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This study aims to investigate the effects of different surface-to-jet velocity ratios (Rsj) on the flow structure and the heat transfer of the floatation nozzle under different ratios (h/w) of the separation distance (h) to the slot width (w) and the differences of the flow structure and the heat transfer between the floatation nozzle and the slot nozzle.

The Nusselt number (Nu) and the pressure distribution of the floatation nozzle with a stationary wall are measured. Then the experimental results are used to validate the numerical model. Finally, a series of numerical simulations is carried out to achieve the purpose of this study.

The flow structure and heat transfer differences between the floatation nozzle and the slot nozzle are clarified. The floatation nozzle has more than 18 times the floatation ability of the unconfined slot nozzle. The Nu and pressure distributions of the floatation nozzle are experimentally measured. The effects of wall motion on the Nu and pressure distributions are identified.

The effects of the wall motion on the flow structure and the heat transfer of the floatation nozzle, and the differences between the floatation nozzle and the slot nozzle are first obtained. Therefore, it is valuable for engineers in engineering design of the floatation nozzle.

A failed disc that was forged from S355J2 round bar was investigated in order to determine the failure route cause. The purpose of this paper is to determine the defects and route cause analysis regarding their origin.

Macroscopic evaluation, microstructure observation using light optical metallography and scanning electron microscopy with EDX analysis were the techniques used to analyse and characterize the defected areas.

Macro-inclusions (up to 850 µm) that correspond to high melting aluminium rich calcium-aluminate particles were detected. Their formation, possibly due to improper calcium treatment during ladle furnace steel refining process might be associated with clogging problems at casting. SEM-EDX analysis revealed whitish spots containing Zr that could be related to submerged entry nozzle (SEN) erosion/breakage. Characteristic is the large size and unusual shape of the traced particles, as well as the presence of low Si, Na, K. The findings indicated that nozzle clogging and/or breakage at casting was most possibly the root cause of the product’s quality degradation.

After extended root cause analysis, specific countermeasures are proposed to avoid clogging phenomena. The suggestions are based on the findings taking into account restrains of the steel-making process. Emphasis was laid in detecting the weaknesses that lead to product quality degradation and consequently in optimizing the steel-making process. Such incidents are often found during steelmaking a useful suggestion to steelmakers is to mark and remove cast parts after SEN problems are encountered. In this way quality issues in intermediate and/or final products will be avoided.

Hozelock is a major user of plastics in its garden equipment products, and since flotation in 1993, has spent £26 million on new facilities at its Aylesbury moulding plant and its Birmingham assembly plant and warehouse. Investments have included new injection moulders with robot take‐out on the larger machines and two automated manufacturing cells. One of the cells, now in operation at Birmingham, produces a water sprinkler gear box using a mixture of a manual and robot stations. The other cell, recently commissioned at Aylesbury, manufactures hose connectors in a system that uniquely links injection moulders to an automatic assembly machine.

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.

This study aims to investigate the influence of commercially available resins in water-based magenta pigment inkjet ink formulations on the properties of ink printability and the characteristics of ink application in food packaging. The impact of the resin on the jettability of the existing printability phase diagrams was also assessed.

Inks with different resin loadings were tested for selected properties, such as viscosity, particle size and surface tension. Stability was determined using a Turbiscan AGS turbidimeter and LumiFuge photocentrifuge analyzer. The ink layer fastness against abrasion and foodstuffs was evaluated using an Ugra device and according to PN-EN 646, respectively. JetXpert was used to assess Ricoh printhead jetting performance.

Printability diagrams successfully characterized the jettability of polyurethane inkjet inks on a multi-nozzle printhead and the binder improved droplet formation and printing precision.

Magenta water-based inkjet inks with commercial resins have been developed for printing on paper substrates. To the best of the authors’ knowledge, for the first time, inkjet ink stability was evaluated using the Turbiscan AGS and LumiFuge analyzers, and jettability models were verified using an industrial multi-nozzle printhead.

TO say that the Twenty‐fourth S.B.A.C. Show was an unqualified success is perhaps to gild the lily. True there were disappointments— the delay which kept the TSR‐2 on the ground until well after the Show being one—but on the whole the British industry was well pleased with Farnborough week and if future sales could be related to the number of visitors then the order books would be full for many years to come. The total attendance at the Show was well over 400,000—this figure including just under 300,000 members of the public who paid to enter on the last three days of the Show. Those who argued in favour of allowing a two‐year interval between the 1962 Show and this one seem to be fully vindicated, for these attendance figures are an all‐time record. This augurs well for the future for it would appear that potential customers from overseas are still anxious to attend the Farnborough Show, while the public attendance figures indicate that Britain is still air‐minded to a very healthy degree. It is difficult to pick out any one feature or even one aircraft as being really outstanding at Farnborough, but certainly the range of rear‐engined civil jets (HS. 125, BAC One‐Eleven, Trident and VCIQ) served as a re‐minder that British aeronautical engineering prowess is without parallel, while the number of rotorcraft to be seen in the flying display empha‐sized the growing importance of the helicopter in both civil and military operations. As far as the value of Farnborough is concerned, it is certainly a most useful shop window for British aerospace products, and if few new orders are actually received at Farnborough, a very large number are announced— as our ’Orders and Contracts' column on page 332 bears witness. It is not possible to cover every exhibit displayed at the Farnborough Show but the following report describes a wide cross‐section beginning with the exhibits of the major airframe and engine companies.

The purpose of this article is to numerically investigate the effect of casting speed on the fluid flow, solidification and inclusion motion under the influence of electromagnetic stirring (EMS) in the bloom caster mold with bifurcated submerged entry nozzle (SEN).

The electromagnetic field obtained by solving Maxwell’s equation is coupled with the fluid flow, solidification and discrete phase model using the in-house user-defined functions. An enthalpy porosity approach and Lagrangian approach are applied for the solidification analysis and non-metallic inclusions motion tracking, respectively.

Investigation shows that the casting speed and EMS significantly affect the steel flow, solidification and inclusion behavior inside the mold. Investigations are being conducted into the complex interplay between the induced flow and the SEN’s inertial impinging jet. In low and medium casting speeds, the application of EMS significantly increases the inclusion removal rate. Inclusion removal is studied for its different size and density and further effect of EMS is also reported on cluster formation and distribution of inclusion in the domain.

The model may be used to optimize the process parameter (casting speed and EMS) to improve the casting quality of steel by removing the impurities.

The effect of casting speed on the solidification and inclusion behavior under the influence of time-varying EMS in bloom caster mold with bifurcated nozzle has not been investigated yet. The findings may assist the steelmakers in improving the casting quality.

THE Farnborough 1966 Show was at first glance much the same mixture as before, but the second glance was the more revealing. The participation in the flying display of European aircraft by no means swamped the air, even if the Italian verve took the acrobatic honours, but the theme of collaboration with other countries was to be found on practically every stand inside the exhibition tent. It was obvious that the smaller firms not directly involved in production agreements with other nations were very export conscious. The pacemaker of all this collaboration was of course the Concorde, only to be seen in model form, but rapidly taking shape at Toulouse and Filton, and many of the equipment manufacturers had Concorde hardware on display. Beagle announced the Pup, Britten‐Norman produced the production Islander, and Handley Page showed the Jetstream mock‐up. After many years of neglect, the industry is now taking an interest in the general aviation market. The P.1127 (R.A.F.) made its first appearance. The paradox of the P.1127 is that it is almost a part of Farnborough history, yet there is no other V/S.T.O.L. aircraft in the world that has but a fraction of the operating experience it has gained. Farnborough this year gave the impression of being more a serious trade show, and less a public spectacle. Sir Richard Smeeton, Director of the Society of British Aerospace Companies, reported that the exhibiting firms had received more serious business enquiries this year than ever before, and he forecast that 1968 would be a vintage year, which would see the appearance of the HS.801, the Concorde and Jaguar in the Farnborough skies. It is not possible to cover every exhibit shown at the Farnborough Show, but the following report describes a wide cross‐section beginning with the exhibits of the major airframe and engine companies.

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.

These abstracts of British Patent Specifications are condensed, by permission, from the official specifications. Copies of the full specifications are obtainable from the Patent Office, 25 Southampton Buildings, W.C.2, price 3s. 6d. each.