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The use of chlorfluorocarbons (CFC) propellants are reputed to cause depletion of the ozone layer in the upper atmosphere, whilst the use of hydrocarbons (propane/butane blends) and carbon dioxide (CO2) are likewise reputed to add to the suspected greenhouse effect.

The results of research conducted into air‐dried terpolymer films shows the effect of various factors on degradation under accelerated weathering conditions

Since world attention has been focussed on the quality and safety of drugs, thought is being given to improving the methods of dealing with this branch of control under the Food and Drugs Act, 1955. This work is entirely different to the several projects now being undertaken, such as the Government‐sponsored “safety committee” dealing with the clinical testing of new drugs before sale; this deals mainly with toxicity trials, therapeutic efficiency and adverse reactions and is designed to prevent such catastrophies as the recent drug‐induced deformities of babies. The recently proposed scheme of the Association of British Pharmaceutical Industry for an advisory centre had similar objectives.

To the outsider, the buyer's decision taking processes would seem to be highly empirical with little use being made of the scientific management techniques that are now available. Since the potential savings must be very high, it is very important to ask ourselves why operational research in particular has made so little impact.

From time to time we have had occasion to refer to earnings per share in terms of the new ‘imputation’ system of company taxation. This is a somewhat complex system and we have asked our Financial Correspondent to explain in some detail what is involved. In attempting an explanation, he has found it useful to compare the present system not only, as others have done, with the preceding corporation tax system inaugurated by Mr Callaghan in his 1965 Budget, but also with the earlier profits‐cum‐ income tax system. There are of course many other systems of company taxation, but for purposes of explanation a comparison of the three systems — profits‐plus‐income tax, the Callaghan‐type corporation tax, and the imputation system—is sufficient.

The effects of a number of metals and alloys on the thermal stability of Avtur 50 have been evaluated from ASTM‐CRC and high temperature coker tests. The materials tested are used in current aircraft fuel systems or are possible alternatives for fuel systems of supersonic aircraft where they will be in contact with hot fuel. The alloys currently used in aircraft fuel systems have been classified and their probable effects on the stability of hot fuel listed. A number of the materials affected stability adversely, particularly alloys containing significant amounts of copper, and the use of these should be avoided. The pick‐up of copper by Avtur 50 at ambient temperature from alloys such as brass and gun‐metal has also been investigated. The results indicated that sufficient copper to affect thermal stability adversely is readily picked up from these alloys.

The inhibition of corrosion of Al‐Cu (4%) alloy B26S in decinormal solutions of phosphoric acid by different amines has been studied. The efficiency of the inhibitors increases in the order: triethylamine, di‐cyclohexylamine, diethylamine, cyclohexylamine, di‐n‐propylamine, isopropylamine, ethylenediamine, trimethylamine, n‐butylamine, dimethylamine, ethylamine, hexamine, n‐propylamine, methylamine. At constant acid concentration, the inhibitor efficiency increases with increase in the concentration of the inhibitor whereas at constant inhibitor concentration the efficiency decreases with increase in the concentration of the acid. Very little correlation appears to exist between either the pKb values or the molecular weight and the extent of inhibition. Maximum inhibition is achieved in those cases where the pH of the inhibited solution lies in the non‐corrosive range (4.5–8.5).

IN A PAPER ON THE ABOVE SUBJECT presented to The Institute of Petroleum in January by G. A. Dickens and W. B. Broadbent (both of Mobil Oil Co. Ltd.), these authors said that the lubrication problems arising from electrification of railway locomotives are not great and although there may be no entirely new lubrication problems, diesel traction on a large scale is new to the U.K. and in this field, service life between overhauls is very dependent on the quality of crankcase lubricating oil. Dividing diesel traction into three categories, namely shunters, railcars, and main line locomotives, they discussed the differing lubrication requirements of each. Shunting diesel engines are mainly 600/800 r.p.m. units developing up to 4,000 h.p. ; main line and mixed traffic locos utilise diesel units of 600/1200 r.p.m. developing from 800 to 2,000 h.p.; railcar and light weight trains use engines of 1,500/2,000 r.p.m. developing up to 250 h.p.

IN recent years there has been a revival of interest in aerostatic aircraft. The natural advantages of “displacement type” flying machines have been often repeated but particular emphasis has been made on economy and safety. The prime reason is that power is required for propulstion and control and not for aerodynamic lift.

NOT many people are aware of the amount of testing work that is carried out by the additive manufacturer to ensure that his products meet the requirements of the modern engine when running under a wide range of operating conditions. The layman motorist has perhaps some knowledge of the work done by the lubricating oil companies and the extensive programme of field testing, as well as engine testing, of their products and interested technical engineers are probably even more conversant with details of this work, but very few people outside the lubricating oil industry even know the names of our principle additive manufacturers and still less do they realise the extensive programmes undertaken by their research and development departments. The large scale programme of road testing motor oils undertaken by Lubrizol International Laboratories at “The Knowle”, Hazelwood, Derby, the research and development department of Lubrizol Great Britain Limited (formerly Anglamol Ltd.,) serves as a typical example of the work done to ensure correlation between results obtained in laboratory test engines and the actual motor car. The results of this work have recently been shown to many people from the motor industry, the oil companies and allied concerns. They show the improvement in engine efficiency that can be expected by the addition of suitable additives to straight motor oils in popular motor cars (and therefore, we suggest in most motor cars). They also indicate the fallacy of expecting very good results from multi‐graded oils unless these are correctly treated with additives.