Aircraft Engineering and Aerospace Technology

doi: 10.1108/eb035295pmid: N/A

High Temperature Engineers Limited of Fareham, Hampshire, have spent three years in the study, development and application of carbon fibre technology and, with the aid of various authorities, including the Royal Aircraft Establishment at Farnborough, have gained wide knowledge and experience leading to the practical application of carbon fibre. When considering the commercial viability of potential products, it was accepted that structural tubes and push‐pull, or torsional control rods, as used in the aerospace industry, would be ideal for manufacture in carbon fibre and could be offered at competitive prices. The Company is now equipped to produce economically precision tubes for such applications with tolerances on longitudinal accuracy, wall thickness and material consistency as good, if not better than seamless, drawn aluminium alloy and steel tubes.

doi: 10.1108/eb035296pmid: N/A

IT is difficult to over estimate the importance of the visual display in flight simulation. The resolution of the engineering problems associated with this subject have been given the highest priority by all simulator manufacturers over the past years. Until an effective and reliable visual system was available to give the correct cues to the pilots, simulation was confined to research and to a limited range of training manoeuvres. Visual simulation really came of age about six years ago when the Federal Aviation Agency in the USA first allowed training credits for manoeuvres such as engine out on takeoff and circling approach, reducing the training that could not be done in the simulator with visual system to a small percentage. Today, a pilot's transition training can occupy about twenty hours in the simulator, but only about two in the aircraft.

Dunford, M.J.

doi: 10.1108/eb035297pmid: N/A

FOR the past decade the case for simulator training has been based on the cost savings that can be achieved over training aircrew in actual aircraft.

Matthews, N.O.

doi: 10.1108/eb035298pmid: N/A

FLIGHT simulators have been in use for many years as training aids and research facilities for fixed wing aircraft. Some helicopter simulators have been built for both training and research purposes but, in the main, these devices have treated the Helicopter problem by considering the aircraft as having similar characteristics, once air‐borne, to the fixed wing aircraft. Such simulators have not, therefore, been capable of simulating hover and vertical movement particularly from the visual point of view. Some helicopter research simulators have, however, been used in the United States but the limitations of these machines were such that they were never developed as training aids.

Polak, P.

doi: 10.1108/eb035299pmid: N/A

This paper suggests ways of improving rotor flow patterns in centrifugal compressors, thereby hoping to raise overall efficiency. The experimental work of Fowler is compared and contrasted with theoretical predictions by Stanitz and others. Based on these, design proposals are made to counter the effects noted.

doi: 10.1108/eb035300pmid: N/A

BRITISH AIRLINES LOOK AT 6,000 MILES RANGE FUEL EFFICIENT TRISTAR LOCKHEED is discussing with British Airways, British Caledonian and other world airlines a new long‐range version of its Rolls‐Royce powered TriStar jetliner. Designated the L‐1011‐500, it could be available by 1978 and will be powered by the RB 211‐524 engines of 50,000 lb each.

doi: 10.1108/eb035301pmid: N/A

An interim report on London helicopter operations, published by the Civil Aviation Authority, analyses the existing situation, makes an initial forecast of future demand and outlines the issues and problems which would arise in satisfying that demand.