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The equipment described in the following article was installed in a German Messerschmidt 109 shot down over the Thames estuary. The aeroplane was shipped to the United States through arrangements made by Mrs. Winston Churchill, honorary sponsor of “Bundles for Britain.” Upon its arrival Lear engineers removed the radio apparatus, and the equipment was thoroughly tested by Mr. Lear in his laboratories at Lear Avia, Inc., Piqua, Ohio. A covering note accompanying the article says: “Mr. Lear's report on the German radio equipment stressed four points: (1) The Germans have apparently ‘frozen’ their military radio design since 1933, and standardized their tubes and components for ease of mass production and servicing. (2) Shortages of war materials are indicated by the use of ceramics instead of plastics, fibre instead of rubber and special alloys instead of aluminium. (3) The extremely limited range of the transmitter (around 5 miles) and the provision for higher power output, indicate that most German warplancs in a given squadron can talk only to one another, while only the leader can communicate with his base. (4) German aircraft radio apparatus found in the Messerschmidt cannot pass U.S. Government lest for even commercial radio equipment, and weighs more than comparable American apparatus.”

EACH September the eyes of the aeronautical World turn towards the S.B.A.C. Air Display and Exhibition with interest unequalled by any other event. It is fitting that the Display is now held each year at the airfield of the Royal Aircraft Establishment, one of the world's most prominent aeronautical research centres. This interest becomes increasingly keen too, as the preview day comes closer, because new prototypes of unorthodox designs often appear a short time before the Show to illustrate the results of years of careful planning, development and research of the particular company. These designs often mould the path of progress for smaller countries without the economic resources to forge the way ahead alone. Most British citizens are very proud of their country's place in aviation today, both in the military and civil fields. This is understood by most foreigners because it is clear that Britain has won a place in aeronautical development second to none.

A brief comparison of tooling techniques in the automotive and aircraft industries. One problem arising where the same tooling shop is used lies in the difference between the types of engineering drawings. The aircraft drawings are complicated by the fact that engineering changes are not included in the up‐to‐date working drawings.

THE second Combustion Colloquium organized by the A.G.A.R.D. (Advisory Group on Aeronautical Research and Development to the N.A.T.O. Countries) was held at the University of Liege, in Belgium, on December 5–9 last, and was attended by about 200 delegates. The seventeen papers which were presented and discussed were grouped under the following headings, although their subject matter sometimes overlapped these boundaries:

This book contains the subject matter taught by the author at the École Nationale Supérieure de l'Aéronautique and at the École Nationale Supérieure des Mines in Paris. It is thus not primarily intended for professional mathematicians, but a rigour worthy of them is maintained throughout. In particular, the ideas of mathematical analysis are freely used and the small quantity ∈ is frequently mentioned. The production of such a comprehensive work in the 916 pages is in itself a remarkable achievement, but in the reviewer's opinion very few British engineers, unless they have an unusually strong mathematical bent, will find that they can derive much profit from it.

In more than 100 years of aviation, significant progress has been made in flight control systems. The aircrafts that have entered service for the past ten years tend towards power-by-wire flight control with electrical actuators. The purpose of this study is to analyse the effects of electrical actuation on power consumption, weight and fuel consumption on a commercial transport aircraft.

The Airbus A321-200 aircraft was chosen as a case study for analysing the effects of electrical actuation on the flight control actuation system (FCAS) architecture, and Pacelab SysArc software was used for design, modelling and analysis. As alternatives to the existing system, hybrid and all-electric models are built to a set of design guidelines with certain limitations.

Compared to the existing FCAS architecture model, 80 kg weight savings in the hybrid FCAS architecture model and 171 kg weight savings in the all-electric FCAS architecture model were observed. In terms of fuel consumption, it has been observed that there is 0.25% fuel savings in the hybrid FCAS architecture model, and 0.48% fuel savings in the all-electric FCAS architecture model compared to the existing FCAS architecture model at 3200 NM.

In line with the data obtained from this study, it is predicted that electrical actuation is more preferable in aircraft, considering its positive effects on weight and fuel consumption.

In this study, three different models were created: the existing FCAS architecture of a commercial transport aircraft, the hybrid FCAS architecture and the all-electric FCAS architecture. Hybrid and all-electric models are built according to a set of design guidelines, with certain limitations. Then, similar flight missions consisting of the same flight conditions are defined to analyse the effects of power consumption, weight, and fuel consumption comparatively.

THIS is the month when librarians and library workers everywhere, their holidays over, turn to their winter plans. There are, however, some interesting events to take place before the darker and more active months come. The first is the meeting at Oxford on September 21st and subsequent days of the Federation International de Documentation. This will be followed by and merge into the ASLIB Conference, and there is in prospect an attendance of over three hundred. Our readers know that this organization produces and advocates the International Decimal Classification. It is not primarily a “library” society but rather one of abstractors and indexers of material, but it is closely akin, and we hope that English librarianship will be well represented. Then there is a quite important joint‐conference at Lincoln of the Northern Branches of the Library Association on September 30th— October 3rd, which we see is to be opened by the President of the Library Association. Finally the London and Home Counties Branch are to confer at Folkestone from October 14th to 16th, and here, the programme includes Messrs. Jast, Savage, McColvin, Wilks, Carter, and the President will also attend. There are other meetings, and if the question is asked: do not librarians have too many meetings ? we suppose the answer to be that the Association is now so large that local conferences become desirable. One suggestion, that has frequently been made, we repeat. The Library Association should delegate a certain definite problem to each of its branches, asking for a report. These reports should form the basis of the Annual Conference. It is worthy of more consideration.

In the last four years, since Volume I of this Bibliography first appeared, there has been an explosion of literature in all the main functional areas of business. This wealth of material poses problems for the researcher in management studies — and, of course, for the librarian: uncovering what has been written in any one area is not an easy task. This volume aims to help the librarian and the researcher overcome some of the immediate problems of identification of material. It is an annotated bibliography of management, drawing on the wide variety of literature produced by MCB University Press. Over the last four years, MCB University Press has produced an extensive range of books and serial publications covering most of the established and many of the developing areas of management. This volume, in conjunction with Volume I, provides a guide to all the material published so far.

Discusses US use of drug testing in the workplace, screening employees for smoking, AIDS, genetic traits and reproductive hazards. Attributes this to the costs employers face in insurance, litigation and compensation. Points out that the purpose of drug testing is to circumvent management responsibility for: accidents in the workplace, stress, bad management practices, and disregarding health and safety initiatives. Acknowledges that the tests are harmful and indefensible. Reports that 81 per cent of members of the American Management Association in 1996 conducted drug testing. Claims that screening is the alternative to monitoring – that is screening out individuals who are seen as high risk in some way – yet that misses the point – the focus should be on making hazardous working conditions safe. Indicates that companies may use drug testing as a means of deterring drug users from gravitating towards their organization. Mentions that workplace‐induced stress can lead to substance abuse and that, therefore it is management driven, rather than being a problem the worker brings to the workplace. Quotes a number of company physicians who object to policing drug use. Indicates that drug testing has diverted attention away from health and safety issues and hazardous working conditions.

Begins with a review and critical analysis of the literature surrounding the obstacles or barriers to the development of organization‐wide market orientation. Suggests that, though valiant attempts have been made to identify individual barriers, a diversity of academic opinion appears to prevail. Consequently, presents a preliminary framework for the study of barriers, which revolves around the application of a broad definition of organizational culture to orientation inhibitors. Then applies the framework of assumptions, values, artefacts and symbols to a company case study and discusses the issues involved. Draws managerial recommendations and outlines implications for further study.