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The complexity of evolving avionic systems and standards demands the need for cost‐effective risk reduction to facilitate the smooth transition into new technologies. Simulation modelling and analysis provides a flexible means of achieving this aim. This paper describes the development of an avionic modelling environment that can be applied to the assessment of avionic architectures and standards. New avionic architecture concepts can be developed and investigated within the modelling framework. Evolving avionic standards can also be evaluated. Within the environment three modelling domains have been defined: behavioural, performance and visualisation. Behavioural models primarily constitute the software components of a system, the performance models analyse the hardware concepts, and visualisation models provide a means of understanding the system’s operation. Collectively these domains form the hardware/software avionic system performance (HASP) simulation and modelling facility. The integration of the three modelling domains forms a design tool for a virtual prototyping system and this paper discusses how HASP can be integrated with a broad range of tools for the entire design process.

Accles & Pollock Ltd. of Oldbury, Worcestershire, a TI Steel Tube Division company, will be exhibiting a comprehensive range of precision steel tube and tubular products, including plain, annularly convoluted and thin wall tube, at Farnborough.

Allied‐Signal Aerospace Company's Garrett Turbine Company of Phoenix, Arizona has been split into two divisions.

American Airlines Training Ltd., a British subsidiary of American Airlines Training Corporation, opened its new £15 million Flight Training Centre near Gatwick Airport on July 21.

THE first prototype WG.13 Lynx made its first flight at Yeovil on 21 March, 1971, piloted by Mr W. R. Gellatly, the Chief Test Pilot of Westland Helicopters Ltd. It was the last of the three helicopters in the Anglo/French package deal to fly and the only one with design leadership on this side of the Channel. It also has the distinction of being the first new Westland design for many years. Although the Lynx looks conventional, it incorporates many technical advances, particularly noteworthy in the fundamental design of the rotor head, blades and gearbox. Notable among the new features are the semi‐rigid or hingeless rotor head, strikingly simple compared with the conventional rotor head, and the ‘conformal’ gear train which can transmit twice the power as could conventional gearing of the same size. The key factor in the design has been the requirement of reliability and this has been achieved wherever possible by simplicity.