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Based on a lecture prepared as part of the celebration of Cranfield University's 50th anniversary. After briefly reviewing the early years, including Cranfield University's entry into this technology, discusses the nature of this industry, Some of the technology drivers, including environmental concerns, are examined to provide a background against which the development and the future of the industry can be considered. This is followed by a brief survey of some of the possible new civil aero gas turbine applications over the next 50 years, both the very likely and some curiosities. Finally, the changes that are likely to occur within the industry as a result of wider economic and political trends are considered, as well as the implications for those working within the industry. The development of the civil aero gas turbine has contributed, in large measure, to today's, US$ 300 billion civil aviation industry and is rightly seen as one of mankind's major engineering achievements. A single paper cannot do justice to this industry.

This prestigious conference attracted some most eminent speakers and an international attendance of some 300.

following extracts from the Plowden Committee's report on the aircraft industry cover the ing chapters of ‘The Case for an Aircraft ry’ and gives excerpts from later chapters ning the market and collaboration prospects, y procurement, and the future for civil aircraft. In conclusion, the major part of Section 10 relationship between Government and Industry’ n. The full report, Command 2853, is ob‐le at 10s. from Her Majesty's Stationery

AEM will be exhibiting in Hall 4, Stand G1. The exhibit will illustrate AEM's comprehensive range of accessory repair and overhaul services for electrical, hydraulic, avionic and safety equipment. Farnborough will also be used as the official launch of AEM's Boeing 737 Landing Gear Total Support Pro‐gramme, which encompasses a complete exchange and overhaul service. Copies of Aviation Accessory News will be available on the stand.

1993 avionics conference and exhibition: integrated avionics — how far, how fast? — conference proceedings, London, 1–2 December 1993 ERA Report 93–0890, Leatherhead, January 1994. Non‐members £90.00, members £80.00. Not available with a membership voucher

The aim of this paper is to demonstrate that synergy between firms and local institutions may lead to success even in an economic environment which cannot offer competitive advantages to high tech industrial clustering. However, the condition for such a complex result is convergence between cluster‐based regional development policy, the related industry national strategy and the central government preferential policy for less developed areas.

The experiences selected as case studies are the Xi'an National Civil Aerospace Base in Shaanxi Province (China) and CampaniAerospace in Campania region (Italy). As information was gathered both through policy documents (China and Italy) and direct interviews to cluster's stakeholders (Italy), the outcome is, according to the criteria suggested by Eisenhardt and Yin, a qualitative research. Comparing economic data provided by the respective countries' Statistical Offices, the authors assessed that Shaanxi Province and the Campania region share a “peripheral” position within their respective national context. Starting from this, the authors analyzed the formal documents which reported the experience of the two clusters.

The finding is that the outcome (the status of cluster which is assumed as “a value in itself”) of the convergence between firms' will to gain agglomeration advantages and the policymakers' plan to redress interregional economic disparities is definitely not an efficiency‐driven process. In the high tech sectors which are very sensitive to the increasing competition for technology on the international market, the pursuit of efficiency may, on the contrary, be dissipated.

As attested by the comparative literature, aims and performance of industrial clusters differ in accordance with the stage of economic development as well as the institutional and regulatory framework. The paper demonstrates, however, that in the take‐off stage, it is the position occupied by the host region within the national context which determines the behaviour of the actors concerned as well as the outcome of their commitment.

The following extracts from the Plowden Committee's report on the aircraft industry cover the conclusions and summary of recommendations made by the Committee, and includes the reservation by Mr Aubrey Jones. Excerpts from some of the earlier chapters, discussing the environment in which the industry operates and its history, are also given, together with the first three chapters of Section 4] on ‘The Case for an Aircraft Industry’. The text is slightly abridged in some places. The full report, Command 2853, is obtainable at 10s. from Her Majesty's Stationery Office.

In this study, a multi-criteria decision-making (MCDM) approach for evaluating airworthiness factors were presented. The purpose of this study is to develop an acceptable rationale for operational activities in civil and military aviation and for design, production and maintenance activities in the aviation industry that can be used in-flight safety programs and evaluations.

In aviation, while the initial and continuing airworthiness of aircraft is related to technical airworthiness, identifying and minimizing risks for avoiding losses and damages are related to operational airworthiness. Thus, the airworthiness factors in civil and military aviation were evaluated under these two categories as the technical and operational airworthiness factors by the analytic hierarchy process and analytic network process. Three technical and five operational airworthiness criteria for civil aviation, three technical and nine operational airworthiness criteria for military aviation were defined, evaluated, prioritized and compared in terms of flight safety.

The most important technical factor is the “airworthiness status of the aircraft” both in civil (81.9%) and military (77.6%) aviation, which means that aircraft should initially be designed for safety. The most significant operational factors are the “air traffic control system” in civil (30.9%) and “threat” in the military (26.6%) aviation. The differences within factor weights may stem from the design requirements and acceptable safety levels (frequency of occurrences 1 in 10⁷ in military and 1 in 10⁹ in civil aircraft design) of civil and military aircraft with the mission achievement requirements in civil and military aviation operations. The damage acceptance criteria for civil and military aircraft are different. The operation risks are accepted in the military and acceptance of specific tasks and the risk levels can vary with aircraft purpose and type.

This study provides an acceptable rationale for safety programs and evaluations in aviation activities. The results of this study can be used in real-world airworthiness applications and safety management by the aviation industry and furthermore, critical factor weights should be considered both in civil and military aviation operations and flights. The safety levels of airlines with respect to our airworthiness factor weights or the safety level of military operations can be computed.

This is the first study considering technical and operational airworthiness factors as an MCDM problem. Originality and value of this paper are defining critical airworthiness factors for civil and military aviation, ranking these factors, revealing the most important ones and using MCDM methods for the evaluations of airworthiness factors for the first time. In civil aviation flight safety is the basic tenet of airworthiness activities in risk analysis, on the other hand in military aviation high levels of risks are to be avoided in peace training or operational tasks. However, even high risks have to be accepted during the war, if the operational requirements impose, as mission achievement is vital. The paper is one of a kind on airworthiness evaluations for flight safety.

Our report on the Paris Air Show takes the form of an introduction, information on highlights and an overall impression of what is thought to be of most interest to our readership.