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The purpose of this research is to study the effect of softener treatment on plain jersey fabrics with properties made of cotton and spandex yarn.

Samples with 100 percent cotton yarns, spandex yarns in alternating courses (half plating) and spandex yarns in every courses (full plating) were produced on a circular knitting machine where the two latter cases were produced at five different levels of spandex extension. After the dyeing process, fabrics were treated with fabric softener using two softener types (cationic and silicon) and all type two concentrations (3 percent, 6 percent) to evaluate the most appropriate softener type and concentration on fabric friction force, sewing needle penetration force and weight loss percent under different levels of spandex extension.

Results showed that silicon softener treatment results in high decreases in fabric sewing needle penetrating force, friction force and while treatment with cationic softener results in high decreases in weight loss percent for 100 percent cotton, half and full plating fabrics.

There is a growing need to study the effect of softeners when spandex yarns are used in the production of knitted fabric which results in high increase of stitch density. This research compares the effects of two different softener types at different concentrations on the properties of both plain jersey fabric produced from 100 percent cotton yarns and from cotton/spandex yarns with different stitch density.

Knitted fabrics containing elastane provide high level of comfort and ease of usage because of the elastic and drape properties over the body. Knitted fabrics respond to every movement of the body and return back to its original shape easily so they are used widely for apparel production. The most important properties required from the elastic knitted garments are wear comfort, fit, breathability and durability. The purpose of this paper is to analyse the effect of elastane yarn count and ground yarn count on the performance properties of 12 single jersey knitted fabrics were analysed after dying.

The research design for this study consists an experimental study. In all, 12 fabrics containing half plating and full plating elastane were produced using 30/1-40/1 Ne yarn counts. Bursting strength, stretch recovery, residual extension, air permeability, spirality and drape properties of fabrics were evaluated.

As a result of study it was found a certain effect as the elastane amount and count changed. For all types of knitted fabrics, bursting strength values increased and fabric spirality values decreased as the elastane amount and elastane yarn count increased. Also it was found a significant relationship between elastane amount and count with air permeability, spirality, bursting strength and drape.

As a result of the literature review, it was seen that the effects of elastane amount, elastane yarn count and fabric yarn count on the performance properties of knitted fabrics has not been studied broadly.

Elastane yarns contribute significant elastic properties to all types of fabrics and these properties for very important for wears including tights, sportswear, under wear, casual wear, swimwear, corsetry, etc. in terms of appearance, comfort and duration of wear. The paper aims to discuss this issue.

It is investigated with this study strength, fatigue and bagging properties of plated plain knitted fabrics containing different rates of elastane.

The study showed that single jersey, not having elastane and having the lowest fabric tightness, has the lowest bursting strength, the highest fatigue loading values in high extensions, the lowest fatigue height values and the worst bagging behavior. On the contrary of single jersey, full elastane fabric has the exact opposite characteristics considering the fabric properties examined.

Fabric with 1×1 elastane and fabric with 2×1 elastane is similar, and these fabrics show bagging behavior better than single jersey and worse than full elastane fabric whereas the other properties of these fabrics are close to full elastane fabric.

THE ZMC‐2 hull is 149 ft. 5 in. long from bow to stern, and 52 ft. 8 in. in maximum diameter. Its covering consists of 0•0095 in. thin Alclad alloy sheets sewn together by the Aircraft Development Corporation riveting machine. Each of the rings of sheet metal composing the hull surface has the shape of the frustum of a cone; together the cones closely approximate the curvature of the hull. There are 142 such conical surfaces from bow to stern.

A PROGRESSIVE increase in the standard of living is now widely accepted as both possible and desirable, even if the notion that it can be doubled within the next 25 years is dismissed as an optimistic flight of Butlerian fancy. The prerequisite is a substantial upsurge in the country's production. This was expressed succinctly by Mr. Victor Feather four years ago when, as Assistant Secretary to the Trades Union Congress, he told the Institute of Directors that ‘what can be done by any Government by way of social improvement depends on what Industry can produce and sell. About half the strikes that take place have nothing to do with hours or wages or conditions, but have a great deal to do with human relations. That field is one in which there must be patience, tolerance, concentration and great endeavour, but the rate of progress can and should be accelerated.’

AS far as we are concerned at present in England, there are only six types of German aeroplanes which are of any interest. These are:—

THIS article is intended as a continuation of the previous one on hull construction. The blue‐print drawings, as before, have to be developed full‐scale on the scrive board, which must be large enough to carry all the lines without any overlapping.

THE “Do.X 1” was launched on July 12, 1929, hence we can now look back on the experience collected in the operation of this new aircraft over two and a half years. This experience has been gained with three different types: the original type aircraft, or “Do X.1” (Fig. 1), with air‐cooled engines; the same aircraft in its modified form, the “Do.X.1a” (Fig 2), with water‐cooled engines, and the “Do.X.2” (Umberta Maddalena), the first of two flying boats built on behalf of an Italian firm, with water‐cooled Fiat engines. (Fig. 3.)

Experimental mid/large scale testing of ship-like stiffened panels in compression is a quite expensive exercise that is not standard. Numerical simulations are preferred instead. Because of being relatively inexpensive (cost and time wise), most authors perform an exhaustive design space exploration arriving at a significant number of runs. This work demonstrates that the buckling response with respect to the nondimensional slenderness ratios may well be fitted with nine runs per stiffener geometry.

Efficient derivation of buckling strength formulas for stiffened panels through the employment of design of experiments (DoE) and response surface methodology (RSM) combined with numerical nonlinear experimentation over the entire range of practical geometries.

The surrogate model developed for T-bar stiffeners predicts accurately enough the ultimate stress in the practical design area, while the surrogate models for angle bars and flat bars demonstrate difference between 10 and 30% from common structural rules (CSR).

To the authors' best knowledge, the statistical-based formal and rigorous approach of DoE and RSM to obtaining buckling surfaces for stiffened panels is performed for the first time. The number of required observations per stiffener type has not been addressed yet as each work selects its own sampling scheme without formal reasoning. This work comes to frame the number of observations for efficient surrogate model building.

MODERN work study technique demands that the methods engineer and the time study engineer work hand in hand for the benefit of productivity as a whole. And to state the obvious it is becoming clearer that time and motion are indivisible.