Search results

SUMMARY THE optimum powerplant for a Mach 2.2 transport aircraft is a turbojet. The Olympus 593, latest of a well‐proven family of twin spool, axial flow turbojets has been designed especially for installation in the Concorde. Invaluable development has been achieved from two 90% scale engines and the first seven full size engines. Satisfactory fuel and oils are now available for Concorde and the powerplant has already flown in a Vulcan flying test bed.

IV83 — the new generation of Olympus OES Industrial Videoimagescopes from Olympus‐KMI meets the demands of engineers and maintenance teams for smaller diameter, more versatile instruments which offer cost‐effective solutions to inspection problems throughout industry.

This study aims to build on the well-documented case of the Olympus scandal to dissect how social networks and corporate culture enabled corporate elites to commit fraud across multiple generations of leaders.

A flexible pattern matching approach was used to identify matches and mismatches between behavioural theory in corporate governance and the patterns observed in data from diverse sources.

The study applies the behavioural theory of corporate governance from different perspectives. Social networks and relationships were essential for the execution of the fraud and keeping it secret. The group of corporate elites actively created opportunities for committing misappropriation. This research presents individuals committing embezzlement because the opportunity already exists, and they can enrich themselves. The group of insiders who committed the fraud elaborated the rationalizations to others and asked outside associates to help rationalise the activities, while usually individuals provide rationalizations to themselves only.

The social processes among actors described in this case can inform the design of mechanisms to detect these behaviours in similar contexts.

This study provides both perspectives on the fraud scandal: the one of the whistle-blowers, and the opposing side of the transgressors and their associates. The extant case studies on Olympus presented the timeframe of the scandal right after the exposure. The current study dissects the events during the fraud execution and presents the case in a neutral or a negative light.

DEVELOPMENT of a commercialaero‐engine like the Rolls‐Royce Bristol/S.N.E.C.M.A. Olympus 593 turbojet powering the Anglo‐French Concorde supersonic airliner is a continuous process in which four initial phases can be defined:

ONLY six weeks after its initial run the Olympus 593 B engine for the Concorde attained 33,000 lb. thrust without reheat, e highest figure achieved for a European turbo‐t. This news came just after the third anniversary the Anglo‐French Treaty of Collaboration gned in November 1962. For Bristol Siddeley d S.N.E.C.M.A., the British and French partners the Concorde engine programme, the three ears have been a period of considerable activity. When Concorde was first projected, the engine oposed was a developed version of the military lympus 320 for the TSR‐2, modified for civil peration. Like the earlier series of military lympus engines, the 320 was a two‐spool engine, ach compressor driven by a separate turbine, ith a cannular combustion chamber.

Following the declared intention of the People's Republic of China to buy Concorde, much interest at the Peking Fair is inevitably centred round the Olympus 593. Indeed, it seems possible the Chinese may be interested in undertaking the servicing and manufacture of spares of this considerably improved power plant. Noise reduction of the Olympus, achieved by SNECMA, is part of a comprehensive review of development since Concorde 001 appearing in the April issue.

THE B.A.C./Sud Concord supersonic airliner which was the subject of an official agreement signed by Mr Julian Amcry, the British Minister of Aviation, and His Excellency M. GcoiTroy dc Courccl, the French Ambassador, on November 29, 1962 , will be powered by four Bristol Siddeley Olympus Mark 593 turbojets. These engines are being developed and manufactured jointly by the Societe Nationale d'Etude et de Construction de Moteurs d'Aviation (S.N.E.C.M.A.) and Bristol Siddeley Engines Ltd. While Bristol Siddeley Engines will be responsible for the actual engines, S.N.E.C.M.A. is developing the reheat system, final nozzle and thrust rcverscr.

IN recent years there have been many papers covering the choice of powerplant for the supersonic transport aeroplane and several relating specifically to the Concorde. The subjects which have been covered include the choice of engine cycle, development history, propulsion controls and other design aspects. In the majority of these papers the environmental conditions which the supersonic engine experiences have been stressed but only brief references have been made to the ways and means whereby these conditions can be simulated on the test bed or in altitude test facilities.

WITH less than a year to go before the first flight of the Concorde it is heartening to learn that good progress is being made with the powerplant. In fact reports from Patchway are full of confidence that the joint development of the Olympus 593 turbojet engine by Bristol Siddeley Engines Ltd. and S.N.E.C.M.A. is proceeding well ahead of schedule. Already over 1,150 hours of development running has been accomplished on test beds in England and France, and at this comparatively early stage in the programme up to 100 hours per engine between strip and rebuild are being achieved, which exceeds the planned figure by a factor of two or three. The engine has already been run on the test bed, both with and without reheat, at thrusts in excess of the brochure performance of the Stage I engine. (The Concorde will first enter service in 1971 with Stage 0 engines of 32,825 lb. dry thrust plus 9 per cent reheat, which is a derated version of the full production Stage 1 engine designed for a dry thrust of 35,080 lb., and is to be introduced in 1973.) Ten of the programmed seventeen bench development engines have been built. Valuable results have already been obtained from the Vulcan flying test bed, which started its 250 hour programme of investigating the subsonic portion of the Concorde flight envelope last September.