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Retracting mechanisms may be operated either manually or by power systems, according to the type and size of aircraft. Manual systems may be classified into two main groups, mechanical and hydraulic. The mechanical group may be further sub‐divided according to the form of mechanism; e.g., cable and pulley, screw and nut, worm and other gears, all of which have been used for retraction schemes at some time or another. Power systems are even more diverse, many of them being of recent birth and, therefore, still in the experimental stage. Some of the various ways in which power can be applied to drive the retracting mechanism are by: electric motor and mechanical coupling; electric motor and hydraulic pump; aero engine coupling to hydraulic pump; compressed air motor and hydraulic pump; and other pneumatic systems.

The automotive, aircraft and diesel engine fields have maintained one common trend toward increased power output, higher compression ratios, and resultant higher engine temperatures. As a result, the break‐in and scuffing problems in engine design have become of prime importance wherever ferrous metals are used as bearing surfaces.

POWDER coating technology has provided a means of applying resin coatings to substrates via processing techniques which have two distinct advantages over conventional coating procedures. The first and probably most significant advantage from an ecological standpoint is the elimination of solvent carriers. The absence of solvents eliminates the emission of fumes and vapours thereby providing an environment that is virtually free of pollutants. Safety standards are also improved because the hazard of fire is substantially reduced.

This paper aims to study the influence of microparticles on the surface cavitation behavior of 2Cr3WMoV steel; microparticle suspensions of different concentration, particle size, material and shape were prepared based on ultrasonic vibration cavitation experimental device.

2Cr3WMoV steel was taken as the research object for ultrasonic cavitation experiment. The morphology, quantity and distribution of cavitation pits were observed and analyzed by metallographic microscope and scanning electron microscope.

The study findings showed that the surface cavitation process produced pinhole cavitation pits on the surface of 2Cr3WMoV steel. High temperature in the process led to oxidation and carbon precipitation on the material surface, resulting in the “rainbow ring” cavitation morphology. Both the concentration and size of microparticles affected the number of pits on the material surface. When the concentration of microparticles was 1 g/L, the number of pits reached the maximum, and when the size of microparticles was 20 µm, the number of pits reached the minimum. The microparticles of Fe3O4, Al2O3, SiC and SiO2 all increased the number of pits on the surface of 2Cr3WMoV steel. In addition, the distribution of pits of spherical microparticles was more concentrated than that of irregularly shaped microparticles in turbidity.

Most of the current studies have not systematically focused on the effect of each factor of microparticles on the cavitation behavior when they act separately, and the results of the studies are more scattered and varied. At the same time, it has not been found to carry out the study of microparticle cavitation with 2Cr3WMoV steel as the research material, and there is a lack of relevant cavitation morphology and experimental data.

Smiths Industries is to supply the head‐up display system for the Sea Harrier. The company will design, develop and make the electronic head‐up display and weapon aiming computer system for the latest version of the HS Harrier which will operate from Royal Navy ships.

FOR a number of years now it has been evident that a successor to the well‐tried Vickers Viscount and Convoir 240/340/440 series was required. However, the big problem was to design an aircraft such that its economics and passengerappealweresub‐stantially better than the machines it would ultimately replace. Other important factors which had to be con‐sidered were improved reliability, easier and cheaper maintenance, higher standards of safety and means of reducing ramp times. Furthermore, the difficult choice of passenger capacity and cruising speed had to be made. Probably the easiest decision was to employ the twin‐engine configuration with the power plants placed in the now familiar rear position, one on cither side of the fuselage.

THE Trident IE fuel system, designed to operate on cither kerosene or JP.4, has a straightforward layout with few controls. Five integral tanks (FIG. 1), comprising four in the wings and one in the centre section, give a total of 5,880 Imp. gall, of which 2,000 Imp. gall, are contained in the centre tank. (Total fuel capacity of the Trident 1C is 4,960 Imp. gall, with 1,160 Imp. gall, in the centre tank.) Each wing inner tank has slightly more than twice the capacity of the outer.

BECAUSE of relatively high power to weight factor, general compactness with low frontal area, competitive specific fuel consumption and general ruggedness, the horizontally opposed engines manufactured by Continental Motors Corporation have been used by small aircraft over the past twenty‐five years. The manufacture of the four and six cylinder versions of these engines has been undertaken by the Rolls‐Royce Ltd, who have participated with Beagle in providing a sophisticated installation on the B.206 aircraft.

ROCKET and ramjet engines have not the universal application that gas turbines command and possibly on this account they have not had, until recent years, the development effort which gave such amazing results in turbine powered aircraft. Nevertheless, they have demonstrated quite dramatically in various parts of the world that they are power plants to be reckoned with. In Great Britain, their value for aircraft was appreciated somewhat belatedly and events have since decreed that the promise they showed should be smothered before it could become a vital fact. On the other hand their importance for missiles was realized at the conclusion of the 1939–45 war, but again they were not encouraged on anything like the scale that present events show would have been justified. Because of this lack of encouragement, British rockets and ramjets, instead of leading the world, as do gas turbines, are struggling hard to provide a modest rate of progress.