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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.

The manner in which sponsorship affects image is unique, and likely to be missed by conventional measurements of corporate and brand values. The “goodwill” effects engendered by sponsorship are subtle and difficult for consumers to articulate. It is argued that current methods of sponsorship evaluation really measure the publicity surrounding the sponsorship and not the sponsorship as such.

Tobacco has exercised the interest of the nation since Elizabethan times, and the inhalation of its smoke for pleasure has become very widespread. It was not until the mid‐twentieth century, however, that its effects upon health were suspected. It is now widely accepted that tobacco smoke is implicated in a range of dangerous diseases, although the tobacco industry sometimes argues that the link is not proven. The arguments about the conflicting needs of a large, world‐wide industry and the health and prosperity of individuals and society are complex, and often influenced by conflicting vested interests. Government's involvement in the issues is further complicated by its reliance upon large tobacco revenues. The link between advertising and increased smoking, either by existing or new smokers, is not proved by research, although there are strong indications that it exists. The behaviour of most parties involved, including the tobacco companies, indicates that they share the belief of a link. Voluntary controls upon tobacco advertising have had some effect, in that, for example, advertising in the U.K. is no longer overtly directed at children, but various anti‐smoking lobbies believe voluntary control to be ineffective. The present British government has toyed wth the possibility of statutory control, but faces stiff opposition from back‐benchers and within the cabinet; it is also probably philosophically opposed to such measures. More research is needed into the link between advertising and smoking behaviour.

This article examines the role the Australian Trade Union Training Authority (TUTA) played in international education through the provision of trade union courses and exchanges. We consider how an investigation of trade union networks contributes to a richer understanding of international education linkages.

This paper is based on research conducted for an Australian Research Council (ARC)-funded project: Trade union training: reshaping the Australian industrial landscape (ARC LP180100500). This research involved a critical analysis of 60 semi-structured oral history interviews and textual archives, including the official records held by the National Archives of Australia and papers held by the Noel Butlin Archives, the Australian Council of Trade Unions and in private collections.

TUTA was established primarily as a national union training organisation, but from its inception, it also acted as a hub for the development of regional and international labour networks. The nature of TUTA’s work placed it at the intersection of international trade union and educational domains. Although there were some points of contact with formal international programs (e.g. Japan–Australia and Kellogg Foundations, the Colombo Plan and US Department of Labour exchanges schemes), the specific contribution of TUTA is overlooked in the educational exchange literature. The role of TUTA is revealed through institutional connections and individual experiences.

Further research is required to gain a deeper understanding of the impact of TUTA from the perspective of former participants in international TUTA course and current and former trade unionists in the Asia–Pacific.

This article builds new knowledge by examining the connections forged in the Asia–Pacific region at the intersection of trade union and educational networks, an area often overlooked in the literature on educational exchange.

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.

This study aims to develop and validate an accurate machine learning model to categorize NBA fans into meaningful clusters based on their perceptions of sport sponsorship. Additionally, by predicting the intensity of NBA fans’ attitudes toward sponsors, the authors intend to identify the specific features that influence prediction, discuss these findings and offer implications for academics and practitioners in sport sponsorship.

This study used a sample of 1,142 NBA fans who were recruited through Amazon Mechanical Turk (MTurk). Fans identification, sponsorship fit, behavioral intentions, sponsor altruistic motive, sponsor normative motive, sponsor egoistic motive were surveyed as predictors, whereas fans’ attitudes toward sponsors was collected as the dependent variable. The LASSO regression, SVM, KNN, RF and XGboost were used to develop and validate the prediction model after verifying the measurement model by the Exploratory Factor Analysis (EFA) and Confirmatory Factor Analysis (CFA).

The RF model had the best accurate in predicting the intensity of fans’ attitudes toward sponsors, achieving an AUC of 0.919 with a sensitivity of 0.872, a specificity of 0.828, a PPV of 0.873, a NPV of 0.828 and an accuracy of 0.848. The most influential feature in the model was “the fit of 0.301”. “Fans’ perceptions of sponsor’s normative motive”, “behavioral intentions supporting sponsors”, “fans’ identification with their favorite team”, “fans’ perceptions of sponsor’s altruistic motive” and “fans’ perceptions of sponsor’s egoistic motive” were exhibited in descending order.

This study is the first in sport sponsorship to accurately classify the intensity of fans’ attitudes toward sponsors as either high or low using machine learning models, and to formulate how fans’ attitudes formed toward sponsors from their perceptions of sponsorship process.

Reviews the latest management developments across the globe and pinpoints practical implications from cutting‐edge research and case studies.

This briefing is prepared by an independent writer who adds their own impartial comments and places the articles in context.

Followers of popular music still marvel at Madonna's reinvention after 20 years of changing musical styles, personas and even fan bases. Every new album (if that word still has currency in musical circles) brought a new look and a new sound embracing some emerging trend not yet in the mainstream. In the process, the “material girl” has embraced spirituality, the American icon become an English country lady – well almost!

Provides strategic insights and practical thinking that have influenced some of the world's leading organizations.

The briefing saves busy executives and researchers hours of reading time by selecting only the very best, most pertinent information and presenting it in a condensed and easy‐to‐digest format.