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AIRCRAFT interior manufacturers L.A. Rumbold of Camberley, Surrey, have massively improved their throughput of galleys, seats and other fittings since installing a ‘Pullmatic 6 Compact’ CNC punching and nibbling machine last January.

The first aim of this study is to show the impact of global warming on temperature and precipitation changes in Algeria. The second objective is to exhibit the strategy planned by the country to mitigate these effects on water resources in the future.

This research assesses the expected changes in temperature, precipitation and SPEI index, over Algeria (16 weather stations), between two horizons (2030, 2050), by using an ensemble of 16 general circulation models under RCP2.6 and RCP8.5 scenarios.

More warming and drought will be experienced under RCP8.5 than RCP2.6 scenario. The highest warming is observed at the Southern stations. However, the lowest precipitation is projected in the western stations. The results of SPEI calculation indicate that the severity of drought spread progressively across time and space. The highest values were observed over 2050 with values varied between 0.15 and −2.08 under RCP2.6 scenario, and range from −0.73 to −2.63 under RCP8.5. These results indicate that Algeria is highly vulnerable to the impact of climate change on water resources, which stressed the need to develop a strategy against this situation.

This study is one of the first to simulate the future climate changes over 16 Algerian weather stations by using an average of 16 general circulation models data, under two RCP scenarios. This study shows the 2030 water development strategy to mitigate the effect of drought and water scarcity on different sectors.

Non‐marketable natural coastal resources such as beaches, sand‐dune systems and cliff sides have an economic value deriving not least from the various services which they provide as well as the human demand for consuming some of these services. Coastal defence projects designed to protect the coast against erosion and flooding by the sea have often caused irreversible degradation to coastal natural resources. The main aim of this article is to investigate whether the joint use of cost‐benefit analysis and environmental resource valuation techniques can give any insights toward the sustainable use of the coast. Design/methodology/approach – This paper employs cost‐benefit analysis (CBA) in order to assess the justifiability of carrying out coast protection works in a particular location. This paper also uses contingent valuation methodology (CVM) to estimate the economic values of non‐marketable coastal environmental services. In particular, this paper employs willingness to pay (WTP) technique and try to elicit satisfaction values from beach users by conducting an on‐site questionnaire survey. Findings – his paper argues that there are many advantages in approaching shoreline protection project appraisal both from an environmental as well as an economics point of view. However, when conducting a cost‐benefit analysis the monetary value of environment elicited by contingent valuation techniques has very limited use in it self. It can set the financial budget within which likely coast protection options should be considered but it cannot determine which option is more sustainable. What the decision‐maker needs is to give real meaning to this value by translating it into people's specific preferences and behavioural characteristics. The next step should be setting out pragmatic project characteristics to accommodate the above preferences. Practical implications – Knowledge‐based planning and scheduling as well as informed coastal protection decisions is central to achieving sustainability in the coastal zone. Prior to managing a coastal area, the baseline information needed is the economic value of services that the coastal location in question provides. Originality/value – Generally speaking, the economic value of non‐marketable natural coastal resources such as beaches is closely associated with the way in which society perceives the environment. Both use and non‐use values that are placed upon the environment by individuals have an anthropocentric basis. In this respect, it could be argued that these values often reflect multiple coastal zone uses, conflicts of human interests, levels of environmental education, environmental awareness and environmental appreciation.

THE AIRFRAME comprises fuselage forward section including ‘noseboom’. This section contains cockpit and forward electronics compartment. The fuselage centre section extends from the cabin end frame (canted bulkhead) to the canted bulkhead behind the rear lift engine. For production reasons it has been subdivided into three parts: forward fuselage centre section, central fuselage centre section, rear fuselage centre section. The main engine and both lift engines, among other things, are installed in the fuselage centre section which also contains nose and main landing gears and the fuel tank system. The fuselage rear section contains the electronics and APU compartments. Finally there are the wings with ailerons, landing flaps and outrigger landing gear, the horizontal tail (stabilator) and vertical tail.

SINCE the original British patent for telescopic oleo‐pneumatic shock absorbers for aircraft landing gear was drawn up in 1915 by Vickers engineer T. S. Duncan — with his invention of the positive recoil damping principle — Weybridge has been in the forefront of landing gear development on all types of aircraft for over half a century. Today, as a member company of British Aircraft Corporation, the Weybridge resources in this field are unique to a prime aircraft manufacturer. The landing gear units for the VC10 and B.A.C. One‐Eleven airliner families and the supporting design, production and testing facilities at Weybridge are among the most advanced in the world.

THE Mobile Hydraulics Division of Parker Hannifin Corporation produces a fully integrated range of hydraulic directional control valves and accessories, with the current range of eight models providing suitably sized valves to cope with flows ranging from 20 to 420 1./min, and pressures up to 320 bar.

SECURITY is so much more complex when it concerns a number of countries that even to date, information released about the Multi Role Combat Aircraft is severely limited. The main areas where collaboration is well advanced comprises the development and manufacture of the integrated drive generators which is a joint undertaking by Lucas Aerospace and Siemens AG, the auxiliary power unit, again by Lucas Aerospace but this time in conjunction with Microtecnica and Kloeckner‐Humboldt‐Deutz. A joint team of Nord Micro, Hawker Siddeley Dynamics and Microtecnica are designing, developing and manufacturing the air intake control system. The spoiler actuator is by Oleodinamica Magnaghi in association with Fairey Hydraulics; the oxygen system involves Normalair‐Garrett, Draegerwerk AG of Germany and OMI of Italy. The landing gear and associated hydraulics development is headed by the Dowty Group with a large share of development and production phase work being undertaken by notably Oleodinamica Magnaghi and Nardi of Italy and Liebherr of Germany will also participate. Companies undertaking detail manufacture and subassembly of selected portions of the wing section are the Italian companies Rinaldo Piaggio, Aeronautica Macchi, Siai Marchetti, Saca, Aerfer and Aeronavali Venezia.

The purpose of this paper is to disseminate the lessons learned from the successful deployment of a wave energy converter (WEC) and accelerate growth in the field of ocean energy.

A thorough, well structured, documented, industrial approach was taken to the deployment because of the depth and scale of the task required. This approach is shown throughout the paper, which reflects the importance of a comprehensive project plan in success as well as failure.

The findings demonstrate the viability of the use of off shore WEC to generate electricity and that such a project can be completed on time and on budget.

The research implications of the paper include the importance of an enhanced, integrated supervisory system control in terms of efficiency, operation and maintenance, and long-term viability of WECs. This paper can be used to help guide the direction of further research in similar areas.

The practical implications include proof that WEC deployments can be carried out both on time and under budget. It highlights much of the practical data collected throughout the course of the project and presents it so that it might be used as a guide for future projects.

At the time of this paper, successful deployment of off shore WECs has been a rare accomplishment. Because the project was publicly funded, the data collected during this project, both technical and practical, is freely available.