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It was a good Farnborough Show … for those who went to see the flying displays and the weather was a great consolation. But it was an unusual Farnborough in some respects, first because of the good weather and this does bear repetition, and it does make such a difference to setting up the Show to its progress through the week and to the mood of the people there.

WHILST much is heard of the new era in air transportation heralded by the wide‐bodied or ‘Jumbo’ jets and the supersonic transport, a quit revolution istaking place in the provision of ground facilities, especially in the world of air traffic control.

Examines the way that managers utilise equipment and facilities resources. Considers production management and productivity control. Stresses the importance of establishing control systems based on the collection of up‐to‐date information and effective routing procedures to ensure that production delays are minimized. Argues that a proper costing system is an important part of establishing a productivity measurement and control system and is the basis of effective planning and decision making.

Descriptions of the Super VC1O's Hydraulic, Electrical, Flying Controls, Fuel, Air Conditioning and Pressurization, Flight Systems, Radio, Electronics and Anti‐icing Systems. THE June 1962 issue of AIRCRAFT ENGINEERING contained a comprehensive engineering description of the Standard VC10 and one of the articles contained in that issue dealt with systems, testing and equipment. However, the systems were dealt with comparatively briefly and it is therefore the object of this article to describe the principal systems in greater detail. The systems of the Standard and Super VC10 aircraft are essentially similar and the following description is based on British Aircraft Corporation's descriptive engineering notes.

III.—TYPE FuG 16 Summary THE equipment consists of a communication transmitter and receiver operating on a frequency spectrum from 42.2 Mc/s to MS. 39c/s. Telephony is used. The pilot's intercommunication control box bears the designation “B.Z.B.” which is taken to be the abbreviation for “Bord zu Bord” (“Aircraft to Aircraft”). The transmitter, receiver and motor generator are located inside the fuselage on the starboard wall just aft of the D.F. receiver. The tuning controls are not accessible in flight. There is no provision for the fitting of remote tuning controls. The equipment must, therefore, be used on one channel only, pre‐set on the ground. The tuning dials of both transmitter and receiver are fitted with a “click” stop mechanism for tuning to four pre‐determined frequencies. This indicates that the equipment is also used, or may be used, in an installation which is fully accessible to the operator. The tuning dials of both transmitter and receiver have the frequency of 392 megacycles specially engraved in red. The other calibrations are in black. The pilot controls the operation of the equipment. A control lead is provided at the navigator's position, but is turned back and taped off. The wireless operator's panel carries switches “Heaters on” and “Motor Generator on” only. The installation is carried out in a permanent fashion and is well planned. There is no indication that it was introduced as an afterthought. The construction of the apparatus follows the usual German technique. In this case, however, the transmitter, receiver and associated circuits are in a single unit. Previous German apparatus has been built with transmitter and receiver in separate units. The ganged variable condensers in both transmitter and receiver are much smaller than those used in other German apparatus. The attendant economy in space probably permits the increased compactness of the unit described.

TO MEET the demands of a wide range of air‐to‐ground and air‐to‐air and other roles called for under modern warfare conditions, the MRCA is fitted with an advanced and flexible avionics system to facilitate navigation and otherwise undertake missions in bad weather and, if necessary, in spite of damage to the aircraft and its equipment.

THE subject of this Sempill Paper was suggested by The Institution of Production Engineers and I propose to deal with it in two sections. In the first, I shall give an outline of current procurement procedures; and in the second, attempt to identify mistakes of the past and offer personal views on some of the areas that need to be tackled more energetically if efficiency is to be improved.

The purpose of this paper is to integrate the theory of planned behavior (TBP) and the technology acceptance model (TAM) in social marketing to predict and explain technology adoption (gym equipment use) in physical activity (PA) behavior among Ghanaian youth.

A quantitative approach was adopted for this study. The empirical data for this paper were drawn from 314 youth who are gym equipment users. The hypothesized relationships were analyzed using structural equation modeling.

This study found that the salient beliefs, namely, attitude, subjective norm and behavioral control toward gym equipment use, do not sufficiently explain PA adoption. However, a better result emerges when these salient beliefs are combined with perceived usefulness (PU) and ease of use (TAM).

This paper provides evidence for issues of potential research, policy and managerial interest. The study findings showed that PA adoption, not PEOU, was directly impacted by PU. Thus, policymakers and implementers of social marketing intervention programs should promote the positive attitude toward gym equipment technology use and the perceptions of usefulness (improve cardiorespiratory fitness, feeling healthy and building muscle strength) of using gym equipment technology instead of ease of use to increase PA technology adoption behavior.

Considering the uniqueness of this current study in the Ghanaian context, to the best of the authors’ knowledge, this paper is the first to integrate two influential theories, namely, the TPB and TAM, to examine the effects of the TPB and TAM variables on the adoption of technology (gym equipment use) in PA among the youth.

THE operational role of the Harrier requires the installation of a comprehensive range of communications and radio navigation aid equipment. VHF/UHF equipment is required for airfield and enroute communications and for liaison with other aircraft. Tac/VHF equipment is required for liaison purposes with land vehicles, and forward command posts, while HF equipment is needed for long range air to ground, or ground to ground communications with rear command areas during cab rank operation. TACAN installation is required to provide short range navigation information derived from a ground station or airborne tanker aircraft, and this data can be used to supplement the Inertial Navigation and Attack System (INAS) moving map display or as a self contained aid. IFF equipment is needed for identification purposes.

FOR the tenth time our American counterpart, the Industrial Management Society, is holding a contest for methods improvement. The brochure giving the rules shows how thoroughly such a project is undertaken. Its main purpose is to stimulate interest in cost reduction through improved ways of doing something, although the mere replacement of obsolete equipment by new plant which is commercially available is not considered to fall within the ambit of the competition.