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Water systems in civil aircraft, stimulated by passenger comfort needs, have grown to be a comprehensive and important part of aircraft engineering. In this article, following a review of the system types, the design features arc discussed in detail and emphasis has been placed on the functional and hygiene requirements, and on the need for simplicity and weight conservation. Attempts have been made to augment air‐borne water supplies by reclamation means, but these have not been too successful. Investigations should therefore continue into the ways and means of improving the utilization of existing ‘fixed’ capacity systems. Installation safety aspects are also discussed.

THE passenger seat in civil aircraft is an important piece of equipment. It is important, firstly because it is the one part of the aircraft with which the passenger is in intimate contact and, secondly, because of the bulk and multiplicity of installation in any aircraft, the aggregate weight constitutes a major portion of equipment weight.

There arc few published works dealing with British aircraft sanitary systems and associated equipment and a comprehensive survey of this particular subject should not, therefore, be out of place here. In this article, a history of the development work culminating in the evolution of a modern scries of chemical closets is traced. It is shown that for equipment of this nature . simplicity of design is essential if proper mechanical functioning, satisfactory hygiene standards and good serviceability arc to be assured. Two outstanding features of the modern chemical closet are the closed flushing system, in which one of a scries of special chemical fluids is used as the circulating medium, and the external servicing arrangements. Specific closet design information is presented. Details arc also given of aircraft toilet compartment layout and of representative types of ground servicing equipment.

THE following readings were found by experiment: mass flow (W) for different initial pressures, initial pressure (po) and temperature (To) pressure distribution along the nozzle, barometric height.

FOR some time it has been recognized that the greater part of all passenger fatalities in air transportation were the result of impact in crash landings. Since in the majority of cases the crash landing was followed by fire, it was popularly believed that the majority of the deaths were occasioned by incineration. This Command, anxious to better an already excellent safety record, was fully aware of this problem, as were all other operators of transport aircraft.

Aarhus Kommunes Biblioteker (Teknisk Bibliotek), Ingerslevs Plads 7, Aarhus, Denmark. Representative: V. NEDERGAARD PEDERSEN (Librarian).

In a lecture before the National Industrial Conference Board, New York, on 29th October, 1953, Sir Christopher Hinton—then Deputy Controller of Atomic Energy (Production), now Managing Director, U.K. Atomic Energy Authority, Industrial Group—told his audience: ‘We hope that in a few years' time we may be able, after successful pilot operation, to encourage industry to build thermal reactors … for large‐scale power production’. In February, 1955, H.M. Government issued a White Paper A programme of nuclear power (Cmd. 9389) in which Sir Christopher's early hopes became official policy, in the following terms: ‘The [nuclear power] stations will be built in the normal way by private industry for the Electricity Authorities, who will own and operate them’ (para. 23). The Industrial Group's first prototype thermal reactors are nearing completion already at Calder Hall, near Sellafield, Cumberland. Representatives from four large industrial consortiums, after receiving intensive training courses in reactor technology, have now returned from the U.K.A.E.A. to their firms to set up design departments for development of the basic Calder prototype. The first two of these privately built power stations are expected to begin construction in 1957.

It has often been said that a great part of the strength of Aslib lies in the fact that it brings together those whose experience has been gained in many widely differing fields but who have a common interest in the means by which information may be collected and disseminated to the greatest advantage. Lists of its members have, therefore, a more than ordinary value since they present, in miniature, a cross‐section of institutions and individuals who share this special interest.

The experimental parliamentary subsidy on knights' fees and freehold incomes from lands and rents of 1431 was the only English direct lay tax of the Middle Ages which broke down. As such, this subsidy has a clear historiographical significance, yet previous scholars have tended to overlook it on the grounds that parliament's annulment act of 1432 mandated the destruction of all fiscal administrative evidence. Many county assessments from 1431–1432 do, however, survive and are examined for the first time in this article as part of a detailed assessment of the fiscal and administrative context of the knights' fees and incomes tax. This impost constituted a royal response to excess expenditures associated with Henry VI's “Coronation Expedition” of 1429–1431, the scale of which marked a decisive break from the fiscal-military strategy of the 1420s. Widespread confusion regarding whether taxpayers ought to pay the feudal or the non-feudal component of the 1431 subsidy characterized its botched administration. Industrial scale under-assessment, moreover, emerged as a serious problem. Officials' attempts to provide a measure of fiscal compensation by unlawfully double-assessing many taxpayers served to increase administrative confusion and resulted in parliament's annulment act of 1432. This had serious consequences for the crown's finances, since the regime was saddled with budgetary and debt problems which would ultimately undermine the solvency of the Lancastrian state.

Leaders emerge from some very unlikely situations. They come in all ages, sizes, shapes, and from both genders. In this paper we discuss the relationship between the theoretic and practical applications evidenced by the Institute for Community Leadership’s (ICL) efforts to prepare people for civic leadership. We present background information about ICL including the Institute’s purposes and goals, an examination of its past achievements, current activities, and future projections, and we conclude with a discussion of “conditions for success in collaborative public ventures” (Hackman & Johnson, 2009, p. 293) as it relates to the Institute’s efforts to prepare people for community leadership.