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This article shows how a rational approach to the selection of cutting fluids can be made from an appreciation of the principle factors and mechanisms involved. Attention is also drawn to the benefits of using the same grade of oil for machine lubricant and cutting fluid where this is practicable.

NEW INDUSTRIAL MATERIALS, the demand for higher productivity and the requirements for ever smaller tolerances have resulted in great advances in machine tool design and in cutting tool materials. Cutting fluids have a significant part to play in this story but they can only play their full part if they are correctly chosen and if their proper functions are understood. Increased rates of metal removal can then be achieved and problems associated with difficult or hazardous machining operations reduced or even eliminated.

CORROSION BY VAPOURS FROM ORGANIC MATERIALS. IT has been known for many years that under certain circumstances organic vapours, such as those from woods, glues, varnishes and plastics, may cause corrosion of metals in restricted spaces. Many of the known examples of this type of corrosion occurred during transit or storage of metal components, and the reactive organic vapours responsible had apparently originated in organic materials used with the object of protecting the metal against atmospheric corrosion or mechanical damage.

An Introduction to Metallic Corrosion, by Ulick R. Evans. This 253‐page book provides a general authoritative and up‐to‐date survey of metallic corrosion which a serious student should be able to master in the course of a few weeks. While Dr. Evans dwells with authority on the whole range of corrosion theory, he is at pains to deal with the practical aspects of the problem and to render the utmost assistance to those who have to grapple with the practical side of corrosion in industry.

The purpose of the present paper is to develop a new technology for producing magnesium alloy twin-rib aircraft brackets by the forging method.

An overall description of magnesium alloys is given, with particular emphasis placed on magnesium wrought alloys that are used in the aircraft industry. Methods for producing ribbed brackets are discussed and the location of these parts in aircraft structure is described. The forging process for producing AZ31 magnesium alloy twin-rib brackets was modelled numerically, and selected results of the simulations performed are presented. The simulation results were then verified under laboratory conditions using a three-slide forging press equipped with three movable working tools. It was assumed that the use of this machine would allow for obtaining twin-rib aircraft brackets with improved both functional and strength properties compared to the production methods used so far.

The results demonstrate that the method developed by the present authors permits the production of twin-rib brackets. Positive theoretical results and preliminary experimental results prove that it is justified that the research on magnesium alloys used in the aircraft industry be continued.

The production of twin-rib aircraft brackets from magnesium alloys by the technology developed by the present authors would lead to enhanced product quality with simultaneous reduction in production costs (reduced labour costs and material consumption as well as increased process efficiency). At present, magnesium alloy aircraft parts, mainly obtained from semi-finished products imported to Poland, are produced by casting and machining methods. They exhibit, however, much worse properties than elements produced by metal forming methods. In addition to that, the application of machining in the production of these part leads to higher production costs.

The originality of this study stems from the presentation of an innovative metal forming technology for producing twin-rib brackets. This method is unique on a global scale, and its basic assumptions have been granted patent protection. Also, the originality of the study stems from the fact that brackets are made from magnesium alloys, as these light metals are considered the future of structural materials used in the aircraft industry. Given the above, the research on developing the technology for producing parts made from these alloys using a three-slide press is justified.

Discusses the use of a corporate Internet in a geographically‐spread consulting firm, James Martin & Co., to share ideas, vision, client information and results. Illustrates with examples. Applications include a quarterly Employee Attitude Survey and regular discussion forums. Proposes that a well‐designed corporate intranet is a highly effective method of making intangible vision and mission pledges more tangible.

A flying test bed for a flexible wing has successfully made its first flights. This flexible wing, produced by Ryan Aerospace, a Division of Ryan Aeronautical Co., Lindbergh Field, San Diego 12, California, U.S.A., is made of plastic‐coated nylon material attached to a keel and leading edge members so that it forms an arrow or V‐shaped kite‐like surface which supports the platform beneath the wing. For high‐speed applications where high temperatures are likely to be encountered, materials such as fine wire mesh cloth would be used.

THE rapid development of the social structure of the world during the past century is due, in no small measure, to improvements in communication. In certain ways we have annihilated distance completely, through the invention of telegraphs, telephones, and more recently and more wonderfully, of wireless telegraphy and telephony, and we are on the verge of another annihilation through the perfection of television. We have not yet discovered the magic carpet that will do for more material substances what these inventions have done for writing, speech, and vision. Nevertheless, transport by water is more rapid and more certain then ever before, while the motor vehicle has given us, during the last thirty years, a remarkable improvement, in rapid and reliable communication on land. The most recent and most spectacular development is that of aerial communication, which has given us a speed quite unattainable in any other form of transport. Metals are essential to the development of modern aircraft, if only for the reason that the motive power cannot be generated without their use. It would be incorrect to claim that the conquest of the air has been dependent on the use of non‐ferrous materials in substantial proportions, and indeed the first aeroplanes contained them only in small amounts, but it is certainly true that the present state of air communications is in large measure due to the development of non‐ferrous alloys, and their use in aircraft construction in large quantities.