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LAST October a paper was presented to the Royal Aeronautical Society entitled “ Practical Airscrew Performance Calculations,” by F. M. Thomas, F. W. Caldwell, and T. B. Rhines.

THE trend of design in the modern aeroplane has been toward improved performance realised through external cleanness. It is apparent that the number of essential units comprising a modern aeroplane is nearly a minimum at the present stage of the art, and it appears also that the possibilities of further striking reductions in the drag of these units, due to change in form or shape either individually or in combination, are not great.

The purpose of the present study is to understand the diversity management concept in Taiwan setting by providing a closer look into local companies’ practices. Rational and focus for this research exploration is based on three areas related to diversity management in organizations: external and internal pressures for diversity in Taiwanese companies; companies’ approaches and senior leadership attitude toward diversity; companies’ diversity management practices.

The authors have collected secondary and primary data, including 15 interviews with management, at three large Taiwan semiconductor companies and build a case study of diversity management in Taiwan.

Taiwan companies’ diversity management is motivated mainly by business case and social responsibility goals. They experience a need for diversity management and proactively introduce diversity management policies.

Further studies should look into diversity management practices of smaller private/family-owned companies in Taiwan to get a deeper understanding of the concept in the country using quantitative and qualitative approaches.

Taiwan is historically culturally homogeneous society, which undergoes massive demographic changes under the influence of low birth rate and high rate of immigration. Taiwan situation creates specific economic, cultural, and political context for diversity management that differs from other Asian, European or Western societies.

The objective of this discussion is to present an intersectional framework to better inform our reading and understanding of contemporary reports of sexual assault and sexual harassment. I posit that contemporary incidents of sexual violence must be read within the historical framework of slavery, where plantations served as the first site of sexual exploitation that has provided the ideological and practical scaffold for the continued erasure of the abuses of Black women and men in the workplace and under the law. This legacy, nonetheless, has yielded a coded language for according visibility to the “deep story” of rape and race in the United States.

(7) Separate Openings in the Skirt.—A number of equally spaced rectangular openings were cut in the skirt. Openings of this sort could be closed by a rotating shutter. Separate openings of this type were found to be less effective in producing flow and considerably less efficient. Such openings might be closed by doors opening in the manner of flaps. This last arrangement is somewhat less effective than trailing‐edge flaps and also less efficient. Nevertheless, doors of this type may be made to produce large increases in flow. Tests with varying number and sizes of doors disclosed that, if the doors are placed too far apart, good cooling will be obtained for cylinders immediately in front of the doors, but the cooling of the other cylinders will be much less. Therefore, two or three doors are likely to be insufficient, and the use of four or more is preferable.

Drawing upon Cabrera and Thomas-Hunt's (2006) theoretical framework for the advancement of executive women, we identify gender differences in social networks as an important determinant of the relative perceived credibility of men and women and the opportunities for hire and promotion available to them. A review of the existing research literature on gender and social networks is presented and several potentially fruitful avenues for future research in this area are discussed.

THE originality of the Escher Wyss airscrew, which has been adopted by the Swiss Air Force, is based on the fact that its conception has, since its inception, taken into account all the requirements of a modern variable pitch airscrew. These conditions may be summarized as follows, that the airscrew must normally ensure automatic control at constant engine speed, adapting itself to every condition of flight, and that it should provide, when required, for operation as an aerodynamic brake, and be capable of being moved to the fully feathered position. The essentially mechanical problems, such as the anchorage of the blades in the hub and the design of the pitch control mechanism, must naturally find correct solutions to ensure reliability, together with that simplicity of control which is an essential property of all modern aircraft components.