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The development of degree courses specifically designed for aerospace engineers is described in relation to the change in needs of the industry since the demonstration of powered flight. The impact of two world wars and political decisions on the way universities have been able to meet the demand for graduates is discussed. The effect of these changes is examined in relation to the type of education received by current graduates compared with early courses.

The paper aims to detail the educational flight testing activities performed at the Department of Aerospace Science and Technology at the Politecnico di Milano (DSTA-PoliMi), including the development of low-cost, reliable flight testing instrumentation (FTI) and the administration of the graduate course in flight testing.

The flight testing course program closely adheres to the typical content of an introductory course offered in a professional flight testing school. However, within academic courses, it has a unique feature: each student is required to plan, perform and report on a real flight test experience, acting as a flight test engineer. Educational activities in this framework have been successfully matched to applied research and technical support for private companies.

At the educational level, several elements arise that are rarely concentrated within a single course, such as multidisciplinary integration, individual conceive-design-implement-operate (CDIO) project, real-life experimental procedures and techniques, teamwork, communication and reporting, relation with non-academic partners.

Based on the development of a FTI system for light aviation and on the flight testing course, DSTA-PoliMi has built a solid capability in flight testing, introducing graduate students to this specific niche of expertise and empowering co-operation with companies in the light aviation environment, while offering capabilities and tools that are typically regarded as a prerogative of major aerospace companies.

The paper discusses an original approach to flight testing education in an academic setting that avoids the high costs and complexity connected to certified aircraft flight operations and instrumentation, nevertheless allowing the achievement of significant results, also in applied engineering research.

IN major airlines now, the engineering function has progressed far beyond simple maintenance. When less complicated aircraft were operated on simpler route patterns, the scope of skilled licensed engineers sufficed, but complexity has so multiplied the problems that now management of maintenance has assumed a large role in the engineering function. Further, many airlines now employ technical staff to study and improve the equipment in use, to compare alternative possible replacements and to specify the engineering requirements of aircraft for future operations.

THE following notes are based on the author's experience in the aircraft industry over a period of more than fifteen years, most of which was spent in close contact with the structural phases of airplane design. During this period the airplane has changed so much that entirely new methods of analysis and engineering procedures have been evolved; even the organization of engineering activities has changed. It might therefore be of interest to mention some of the more important developments and trends, and to discuss the influence of such developments on aeronautical engineering education.

There are three lateral dynamic attitudes, delineated by rolling, yawing, and sideslipping. It is possible to solve for the pressures on the rolling wing by quasi‐steady analysis. This approach is, however, inapplicable for the yawing or sideslipping wing, and it is with the latter two cases that this paper deals.

INVESTIGATIONS into the nature of high speed flow have now been in progress alto‐gether for thirty years, and at a particularly intensive rate during the past ten years. Many of the problems which troubled early workers have now been solved, certain methods of treatment have been developed to a high degree and interest has shifted to new types of problem and new techniques. A stage has been reached when it is appropriate to review the progress made and to point out those fields which remain to be examined. In this and succeeding articles advances in a number of branches of the subject are described. The account is by no means comprehensive and has been limited to those fields in which work remains to be done, which bear some relation to aircraft or rocket design and of which, at the same time, the author has some direct experience, however limited.

THE following study deals with the use of arc welding to eliminate expensive machining operations in the manufacture of aircraft jigs. With the advent of large war orders, the tooling problem became one of major importance in the aircraft industry.

IT cannot be denied that, in spite of the popular interest and enthusiasm and the high speed attained, the Schneider Trophy contest was in many ways a failure. It is a regrettable fact that France, who was the pioneer of the seaplane and who won the first race in 1913, has never since provided the winner, and since 1920 has not brought a machine to the starting line. This year she took a belated interest, but started her effort far too late to have any chance of making a welcome reappearance. America, after setting the example of Government participation with officially financed machines and Service pilots, got tired after 1926, just as Italy and other Governments began to wake up. This year the American entry, designed apparently as a spare‐time job in the Navy Yard, was also started too late, and when it appeared proved unsatisfactory and was withdrawn. This left Italy and Great Britain again as the only participants; but, in spite of the two years' interval, neither of them was really ready. Italy suffered serious setbacks during the preliminary trials of what was probably her fastest, though least seaworthy, machine, and on the day of the race had but one engine and one seaplane thoroughly in trimonly unfortunately they did not happen to be combined in the same machine. One of Great Britain's entries was suffering from fuel‐supply troubles not solved until a day or two after the race; while the other, which did, however, compete, was the subject of float experiments until almost the last minute. Finally, the weather for a week or two prior to September 6 was almost always unsuitable so that both teams had to start short of practice.

ON landing on an aerodrome by day, a pilot must be flying into the wind in order to reduce velocity when he actually first touches ground, and therefore he requires to know in which direction the wind is blowing.

This paper presents a developed BIMxAR application, an integration of building information modeling (BIM) with augmented reality (AR) linked with real-time online database to support the building facility management work. The primary aim of this research was to develop and empirically examine the applicability of a BIM-based AR (BIMxAR) application in building facility management.

The BIMxAR application was developed and experimented with maintenance work of a university laboratory building. The experiment consisted of a comparison of supportive maintenance tasks performed using the traditional approach and the BIMxAR approach by 38 university students. The time taken to complete each task was recorded and analyzed using statistical analyses to compare the performance between the tasks completed using each approach.

The results indicated that the group using the BIMxAR application approach completed the tasks correctly in a significantly shorter time compared to that using the traditional approach. The findings supported the applicability of the developed BIMxAR application and the improvement of the building facility management tasks when using the proposed approach.

This paper presents a methodological approach in developing a mobile application that integrates BIM with AR for facility management work, leveraging real-time information exchange through a cloud-based platform. The paper also provides empirical evidence that demonstrates how the integration between BIM and AR could be achieved and implemented to help facilitate building maintenance tasks.