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THE partial pressure of the oxygen content in the atmosphere decreases directly with the atmospheric pressure, i.e., with the altitude, the proportion of oxygen in the atmosphere (about 20·9 per cent) remaining practically constant in the substratosphere.

This case is based on a project carried out in a tertiary care hospital of the Northeastern region of India for a period of eight months and is written by Dr Ankit Singh, Dr Meenal Kulkarni and Mr Avinash Poojari. The case was developed with the help of the hospital’s management team, disguised on request as Mr Raghugopal Ramalinga (Chief Hospital Administrator), Mr Suresh Kumar (Chief Engineer), Ms Linney Krubah (Chief Nursing Superintendent), Dr Premanand Ale (Chief Medical Superintendent) and Mr Srikrishna Shukla (Chief Finance Officer).

This case is about Trident Hospital, which faces issues pertaining to oxygen supply. Oxygen supply at Trident Hospitals is through three options as highlighted in the case, but due to the lack of preventive maintenance and no risk assessment done for the crucial medical oxygen, interruptions and additional work for the staff became a common phenomenon. The existing situation can lead to patient harm or death and can attract medico-negligence suit against the hospital, threatening the overall existence of the hospital. The hospital administrator is currently viewing the problem from only the cost perspective, which is a high-risk and a short-term approach.

Students pursuing full time/part time/diploma programme in health-care management, hospital administration/hospital operations; and undergraduate and post-graduate level students.

Improving the medical oxygen supply chain (MOSC) is important to cope with the uneven demand and supply seen in the MOSC when India faced the second wave of COVID-19. This improvisation increases the supply chain (SC) maturity and consequently the efficiency and resiliency to tackle oxygen shortage across the country and to prevent another similar scenario from ever happening. The purpose of this study is to identify and prioritize the solutions to overcome the issues faced by the MOSC during the second wave of COVID-19 cases in India and in turn reduce the extent of casualties in the expected third wave.

This paper uses best worst method (BWM) and fuzzy technique for order performance by similarity to ideal solution to classify the sub-criteria for solutions to solve major SC issues. BWM is used to determine the weights of the sub-criteria and fuzzy technique for order performance by similarity to ideal solution for the final ranking of the solutions to be adopted.

The result of this study shows that the Internet of Things based tagging system is the best solution followed by horizontal and vertical integration of SC in making a resilient and digitized MOSC capable of handling general bottlenecks during a possible third wave.

The research provides insights that can enable the personnel involved in MOSC. Proper understanding will help the practitioners involved in the SC to effectively tailor the operations and to allocate the resources available in an effective and dynamic manner by minimizing or eliminating the pre-existing bottlenecks within the SC.

The proposed framework provides an accurate ranking and decision-making tool for the implementation of the solutions for the maturity of the MOSC.

A description of how oxygen pressure vessels for the prototype B.A.C./Sud Concorde are manufactured from seamless steel tubing produced by the Weldless works of Tubes Limited and an outline of the salient features of the Concorde's oxygen system for crew and passengers. On February 28, 1968—just fourteen months hence—the first prototype Concorde supersonic airliner (FIG. 1) will make its maiden flight from the Toulouse‐Blagnac airfield in France. Six months later the second prototype will make its first flight from British Aircraft Corporation's airfield at Filton, Bristol. In September 1969, and November 1969, respectively, two pre‐production aircraft will fly for the first time—these having a longer fuselage, higher gross weight, additional fuel capacity and higher payload capacity than the prototype aircraft. Apart from the fact that the pre‐production types will carry full flight test instrumentation, they will be fully representative of production Concordes—60 of which have already been ordered for service with thirteen leading world airlines.

IN the later stages of the War, aerial maoœuvres at high altitude became increasingly frequent for well‐defined reasons, and, since the War, the tendency has been to provide certain types of aircraft capable of a rapid climb to heights in excess of 25,000 ft. Much work on high‐altitude flying has been done in this and other countries, and notably in the United States, where the present height record of 43,166 ft. is held. This climb was achieved on June 4, 1930, by Lt. Soucck, U.S.N. in an Apache aeroplane. The previous record of 41,794 ft. was held by a German pilot, Willy Neuenhofen, flying a Junkers monoplane. What these figures mean and how they were calculated need not be discussed, for the heights are so huge as to make any comment unnecessary, and when the difficulties of maintaining engine power, effective breathing, necessary warmth of the pilot, and the freedom of controls in temperatures approximating to 90 deg. F. of frost are considered, the performances stand out as unique in technical skill and physical endurance.

TEN THOUSAND AND NINETY gallons of usable fuel are carried in six integral type tanks, three in each wing, the individual tank capacities per wing being: No. 1 Tank (Inner) 2,865 gallons, No. 2 Tank (Centre) 1,750 gallons, No. 3 Tank (Outer) 430 gallons. Each tank is equipped with two booster pumps mounted in canisters which permit pump replacement without draining the tanks.

Two new products of considerable significance are to be unveiled at Paris by Elliott‐Automation Ltd., in addition to a full range of their other products. A display on the B.o.T. stand will highlight their achievements in the field of flight control for automatic landing (AIRCRAFT ENGINEERING, September 1966, p. 49). The Concorde autopilot will be featured on their own stand, with the latest autopilot control panel for the pre‐production aircraft which embodies nightly sophisticated push‐button switching on show. Another exhibit will be the Starling state 5 attitude control system for the Skylark sounding rocket.

This paper aims to determine the regression rate using wax fuels for three different grain configurations and find a suitable grain port design for hybrid rocket application.

The design methodology of this work includes different grain port designs and subsequent selection of solid fuels for a suitable hybrid rocket application. A square, a cylindrical and a five-point star grained were designed and prepared using paraffin and beeswax fuels. They were tested in a laboratory-scale rocket with gaseous oxygen to study the effectiveness of solid fuels on these grain structures. The regression rate by static fire testing of these wax fuels was analyzed.

Beeswax performance is better than that of paraffin wax fuel for all three designs, and the five-slotted star fuel port grain attained the best performance. Beeswax fuel attained an average regression rate ≈of 1.35 mm/s as a function of oxidizer mass flux Gox ≈ 111.8 kg/m² s and for paraffin wax 1.199 mm/s at Gox ≈ 121 kg/m² s with gaseous oxygen. The local regression rates of fuels increased in the range of 0.93–1.194 mm/s at oxidizer mass flux range of 98–131 kg/m² s for cylindrical grain, 0.99–1.21 mm/s at oxidizer mass flux range of 96–129 kg/m2s for square grain and 1.12–1.35 mm/s at oxidizer mass flux range of 91–126 kg/m² s for a star grain. A complete set of the regression rate formulas is obtained for all three-grain designs as a function of oxidizer flux rate.

The experiment has been performed for a lower chamber pressure up to 10 bar.

Different grain configurations were designed according to the required dimension of the combustion chamber, injector and exhaust nozzle of the design of a lab-scale hybrid rocket, and input parameters were selected and analyzed.

Brief Details of Materials, Components and Equipment Produced by a Number of Companies in Support of the Hawker Siddeley Trident Programme. THE basic design philosophy, development background, aerodynamic design, structural design, autoland system, flying controls systems, interior arrangements, and operational features of the Hawker Siddeley Trident have been dealt with in considerable detail in the preceding articles. The object of this final article is to provide ‘back‐up’ information, especially on the systems side, but whereas the earlier articles have been largely concerned with overall systems and philosophies, it is intended to describe here specific materials, components and equipment produced by a number of companies in support of the Trident programme.

It was a good Farnborough Show … for those who went to see the flying displays and the weather was a great consolation. But it was an unusual Farnborough in some respects, first because of the good weather and this does bear repetition, and it does make such a difference to setting up the Show to its progress through the week and to the mood of the people there.