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NOW USED BY THE ENGINEERING AND MAINTENANCE GROUP OF THE K.L.M. ROYAL Dutch Airlines at Schiphol, Amsterdam, for the cleaning of aero engine oil coolers, is a new device which makes use of ultra‐sonic sound waves.

THE future of carbon fibre laminates in high‐tech industries such as aerospace receives a substantial boost by the development of an advanced 10‐axis computer controlled ultra‐sonic scanning machine designed and manufactured by the UK metrology specialist LK Ltd.

The objective of this article is to investigate the binding of several lactones to soya protein isolate and soya protein under different conditions and, particularly, the extent of binding of the lactones γ‐9, γ‐10, δ‐10 and δ‐11, in different concentrations as well as the effect of various parameters on their binding ability.

Capillary column gas chromatography was used for the determination of lactones and the manual system was used for taking samples and for headspace analysis. Infrared spectroscopy was used for confirmation and investigation.

The percentage of binding of lactones γ‐9, γ‐10, δ‐10, δ‐11 on the soya protein is almost the same (about 33‐34 per cent). According to the Klotz equation, the bound ligand concentration was calculating as the number of moles of ligand bound per mole of protein. The results varied, but were similar. Specific experiments in water system with soya protein isolate (1 per cent) showed that the time taken for lactones γ‐10 and δ‐11 to reach equilibrium, the factors of temperature and pH affected the percentage of lactone bound.

The amount of added lactone in products containing soya protein isolate should be investigated by using panel tests to confirm the improvement of flavour.

Flavour binding of lactones can be used to provide some foods with the required flavour impression by adding lactones to a bland soy protein base.

The flavour binding of lactones, which was investigated in the present paper, has not been adequately investigated in previous scientific research and the effects of the factors that influence their binding are very important.

No‐fines concrete (NFC) is an open textured cellular concrete obtained by eliminating either fines or sand from the normal concrete mix. Research in the 1950s showed this material to be capable of energy and cement savings and worthy of being seen as a material that would revolutionise the way affordable homes could be built. In today's context, it may be argued that homes built using this material suffer from fuel poverty as a result of their thermal performance characteristics. This paper seeks to discuss the performance characteristics of NFC in social housing by identifying the nature of the material and the influence of pore structure on heat loss through the fabric of the building.

Exploratory work was carried out to determine the build and performance characteristics of NFC as used in a range of social housing units. The work includes both laboratory tests and site investigations to identify the physical, thermal, visual and quality characteristics of NFC in cores taken from existing housing units in Irvine, Scotland and units cast in the lab.

The findings from the tests are used to discuss the actual characteristics of NFC and highlight the nature of pores in NFC and, their influence on heat loss through the external fabric.

Identifying the nature of pores in NFC helps provide approaches towards optimising solutions aimed at improving the thermal performance of the building.

This paper is the first to discuss the on‐site build and performance characteristics of NFC and the nature and influence of pores on the thermal performance of NFC.

A method of determining the thickness of a metal plate with an ultrasonic thickness gauge is spreading from the chemical to the shipping industry. In both applications it is being found a reliable and economical alternative to mechanical measurement, while recent developments have made it possible for the method to be used by normal maintenance personnel.

Non‐destructive testing (NDT) makes use of the controlled application of physical phenomena to materials so that interpretation of signals derived from the materials indicates their fitness, or otherwise, to perform a design function. The purpose of NDT is to ensure that mainly load carrying components and structures are free from defects. Established non‐destructive testing has become of primary importance in aircraft maintenance and manufacture both as a positive indication for safety and as a method of saving costs. This article written for aircraft engineers is a broad review of the development of NDT in their industry and a brief indication of the status of its various components today.

Examines the use of a precision robot for automatic testing of complex geometries with free‐form surfaces. Each of its three rotation and bending axes have directly driven DC motors and high accuracy optical angle sensors. The distance between the ultrasonic probes and the workpiece can be measured by means of an ultrasonic distance sensor and the data gathered is transmitted to a workstation a graphical representation is produced which is visualised in real time by means of a high‐speed graphics processor. Using menu‐driven software, components with almost any free‐form surface can rapidly be excoriated, modelled and tested with freely selectable paths of very high resolution.

Considerable headway is being made in the acceptance of non‐destructive testing methods for refinery construction and maintenance. If properly used, these techniques constitute a valuable tool for determining the quality of workmanship (in acceptance tests of refinery equipment) and the survival outlook of installed equipment which may be exposed to mechanical wear, erosion or corrosion. They find further application in locating obstructions which may form in pipelines or other equipment.

A new installation at the Akron, Ohio, U.S.A. plant of the Goodyear Tire and Rubber Co. enables tests to be carried out on tyres for aircraft and high‐performance automobiles. The dynamometer system provides the designer with the opportunity to duplicate the tyre life for all conditions of aircraft operation including: taxiing, take‐off, landing and also cross‐wind effects. The stimulation of surface speeds up to 320 m.p.h. can be effected and hence, because of the physical dangers involved in a tyre failure at this high running speed, actual test runs are viewed on a closed circuit television screen.

Profile on an Essex company which offers a subcontract, computerised sheet metal components service. With Lotus Cars and Mitsui among its customers, Fereligh says it can cut manufacturing investment costs and lead times.