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APPLIED Technology, Middle East and European marketing and technical support representative of PF Industries Inc, will exhibit ground support equipment supplied to airlines worldwide.

This aircraft, or more exactly this integrated weapons system, is undoubtedly of major importance to both the British aircraft industry and the Royal Air Force. It is beyond question the most exacting project which the British industry has undertaken and as such has demanded adoption of the latest techniques, materials, equipment and management procedures as well as pursuit of research and development programmes on an unprecedented scale. In terms of air power, this system represents a substantial advance on any comparable aircraft or system currently in service and will give the Royal Air Force a strike and reconnaissance capability at high and low level which is possibly unmatched by any other air force in the world. The design philosophy of the TSR‐2 as it applies to an aircraft designed primarily for the high‐speed, low‐level strike/reconnaissance role was described in detail in the December 1963 issue of Aircraft Engineering (Ref. 1) but since that initial appraisal of the TSR‐2 was written some eleven months ago, there has been a gradual release of further information concerning the aircraft, its systems, power plant and equipment. It is the purpose of this article to bring the story up to date in that particular context, although it should be emphasized that the TSR‐2 is still subject to the strictest security embargo and it will be many years before a detailed study of the complete weapons system can be published. It is not intended to cover the same ground as the earlier article (Ref. 1) attempted but, before proceeding to detailed consideration of the systems, a brief overall description of the aircraft is given for the sake of completeness.

NOT perhaps the most vintage of Farnboroughs from the point of view of new aircraft and new technology, but undoubtedly one of the most successful in relation to the business done. Some fifteen major orders worth over £32½ million were announced, bringing the total order book for the industry this year to more than £782 million already. This exceeds by a handsome margin the new business won by the industry in any nine‐month period in the past, and it is expected that by the end of the year orders worth well over £800 million will have been received. Highlights of the new British hardware on show were the Hawker Siddeley Nimrod and production Harriers on the military side; the B.A.C. One‐Eleven 500, the Handley Page Jetstream, the Garrett‐engined Short Skyvan, and the Beagle Pups showed the resurgence of the industry's civil interests. The number of foreign aircraft that appeared, sponsored in the main by Rolls‐Royce, bore witness to the strength of Britain's aero engine and aircraft equipment industry, and further evidence of this was found in the exhibition proper with many examples of major items of equipment having been adopted for overseas markets. The overall impression at Farnborough was a new‐found confidence in the future of the industry exemplified by a more aggressive and effective export sales policy that has already proved our ability to deliver the goods. It is not possible to cover all the exhibits shown at Farnborough, but the report following describes many of the interesting items.

The Aviation Division of the Dunlop Co. Ltd. (Engineering Group) is to install Dynex power units, designed and built by Applied Power (U.K.) Ltd., in the latest design of hydraulic production test rigs at the Division's Coventry factory. The company is completely re‐equipping its production test facilities by providing every rig with the higher pressures and flows which future trends in fluid technology will demand, and to ensure that each testing station is capable of handling service fluids currently in use, including kerosene, DTD 585, Skydrol, Lockheed 22 and Oronite.

This paper aims to report the best practices of deicer corrosion control adopted by the Washington State Department of Transportation (WSDOT) to preserve the performance, reliability and value of its highway maintenance equipment assets.

To enable quantitative analyses, data were collected from a site visit to WSDOT, as well as from a survey of maintenance practitioners from various transportation agencies. The direct costs related to equipment corrosion aggravated by the exposure to roadway deicers were analyzed, along with the direct benefits of mitigating such corrosion, using WSDOT as a case study. In addition, the same preliminary cost benefit analysis was conducted for an “average” Department of Transportation in a northern climate.

Both cases show a highly favorable benefit-to-cost ratio for enhanced investment in controlling the risk of deicer corrosion.

It has not yet been possible to confirm this compelling argument because the analysis is partly based on assumptions instead of fully based on actual data.

This work highlights the need to collect the relevant data such that future analysis and sensitivity analysis can be substantiated with actual data on costs and benefits. It concludes with a few suggestions for implementation.

Many components in highway maintenance equipment fleet are at the risk of metallic corrosion, which is exacerbated in service environments where roadway deicers have been applied. This work lays the foundation for future research into this important issue.

Infrastructure construction has experienced significant recent advances in automation. Such advances will only accelerate in the future. They are founded on enabling technologies such as positioning systems, advanced control methods, and graphical interfaces. This paper begins by describing the relevance of these enabling technologies to automation in infrastructure construction. It then focuses on classes of applications, including earth moving, compaction, road construction and maintenance, and trenchless technology. Because of the less regulated, relatively repetitive, and well‐financed nature of such work, it is likely to experience quicker progress than other application domains.

The purpose of this paper is to describe the development of a novel mobile monitoring and control (MC) framework with active-push and plug-and-play capabilities. This proposed framework is particularly designed to addresses the shortcomings of the traditional factory MC systems in sharing information over the internet, protecting the system security, delivering warning messages, and deploying monitoring points.

By leveraging web service technology, mobile devices, and wireless communication, this paper describes the methodology and approach for designing a MC server, a wireless monitoring module (WMM), an intelligent v-Machine, two active-push mechanisms, a pocket PC application, and a smart phone application.

The designed WMM enables the monitoring points to be deployed in a mobile manner. The proposed mobile MC framework (MMCF) can timely detect abnormalities of appliances and equipment and turn off appliances in dangerous situations through WMM. It can also instantly deliver various warning contents to the mobile devices carried by the responsible persons. The v-Machine is built based on virtual metrology (VM) technology and can predict production precision of machined workpieces.

With the successful design and testing of the novel MMCF, this framework can obviously be used for many more applications and developments.

The authors' implement a factory MC system based on the proposed framework and conduct various integration tests on two electric appliances and a practical CNC machine tool in a factory. Testing results shows that the factory MC system works smoothly according the design goals and can overcome the shortcomings of traditional factory MC systems. The MC system also presents good performances, instantly delivering warning contents with a size ranging from 1K bytes to 10M bytes to the users within few seconds.

The proposed MMCF exploits various automation technologies to detect equipment's abnormalities, reduce the rate of product defects caused by human errors, reinforce security, prevent accidents, and ensure the safety of operations.

The proposed MMCF can effectively promote existing factory MC systems to achieve the merits of mobile MC, which is a unique contribution of this work, compared to previous studies. The results of this study can be applied to a variety of industrial automation applications, including factory automation and assembly automation.

Normalair‐Garrett Ltd., (Stand No. N31) part of the Westland plc Group of Yeovil, Somerset, is exhibiting a wide range of products which demonstrate the company's diverse capabilities in control systems and precision components for the aerospace industry.

Describes how pollution control spending around the world is set to increase from $70 billion (1979) to $115 billion in 1990 in real terms. Expands on the theory that cleaning up ‐ or preventing mistakes ‐ in the environment makes for financial and healthwise good sense. Posits that cleaner air leads to fewer respiratory problems and cleaner water in most areas of manufacturing results in lower fuel use. Focuses on trade, end use competitive modes and marketing patterns regarding water pollution control equipment (WPCE). States that WPCE shipments world wide are projected to rise from $3.3 billion in 1979 to $5.4 billion in 1990, and that this is a dynamic market worthy of investigation. Reports on the methodology, international trade, types of equipment structure and competition and expresses these with the aid of explicit tables. Finishes by estimating size of national, regional and global markets but acknowledges that there are gaps. Concludes that competition is keen but strong market opportunities remain for procedures around the globe in upcoming years.

The 26th International Aerospace Show at Le Bourget will undoubtedly be the largest that has ever been held. Inevitably, at a time when the European industries are attempting to consolidate their positions and the United States industry is pushing hard to improve its own sales and technical standing throughout the world, there will be a highly competitive air about the whole Exhibition. At the same time, many companies will be emphasizing their international links—in terms of collaborative developments, licence production or sales. Organized by the French equivalent of the S.B.A.C. in Britain—the Union Syndicate des Industries Aeronautiques et Spatiales—this year's Salon will follow traditional lines in that each day of the Show will be devoted to a particular facet of aerospace activities thus: June 10 Press Preview; June 11 Official Inauguration by President de Gaulle; June 12 Philately; June 13 Light, Executive and Commercial Aviation; June 14 Space Activities; June 15 Electronics; June 16 Systems and Equipment; June 17 Rotor craft; June 18 French and Foreign Missions; June 19 International Air Display; and June 20 International Flying Display. The Russians will send a number of space exhibits as well as a selection of civil aircraft—including the world's largest helicopter. The British industry will be represented by approximately fifty companies as well as Ministry of Aviation, Ministry of Defence and S.B.A.C. presentations. This preview of the show is concerned solely with the British exhibits, beginning with the major airframe and engine industries.