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This paper seeks to evaluate the potential of heat exchanged aeroengines for future Unmanned Aerial Vehicle (UAV), helicopter, and aircraft propulsion, with emphasis placed on reduced emissions, lower fuel burn, and less noise.

Aeroengine performance analyses were carried out covering a wide range of parameters for more complex thermodynamic cycles. This led to the identification of major component features and the establishing of preconceptual aeroengine layout concepts for various types of recuperated and ICR variants.

Novel aeroengine architectures were identified for heat exchanged turboshaft, turboprop, and turbofan variants covering a wide range of applications. While conceptual in nature, the results of the analyses and design studies generally concluded that heat exchanged engines represent a viable solution to meet demanding defence and commercial aeropropulsion needs in the 2015‐2020 timeframe, but they would require extensive development.

As highlighted in Parts I and II, early development work was focused on the use of recuperation, but this is only practical with compressor pressure ratios up to about 10. For today's aeroengines with pressure ratios up to about 50, improvement in SFC can only be realised by incorporating intercooling and recuperation. The new aeroengine concepts presented are clearly in an embryonic stage, but these should enable gas turbine and heat exchanger specialists to advance the technology by conducting more in‐depth analytical and design studies to establish higher efficiency and “greener” gas turbine aviation propulsion systems.

It is recognised that meeting future environmental and economic requirements will have a profound effect on aeroengine design and operation, and near‐term efforts will be focused on improving conventional simple‐cycle engines. This paper has addressed the longer‐term potential of heat exchanged aeroengines and has discussed novel design concepts. A deployment strategy, aimed at gaining confidence with emphasis placed on assuring engine reliability, has been suggested, with the initial development and flight worthiness test of a small recuperated turboprop engine for UAVs, followed by a larger recuperated turboshaft engine for a military helicopter, and then advancement to a larger and far more complex ICR turbofan engine.

To advance the design of heat exchanged gas turbine propulsion aeroengines utilising experience gained from early development testing, and based on technologies prevailing in the 1970‐2000 time frame.

With emphasis on recuperated helicopter turboshaft engines, particularly in the 1,000 hp (746 kW) class, detailed performance analyses, parametric trade‐off studies, and overall power plant layouts, based on state‐of‐the‐art turbomachinery component efficiencies and high‐temperature heat exchanger technologies, were undertaken for several engine configuration concepts.

Using optimised cycle parameters, and the selection of a light weight tubular heat exchanger concept, an attractive engine architecture was established in which the recuperator was fully integrated with the engine structure. This resulted in a reduced overall engine weight and lower specific fuel consumption, and represented a significant advancement in technology from the modified simple‐cycle engines tested in the late 1960s.

While heat exchanged engine technology advancements were projected, there were essentially two major factors that essentially negated the continued study and development of recuperated aeroengines, namely again as mentioned in Part I, the reduced fuel consumption was not regarded as an important economic factor in an era of low‐fuel cost, and more importantly in this time frame very significant simple‐cycle engine performance advancements were made with the use of significantly higher pressure ratios and increased turbine inlet temperatures. Simply stated, recuperated variants could not compete with such a rapidly moving target.

Establishing an engine design concept in which the recuperator was an integral part of the engine structure to minimise the overall power plant weight was regarded as a technical achievement. Such an approach, together with the emergence of lighter weight recuperators of assured structural integrity, would find acceptance around the year 2000 when there was renewed interest in the use of more efficient heat exchanged variants towards the future goal of establishing “greener” aeroengines, and this is discussed in Part III of this paper.

Interest is currently being expressed in heat exchanged propulsion gas turbines for a variety of aeroengine applications, and in support of this, the aim of this paper is to evaluate the relevance of experience gained from development testing of several recuperated aeroengines in the USA in the late 1960s.

Technology status, including engine design features, performance, and specific weight of recuperated propulsion gas turbines based on radial and axial turbomachinery, that were development tested in the power range of about 300 to 4,000 hp (224 to 2,984 kW) is discussed in Part I.

A successful flight worthiness test was undertaken in the USA of a helicopter powered solely by a recuperated turboshaft engine and this demonstrated a specific fuel consumption reduction of over 25 percent compared with the simple‐cycle engine. However; in an era of low‐fuel cost, and uncertainty about the long‐term structural integrity of the high‐temperature heat exchanger, further development work was not undertaken.

The gas turbines tested were based on conventional simple‐cycle engines with essentially “bolted‐on” recuperators. Optimum approaches to minimize engine overall weight were needed in which the recuperator was integrated with the engine structure from the onset of design, and these are discussed in Part II.

Based on engine hardware testing, a formidable technology base was established, which although dated, could provide insight into the technical issues likely to be associated with the introduction of future heat exchanged aeroengines. These are projected to have the potential for reduced fuel burn, less emissions, and lower noise, and recuperated and intercooled turboshaft, turboprop, and turbofan variants are discussed in Part III.

Briefly covers the development of the “brand” concept in marketing before looking at the experience of the service brand. Outlines the development of the fast food sector in the UK and discusses the make up and growth of McDonalds, KFC and Burger King in turn. Gathers customer perception about each brand by the use of discussion groups. Concludes that the ideas of focus, consistency and value were key, together with community activities.

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

The purpose of the chapter is to overview the sociological literature related to social media and digital technologies in sport, with particular attention to media representations, content production, and audience responses. The chapter examines how social media and digital technologies reproduce and challenge hegemonic representation strategies, while maintaining existing cultural norms in the industry. Further, the chapter evaluates how athletes and fans create digital communities to bring visibility to marginalized groups. Finally, the chapter considers the potential of digital media for social justice and advocacy.

The chapter synthesizes existing literature in sociology of sport, sport communication, and media studies to provide an assessment of the implications of social media and digital technologies for sport.

Scholarship on social media and digital technologies in sport has primarily focused on descriptive analyses. Sociological approaches provide a theoretical grounding for examining issues of power, inequality, and social justice in relation to media ideologies, production, and consumption.

The chapter identifies future areas of study, including a more robust engagement with theory and an expansion of methodological approaches.

The chapter provides an overview of the literature on social media and digital technologies in sport of nearly 80 scholarly publications. The chapter moves beyond focusing on patterns in content to consider how structures, journalistic practices, cultural norms, and audience interactions collectively shape ideologies about gender, race, sexuality, religion, and disability in the sport media industry.

J. Larry Jameson, a vice president of Inmont, has been appointed general manager, OEM Finishes for the Automotive Group in America. Most recently vice president and general manager—Automotive Europe, Mr. Jameson, a US citizen, has been with Inmost since 1959 and came to this country in 1976.

In the last four years, since Volume I of this Bibliography first appeared, there has been an explosion of literature in all the main functional areas of business. This wealth of material poses problems for the researcher in management studies — and, of course, for the librarian: uncovering what has been written in any one area is not an easy task. This volume aims to help the librarian and the researcher overcome some of the immediate problems of identification of material. It is an annotated bibliography of management, drawing on the wide variety of literature produced by MCB University Press. Over the last four years, MCB University Press has produced an extensive range of books and serial publications covering most of the established and many of the developing areas of management. This volume, in conjunction with Volume I, provides a guide to all the material published so far.