatory vendor disclosure in real estate sales and the first to consider the impact of the digitalisation of cadastral and conveyancing systems upon the efficacy of mandatory disclosure regimes.

Despite substantial efforts made by Brazil’s government to increase the adoption rate of sustainable agricultural practices (SAP), many of them have not been adopted by the farmers. This paper explores the factors influencing the adoption of SAP in the state of Rio Grande do Sul, one of the largest Brazilian grain producers.

Using four logistic models, the authors test a conceptual framework that provides a systemic view of farmers' adoption decisions from a sample of 172 farmers.

The findings show that the adoption of SAP is influenced by farmers' socioeconomic characteristics (e.g. gender, level of education, farm size, asset values and farm income), attributes of SAP (compatibility of agricultural practice) and psychological factors (ecocentrism, anthropocentrism, and beliefs about climate change).

The results presented may not reflect the characteristics of the region studied because random sampling was not employed. Also, other psychological statements should be used in the questionnaire.

Little attention has been given to the analysis of farmers' psychological factors in studies on the adoption of agricultural conservation practices. This study provides a “systemic approach” that measures both socioeconomic and psychological factors.

Alaska is the largest state by land area in the United States. It is also the most diverse in its climate and topography. This chapter will examine the geographic and operational features that make Alaska a unique environment for air cargo logistics. Some of these features sustain its competitive advantage in international air cargo activity. In particular, Ted Stevens Anchorage International Airport (ANC) is a major air cargo gateway for Asia trade with the contiguous United States. An overview of the airport's exclusive air cargo transfer operations will be discussed. Alaska is also one of the least populous states, with about half of the population living in and around the Anchorage area. Due to this, towns and villages ranging from the temperate Alaska Panhandle to well above the Arctic Circle remain dependent on commercial air cargo activity. The federal air cargo program known as Alaska Bypass will be examined as remaining both unique and necessary for the state's socio-economic development.