As in many other branches of engineering, progress in propulsion controls has, for the past 30 years, meant the increasing application of electronics.

Throughout this period, the whole Aero-Engine Industry has used electronics to perform various limiting functions, particularly in the form of jet-pipe temperature limiters. However, Rolls-Royce and the British Controls Industry are undoubtedly the pioneers in the radical application of electronic technology to the control of aero gas turbines. World-wide, there are still only two aero engines in civil operation today with ‘Full-Authority’ electronic controls. They are:

The Rolls-Royce Proteus turboprop which has accumulated seven million hours in the Britannia since its entry into service in 1957. Its pre-transistor Ultra system still uses magnetic amplifiers and has achieved a very high reliability indeed, (in-flight shut-down rate = four per million engine hours).

This Memorandum describes the development of a laboratory prototype true air speed sensor for use on unmanned aircraft. The sensor works on vortex shedding principles and has a digital output. The vortices are sensed by thick film thermistor elements that are non-critical in the signal circuitry.

This paper deals with how lasers work, their applications generally and their specific applications to aircraft.

The acronym LASER stands for Light Amplification by Stimulated Emission of Radiation. The theory was written by Charles H. Townes and Arthur L. Schalow in 1958. The co-authors of the theory hold the basic patent on lasers.

In 1960 Theodore H. Maiman, of the Hughes Aircraft research laboratories, practically produced what was the most concentrated energy source known to man. A beam able to cut through a sheet of steel one third of a centimeter thick that does not contain enough energy to boil an egg.With this practical demonstration Maiman had made the first laser work.

The exact solution to the stability of a simply supported rectangular plate loaded along two opposite edges by several equidistant point loads is presented. Criteria are derived which, if met, permit the true stress state throughout the plate to be radically simplified.

A number of panel methods are now currently in use for solving potential flow about single and multi-element aerofoils. All these methods use a combination of singularities, both source and vorticity, on or inside the aerofoil surface and solve the singularity strengths by satisfying the boundary condition of zero normal flow on the surface of the aerofoil.

In this note the method developed by Basu for solving single aerofoil problem using the concept of internal singularity distribution has been applied to the case of multi-element aerofoil problem.