At last year’s Symposium ‘Designing from the inside out’ the keynote address made a strong case for improved matching of the machine to the man, starting with an understanding at the project stage of the optimum way that systems should be designed to achieve integration between man and machine. This year, we are discussing one aspect of human engineering—the presentation of information to the pilot.

The first part of this paper was concerned with the evaluation of the now classic form of low noise, single stage front fan engine as used on all contemporary designs of large subsonic civil aircraft.

This second part deals with other forms of the aircraft gas turbine which we have categorised as unconventional in the sense that they seek to achieve one or more of the following objectives:

1. (a) a superior performance by moving towards more extreme constant pressure gas turbine cycles;

2. (b) a superior performance by use of a different thermo-dynamic/propulsive system;

3. (c) a performance which requires an ability to modify the thermodynamic cycle at different flight conditions;

4. (d) uses for the engine which are additional to the normal propulsive role.

In the main, these engines are, as their title suggests, not generally adopted as powerplants for production aircraft and their often specialist role must detract from their wide use in a range of aircraft. However, it could be argued that the classic design of engine will soon be approaching a plateau of achievement and therefore some degree of unconventional form will be required in future to advance aircraft performance.

The purpose of this paper is to describe a new component for spacecraft. The subject is not quite new in that the author presented a paper (Ref. 1) on the subject this year.

The original idea for the device came from thoughts about an extension beyond the terms of reference of a study contract. After a proposal had been made it became apparent that Cloutier of Hughes Aircraft had made a remotely similar proposal, but apart from its mention in some letters, no publication has been seen by the author.

The preceding symposium papers have indicated the saleable developments on offer in the constituent parts of the civil transport system and their collective impact in aircraft project terms is covered in the paper by Brown and Lawson.

As the aircraft industry matures performance gains come less readily and costs have become a much greater determinant of progress. This paper therefore considers some of the fundamentals of cost reduction. This topic cannot be considered in isolation; cost reductions must be balanced against product effectiveness and there are major interactions between possible cost levels and sales volume. Thus, it is necessary to treat the subject in the broader framework of commercial viability. This paper attempts this task. It starts with the more direct cost questions, considers market interaction factors and concludes on a positive note by a critical review of the investment decisions needed, many of which are urgent and of critical importance to the future of the industry.

The conventional landing technique for most aircraft involves a constant speed approach along a well denned glidepath. The speed is selected to maintain an adequate margin above the stall. Allowance is made for wind conditions. At the beginning of the landing approach a pilot is quoted a nominal mean surface windspeed and direction by radio contact with the airfield control tower. The local controller is provided with a conventional meteorological office dial-reading anemometer but, because of other duties, does not monitor it continuously.