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High-altitude ice crystals (HAICs) are causing one in-flight event or more per month for commercial aircraft. The effects include preventing air data probes (pitot pressure and total air temperature in particular) from functioning correctly and causing engines to roll back and shut down. The purpose of this study is to describe the process used by the National Research Council Canada (NRC) to develop and test a particle detection probe (PDP). The probe mounts on the fuselage of aircraft to sense and quantify the ice crystals in the environment.

The probe was demonstrated on the NRC Convair and Airbus A340 research aircraft as part of the European Union HAIC programme. The probe was ruggedised, adapted for easy installation in standard aircraft fittings and tested in a variety of conditions for longevity and endurance.

Efforts to achieve the safety requirements for flight on aircraft are discussed. The challenges, surprises and opportunities for testing on which the development group is capitalised are also presented.

It was demonstrated that the detectors gave signals proportional to the ice crystal content of clouds, and results demonstrating the functionality of the probe are presented.

This paper describes the multi-year process of developing the NRC PDP from a test cell sensor for detecting engine exhaust contaminants on an aircraft ice crystal detection probe. The work included over 20 flight tests on NRC aircraft and the Airbus HAIC test programme.

Flight, even under the most routine conditions, sets high standards of quality for all materials employed. Specifications for aviation fuels have never been obtainable without careful compromise between conflicting requirements, and present developments towards flight at higher altitudes and higher speeds accentuate existing problems and reveal new ones. This article attempts to review the known major problems arising with aviation fuels under these conditions of severity, and to indicate a number of practicable solutions.

Based on the mechanical model of typical shear tests, this study aims to propose the test principle and method of freshwater/seawater ice adhesion shear strength of carbon ceramic brake pads for amphibious aircraft, designs and builds the test equipment, prepares the freshwater/seawater ice samples and completes the tests.

This study examines the influence of the icing process, mechanism, temperature and freshwater/seawater on ice adhesion shear strength of carbon ceramic brake pads and puts forward a test method for the freshwater/seawater ice adhesion shear strength of amphibious aircraft brake pads.

The obtained results examine the influence of the icing process, mechanism, temperature and freshwater/seawater on ice adhesion shear strength of carbon ceramic brake pads. The adhesion shear strength of frozen freshwater and of the seawater of Dalian, Qingdao, Fuzhou and Zhuhai on the surface of aircraft brake pads is measured at –10 to –50°C. It is found that the shear strength of freshwater increases first and then decreases with the decrease of temperature. The adhesion shear strength of seawater; however, increases mainly linear with the decrease of temperature.

The value of this paper is that the test method proposed and test results for the freshwater/seawater ice adhesion shear strength of amphibious aircraft brake pads provide technical support for the anti-icing design of amphibious aircraft brake devices.

In the case of stationary fuel tanks subjected to high ambient temperatures for prolonged periods, vaporization may account for a significant loss of the more volatile fractions. Although the quantitative loss might not be serious, fuel quality may be affected to the extent of difficult starting under subsequent low temperature conditions.

THE advent of gas‐turbines as power plants for military and civil aircraft has demonstrated certain actual and potential advantages over the use of conventional piston engines which ensure the increased adoption and importance of this type of prime mover. This increased use of gas‐turbines in the aircraft field has necessitated careful reconsideration of the fuel supply position in the light of the new engine requirements. It is clear therefore that a detailed knowledge of all aspects of fuel performance in gas‐turbine‐powered aircraft is needed in order to enable the necessary usable fuel supply position to be assessed, and any resulting problems to be surmounted.

In this informal symposium, presided over by R. D. Kelly, United Air Lines, after talks, rather than the reading of papers, the pilots concerned assembled on the rostrum and answered questions. They were:

Temperature anomalies in the upper troposphere have become a reality as a result of global warming, which has a noticeable impact on aircraft performance. The purpose of this study is to investigate the total air temperature (TAT) anomaly observed during the cruise level and its impact on engine parameter variations.

Empirical methodology is used in this study, and it is based on measurements and observations of anomalous phenomena on the tropopause. The primary data were taken from the Boeing 747-8F's enhanced flight data recorder, which refers to the quantitative method, while the qualitative method is based on a literature review and interviews. The GEnx Integrated Vehicle Health Management system was used for the study's evaluation of engine performance to support the complete range of operational priorities throughout the entire engine lifecycle.

The study's findings indicate that TAT and SAT anomalies, which occur between 270- and 320-feet flight level, have a substantial impact on aircraft performance at cruise altitude and, as a result, on engine parameters, specifically an increase in fuel consumption and engine exhaust gas temperature values. The TAT and Ram Rise anomalies were the focus of the atmospheric deviations, which were assessed as major departures from the International Civil Aviation Organizations–defined International Standard Atmosphere, which is obvious on a positive tendency and so goes against the norms.

Necessary fixed flight parameters gathered from the aircraft's enhanced airborne flight recorder (EAFR) via Aeronautical Radio Incorporated (ARINC) 664 Part 7 at a certain velocity and altitude interfacing with the diagnostic program direct parameter display (DPD), allow for analysis of aircraft performance in a real-time frame. Thus, processed data transmits to the ground maintenance infrastructure for future evaluation and for proper maintenance solutions.

A real-time analysis of aircraft performance is possible using the diagnostic program DPD in conjunction with necessary fixed flight parameters obtained from the aircraft's EAFR via ARINC 664 Part 7 at a specific speed and altitude. Thus, processed data is transmitted to the ground infrastructure for maintenance to be evaluated in the future and to find the best maintenance fixes.

BETWEEN May 18 and 26, airline experts from the United States, Australia, India, the Middle East, France and Great Britain gathered at Bristol and later at Toulouse in France to hear details of the progress which had been made with the Concorde supersonic airliner. This was the first time that representatives of the Concorde customer airlines had received this type of ‘on‐the‐spot’ technical presentation from British Aircraft Corporation, Sud‐Aviation, Bristol Siddeley Engines and S.N.E.C.M.A., and the whole venture has been described as highly successful. Not only did the customer airlines benefit from seeing, at the various plants, just exactly how the Concorde project is progressing, but they were also able to discuss in detail all engineering aspects of the aircraft with senior engineers of the Anglo‐French consortium. The manufacturers were also able to learn from the customers their views on particular aspects of the Concorde.

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.

THE Twenty‐fifth S.B.A.C. Flying Display and Exhibition is to be held at Farnborough during the week Monday, September 5, to Sunday, September 11, promises to be one of the most interesting yet held as for the first time member companies of the Society have nominated for entry aircraft from member countries of the European A.I.C.M.A. (Association Internationale des Contructeurs de Materiel Aérospatial) that are powered by British engines. Seven European aircraft will be taking part, four of them sponsored by Bristol Siddeley Engines Ltd. and three by Rolls‐Royce Ltd. The dominant theme of the Show will be collaboration, and it is fitting that the foreign aircraft have been sponsored by the aero engine manufacturers as they have advanced farther along this road than the airframe companies. Between them, they have close associations with practically all the major engine manufacturers in the Western world. Apart from the models and displays which will be mounted by the major airframe and engine manufacturers reflecting their growing involvement with European projects, the stands of the Associate Members of the Society of British Aerospace Companies will have many examples of materials, techniques and equipment that these companies are producing in support of current programmes, some of which will be for the American military aircraft now on order for the Royal Air Force and the Royal Navy.