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This chapter surveyed how the Daily Monitor and New Vision newspapers in Uganda framed discourse surrounding the COVID-19 pandemic. The pandemic was given massive media coverage in Uganda, as around the globe. It is of interest to examine the coverage and draw lessons for future reference. We considered Uganda as an interesting case due to its initial success in managing the spread of the pandemic (Sarki, Ezeh, & Stranges, 2020). This chapter aimed to analyse the coverage of the pandemic through the lens of framing theory. The chapter presents a content analysis of selected published material from their online sites in the two newspapers between 10 March and 2 June 2020. The dates start with lockdown in Uganda and end with lockdown’s partial lifting. The study revealed several interesting news frames that included a western versus national frame, preparedness frame, economic frame, religious frame and other emerging news frames like solidarity, police enforcement and self-reflection. The main conclusion is that the two major dailies actively informed the public about COVID-19 and made some attempts to cover issues around the impact of COVID-19 on society.

The Sealand is an amphibian accommodating 5 passengers in the standard version, with others permitting up to 8 seats in the cabin and a folding seat beside the pilot. A mail locker is provided aft of the rear seat on the starboard side, baggage being carried in a compartment in the rear of the hull. A toilet can be installed. By removing the readily detachable undercarriage units the Sealand, can be operated as a flying boat with increased pay load.

An undercarriage radius rod arrangement frequently employed comprises articulated members having a retraction jack locked internally in the down position to stabilize the system. The loads from the ground cases induced in the members are dependent upon the geometry of the system and also the clastic properties of the members and their respective airframe pick‐up structure. The conditions for structural stability are analysed and a method is given for determining the nominal offset of the radius rod knuckle to achieve an efficient strength‐to‐weight ratio for the structure.

In most economies, there are rules from the market regulators or government to sell at an equal wholesale price (EWP). But when one upstream channel is facing a negative demand disruption and another positive, EWP can create extra pressure on the disadvantageous supply chain partner, which faces negative disruption. The purpose of this study is to analyse the impact of EWP and the scope of the discriminatory wholesale price (DWP) during disruptions.

For the study, the authors used a dual-channel supply chain consisting of a manufacturer, online retailer (OR) and traditional brick-and-mortar (BM) retailer. Stackelberg game is used to model the interaction between the upstream and downstream channel partners, and the horizontal Nash game to analyse the interaction within downstream channel partners. For modelling asymmetric disruption, the authors took instances from the lock-down and post-lock-down periods of the COVID-19 pandemic, where consumers flow from BM retailer to OR store.

By analysing the disruption period, the authors found that this asymmetric disruption is detrimental to the BM channel, favourable to OR and has no impact on the manufacturer. But with DWP, the authors found that the profit of the BM channel and manufacturer can be increased during disruption. Though the profit of the OR decreased, it was found to be higher than in the pre-disruption period. Under DWP, the consumer surplus increased during disruption, making it favourable for the customers also. Thus, DWP can aid in creating a win-win strategy for all the supply chain partners during asymmetric disruption. Later as an extension to the study, the authors analysed the impact of the consumer transfer factor and found that it plays a crucial role in the optimal decisions of the channel partner during DWP.

Very scant literature analyses the intersection of DWP and disruptions. To the best of the authors’ knowledge, this study, for the first time uses DWP as a tool to help the disadvantageous supply chain partner during asymmetric disruptions. The study findings will assist the government, market regulators and manufacturers in revamping the wholesale pricing policies and strategies to help the disadvantageous supply chain partner during asymmetric disruption.

DUNLOP LTD were selected to supply the tyres, wheels, and brakes, (hydraulic aspects are dealt with elsewhere). As in all cases of aircraft design, space, weight, performance and cost were of particular importance. The selection of suppliers for the MRCA was no exception when competing against many rivals and the division's experience and technology, particularly in the field of tyre, brake and anti‐skid design was an important factor in the final choice. The capability Dunlop has of type testing such equipment using the most advanced dynamometer in the world was also a contributory factor when developing such an important project.

THE REQUIREMENT was for a retractable undercarriage with a steerable nose wheel to be certified through CAA to the BCAR and FAR Part 25 Regulations.

A TriStar was inbound to Leeds/Bradford and on first contact with the aircraft, the controller at the airport reported the present weather which included a visibility of 7,000 metres, wind velocity 210°/7 knots and recent rain showers, he also advised that the runway in use was 14 and that the surface was wet. Although the captain had the runway in sight at 7 miles, he elected to fly a surveillance radar approach and was accordingly advised by the controller of the touchdown elevation and that the glide slope for runway 14 was 3½°. The approach was normal and at 2 miles from touchdown the captain notified the radar controller that he was continuing visually. The aircraft changed to tower frequency on which the controller passed the current surface wind of 210°/7 knots and cleared the aircraft to land. The captain stated afterwards that he used radar talk‐down heights to establish his glide path and confirmed it by the Precision Approach Path Indicators (PAPIs) which consistently showed two whites and two reds until the last 200 feet, when he deliberately descended into one white and three reds so as to use the maximum runway length.

FOR a number of years now it has been evident that a successor to the well‐tried Vickers Viscount and Convoir 240/340/440 series was required. However, the big problem was to design an aircraft such that its economics and passengerappealweresub‐stantially better than the machines it would ultimately replace. Other important factors which had to be con‐sidered were improved reliability, easier and cheaper maintenance, higher standards of safety and means of reducing ramp times. Furthermore, the difficult choice of passenger capacity and cruising speed had to be made. Probably the easiest decision was to employ the twin‐engine configuration with the power plants placed in the now familiar rear position, one on cither side of the fuselage.

IN recent years the problems involved in flight on asymmetric power have attracted increasing attention and curiosity. It is safe to state that at the beginning of the British era of high‐powered twin‐engined aircraft, of which the Blenheim I is a representative type, pilots regarded an engine failure at any time as a major problem. A failure of the worst type—on take‐off—was thought to result invariably in loss of control, with the attendant after‐effects on aircraft and crew.