History Of Aviation Research Articles

S2030103 イギリスの教科書における航空史([S203-01]機械技術史・工学史,技術と社会部門)

British George Cayley succeeded in flying a glider whose wings were fixed, carrying a person. It was 50 years before the flight success of Wright Flyer of the Wright brothers. The concept of fixed wings was totally different from preceding flight objects which imitated the fluttering of bird wings. So it was an epoch-making invention leading to the Wright Flyer. Therefore, in this study, the handling of the history of aviation in the textbooks of Secondary School compulsory education of the U.K. was inspected.

Quest for Flight: John J. Montgomery and the Dawn of Aviation in the West by Craig S. Harwood and Gary B. Fogel (review)

Reviewed by: Quest for Flight: John J. Montgomery and the Dawn of Aviation in the West by Craig S. Harwood and Gary B. Fogel Richard Byers (bio) Quest for Flight: John J. Montgomery and the Dawn of Aviation in the West. By Craig S. Harwood and Gary B. Fogel. Norman: University of Oklahoma Press, 2012. Pp. xiv+242. $29.95. In this fascinating and well-researched work, authors Craig Harwood and Gary Fogel take on a significant challenge: revising the traditional narrative of U.S. aviation history and shifting its geographical origins from Kitty Hawk, North Carolina, to the Otay Mountains of Southern California. As their research indicates, the ranks of the founding fathers of U.S. aviation should include a prominent place for their work's subject, California scientist John J. Montgomery, whose applied experiments with gliders during the 1880s and '90s, based on his observations of birds, stake a powerful claim for his inclusion alongside more famous early aviation pioneers like Glenn Curtiss and the Wright brothers. Indeed, their research indicates that Montgomery's scientific achievements stretched well beyond aviation, including foundational work in fields as diverse as ornithology, applied telegraphy, electrical engineering, rubber vulcanization, petroleum combustion, airship design and propulsion, and electrical engineering. Working largely alone and isolated and without substantial financial resources, Montgomery designed, built, and successfully flew several controlled gliders in Southern California before the turn of the twentieth century, the first man in the United States to achieve these feats. For many years a faculty member of California's Santa Clara College, where the archival collection that supports this work is now housed, Montgomery was a quintessential Gilded Age scientist, inventor, and scholar, pursuing and researching simultaneous interests in numerous fields and developing new technological approaches that yielded more than ten patents in petroleum burning, rubber vulcanization, and electrical generation, as well as in aviation. Montgomery pursued these multiple research agendas not out of desire for wealth and fame, but rather as part of an applied, altruistic research agenda designed to extend scientific knowledge. As such, he avidly avoided public recognition, particularly with his gliding research, due to contemporary skepticism regarding the viability of heavier-than-air flight. This reticence would later cost Montgomery dearly, Harwood and Fogel argue, [End Page 669] both in terms of wider peer and public recognition, and also in terms of patent royalties. Before these issues were resolved, Montgomery died while piloting one of his gliders on 31 October 1911. As a result of his premature death, his groundbreaking exploits became obscured, as other early aviation designers, in particular the Wright brothers—whom the authors single out for particular criticism—more effectively self-promoted their efforts, reaped far greater rewards, and then subsequently explicitly downplayed Montgomery's contributions to U.S. and global aviation development. Within this narrative, Orville Wright appears not in his traditional role as hero, but rather as villain, consciously and deliberately seeking to minimize Montgomery's efforts in order to protect his and his brother's patent rights and reputations. Patent politics proved a recurring theme in early aviation development, and legal brinksmanship often played into the hands of those whose pockets were deepest; as a solitary researcher located far from the financial centers of fin-de-siècle America, Montgomery lacked both the means and desire to play this often brutal game—an approach that would deny him the ability to fully capitalize on his pioneering applied research. At times, Harwood and Fogel's narrative stretches the limits of their evidence and risks sliding into polemic, but they have convinced this reviewer that Montgomery deserves greater recognition than he currently enjoys. His generous and selfless support, in the form of instruction and mentorship, of other early U.S. aviation pioneers like Curtiss and the Lougheads proved pivotal in assisting the sustainable ascent of both the Curtiss and Lockheed corporations, both of which later became cornerstones of U.S. aviation in the twentieth century. As Harwood and Fogel also show, Montgomery's glider designs and research in applied wind dynamics also heavily influenced early aircraft and glider design in Europe, particularly in France and Switzerland. Well-written and containing many beautiful sketches, as well as...

Turkey's Involvement in the F-35 Program

Turkey has been involved in the international consortium that builds the F-35 J°int Strike Fighter (JSF) since 1999. The relationship between Turkey and the consortium may appear to be rocky, however, because of Turkey's many hesitations to commit to the JSF program. In this article we argue that these hesitations are strategic, designed to extract maximum benefits for Turkey's defence industry from the consortium manufacturing the fighter jets. For in addition to wanting to buy these fighter jets, Turkey seeks to maximize the amount of local work-share to secure access to the software of the aircraft, and to accumulate enough experience that will eventually lead to designing and manufacturing a combat aircraft. Currently, Turkey's arms and aviation exports total US$i billion, and locallymanufactured items account for more than 50 percent of Turkish defence procurement. Consequently, the professed aim of building an indigenous combat aircraft can be taken as a manifestation of the pursuit of a greater share of, and a greater say in, the global arms trade.This article unfolds in three sections. In the first section, we give a brief history of military aviation in Turkey, including Turkey's efforts to develop an indigenous aircraft industry; in order to understand Turkey's involvement in the F-35 program, it is crucial to understand Turkey's desire to build a fully indigenous combat aircraft. Second, we give a timeline of Turkey's inclusion in the F-35 program and discuss the motives and goals behind Turkey's involvement in the JSF. Finally, we address the ebbs and flows in the Turkish approach to the entire JSF program in parallel to the rapidly changing international context, the cost overruns, and the extent of work-share secured for Turkish industries.MILITARY AVIATION AND AIRCRAFT INDUSTRY IN TURKEYIn May 2011 the Turkish Air Force (TuAF) officially celebrated its centennial. In 1911 the ailing Ottoman Empire created an experimental aviation unit. In its infancy, the Ottoman (and then the Turkish) air force saw action in a number of major conflicts that came in quick succession from the Balkan Wars in 1912-1913, to the First World War, to the Turkish War of Liberation in I9I9'I922- Once modem Turkey was established in 1923, submarines and aircraft became the weapons of choice for the defence of the new Turkish state. Yet aircraft had one distinct advantage over submarines-popular appeal. Hence aircraft and aviators quickly turned into symbols of progress and power in Turkey. Between 1925 and 1935, ordinary Turkish people paid for about 250 military aircraft through subscriptions raised by a nationwide fundraising drive organized by the Turkish Aircraft Association (later, the Turkish Air League, or THK), creating a strong and resilient bond between the people and aircraft in Turkey.The Versailles limitations on German arms production provided Turkey with an opportunity to have an early start in aircraft production. Seeking a way around the restrictions, the German aircraft manufacturer Junkers set up an assembly line for its A-20 military and F-13 civilian aircraft in the Central Anatolian city of Kayseri in 1925. Although this first attempt ended in failure, the Kayseri Plant was used in assembling aircraft purchased from the United States, Germany, Poland, and Britain in the 1930s. Meanwhile, several individuals had started their own businesses to design and build aircraft in Turkey. Among them, the best known were Vecihi Hurkuc, a veteran fighter pilot noted for his boldness, and Nuri Demirag, an entrepreneur and aviation enthusiast. Such private ventures bore only modest results. Nevertheless, Hurkuc in particular left a lasting mark on Turkish aviation as the builder of the first ever Turkish aircraft.1In the interwar era, Turkey followed a policy of avoiding dependence of all sorts. The Turkish government took great strides in diversifying its arms suppliers. Britain, Germany, and the US supplied bombers and trainers, while the fighters were bought from Poland. …

Open Sky: The Broad Range of Recent Scholarship in Aviation History

Aviation inspires far less historical scholarship than other major forms of transportation technology, especially automobiles and trains—and even space travel. In the years leading up to the centennial of powered flight in 2003 there were some efforts by Dom Pisano, Roger Launius and others both to refine and expand the parameters of the field and suggest emerging research questions. Yet aviation history has remained a small subfield within broader areas of interest, such as military, technology, transportation and business history. More recently, to some degree in response to the efforts of Pisano and Launius, work has been done within social, cultural and urban history, and gender studies. So while the field has been and remains hard to pin down, nonetheless interesting—if sometimes isolated—work continues.

Coordinability and Consistency in Accident Causation and Prevention: Formal System Theoretic Concepts for Safety in Multilevel Systems

Although a "system approach" to accidents in sociotechnical systems has been frequently advocated, formal system theoretic concepts remain absent in the literature on accident analysis and system safety. To address this gap, we introduce the notions of coordinability and consistency from the hierarchical and multilevel systems theory literature. We then investigate the applicability and the importance of these concepts to accident causation and safety. Using illustrative examples, including the worst disaster in aviation history, and recent incidents in the United States of aircraft clipping each other on the tarmac, we propose that the lack of coordinability is a fundamental failure mechanism causing or contributing to accidents in multilevel systems. We make a similar case for the lack of consistency. Coordinability and consistency become ingredients for accident prevention, and their absence fundamental failure mechanisms that can lead to system accidents. Finally, using the concepts introduced in this work, we identify several venues for further research, including the development of a theory of coordination in multilevel systems, the investigation of potential synergies between coordinability, consistency, and the high reliability organizations paradigm, and the possibility of reframing the view that "sloppy management is the root cause of many industrial accidents" as one of lack of coordinability and/or consistency between management and operations. By introducing and expanding on the concepts of coordinability and consistency, we hope to contribute to the thinking about, and the to language of, accident causation, and prevention and to add to the intellectual toolkit of safety professionals and academics.

NASCA Report 2: Longitudinal Study of Relationship of Exposure to Space Radiation and Risk of Lens Opacity

The NASA Study of Cataract in Astronauts (NASCA) was designed to measure the impact of exposure to space radiation on progression rates of cortical, nuclear, and posterior subcapsular cataract in U.S. astronauts who have flown in space and comparison groups of astronauts who had not flown in space, and subjects with a history of military aviation. We present our analyses of 5 years of data with an average of 3.8 exams per subject. All subjects had digital lens images with the Nidek EAS 1000 Lens Imaging System. Because of high variability and skewness of opacity measures, nonparametric methods were used to test for association between rates of opacification and space radiation exposure. First, median regression was used to collapse longitudinal data into robust estimates of progression rates (opacity severity compare to time for each eye of each subject). To quantify and test for a radiation effect, median regression with the dependent variable being the maximum of the two slopes (OD and OS) per subject was then used, adjusting for the confounding variables of age, nutritional, and sun-exposure histories. Median regression showed evidence of an association between the rate of cortical progression in the worse eye with radiation dose and age. The estimated median progression rate from space radiation being 0.25 ± 0.13% lens area/Sv/year (P = 0.062). We found no relationship between radiation exposure and progression of aggregate area of posterior subcapsular cataract or nuclear progression rates. However, longer follow-up may be needed to further understand any impact of space radiation on progression rates for posterior subcapsular cataracts and nuclear cataracts, and to characterize changes to visual acuity.

The enigma of the aerofoil: rival theories in aerodynamics, 1909-1930

Why do aircraft fly? How do their wings support them? In the early years of aviation, there was an intense dispute between British and German experts over the question of why and how an aircraft wing provides lift. British, under the leadership of the great Cambridge mathematical physicist Lord Rayleigh, produced highly elaborate investigations of the nature of discontinuous flow, while the Germans, following Ludwig Prandtl in Gottingen, relied on the tradition called mechanics to explain the flow of air around a wing. Much of the basis of modern aerodynamics emerged from this remarkable episode, yet it has never been subject to a detailed historical and sociological analysis. In The Enigma of the Aerofoil, David Bloor probes a neglected aspect of this important period in the history of aviation. Bloor draws upon papers by the participants - their restricted technical reports, meeting minutes, and personal correspondence, much of which has never before been published - and reveals the impact that the divergent mathematical traditions of Cambridge and Gottingen had on this great debate. Bloor also addresses why the British, even after discovering the failings of their own theory, remained resistant to the German circulation theory for more than a decade. result is essential reading for anyone studying the history, philosophy, or sociology of science or technology - and for all those intrigued by flight.

ON WINGS OF EAGLES; SOUTH AFRICA'S MILITARY AVIATION HISTORY

With this book, Major Dave Becker has addressed an important hiatus in the military aviation history of South Africa. On Wings of Eagles is the first all-inclusive history of the South African Air Force to be published since 1970, when the SAAF (mistakenly!) celebrated their golden jubilee. The 1970 publication, Per Aspera ad Astra, was nonetheless a useful brochure and embodied the first attempt to present the entire history of the SAAF within one cover. It was, however, too superficial and far too 'commemorative', and, by 1994, had become hopelessly outdated.

Ethiopian Law of International Carriage by Air: An Overview

Ethiopia’s aviation history goes back to the late 1920s. And, carriage of goods and passengers by air dates at least as far back as the 1940s – the decade which witnessed the establishment of Ethiopian Air Lines Corporation (now Ethiopian Airlines).  Despite Ethiopia’s relative success in commercial aviation, domestic literature on commercial air law has been scanty. Court decisions involving air carriage are rare, and one can seldom find a course on air law in the curricula of Ethiopian law schools. This article is an attempt to briefly address the gap in literature and encourage further academic discourse on Ethiopian law of air carriage with particular attention to the law and practice regarding international carriage by air. Key words: Air law, international carriage by air, the 1929 Warsaw Convention, liability of the carrier, documents of carriage, limitation of liability of the carrier

Le siècle des nuages by Philippe Forest

sont des enfants qu’on a très jeune”). The cliché holds well enough, especially in the early chapters in which the narrator relates how her mother slips into increasing dependence on her daughter. True to her training as an essayist, Fontanel writes in short bursts of anecdote complemented with musing. These vignettes about the elderly mother often begin with a health issue (a fall, a trip to the emergency room, confinement to bed) as though to underscore the incremental retreat from life. But the narrator also catalogs her mother’s small triumphs of spirit. A favorite chapter of mine recounts a night spent in the rehabilitation ward of a nursing home. As an appropriately wintry dusk falls, two elderly denizens of the nursing home, one with a walker, the other with a shabby holdall, wander the halls in search of an exit. One of them inquires with more old-fashioned courtesy than most of us could muster: “Auriez-vous l’extrême obligeance de nous indiquer la sortie, s’il vous plaît?” (63). Samuel Beckett would surely have seen the dramatic potential in such a scene; Fontanel, however, uses it as a measure of the mother’s inner conflict. The mother sees these genteel specters both as an incursion into her life—and probably a harbinger of her future status—but also as two beings worthy of respectful acknowledgment. Moreover, she recognizes the value of transmitting such human experience (“Écris-le,” [63] she exhorts her daughter). Beyond exploring the reversed parent-child relationship, the narrator strikes upon a few discoveries about herself. She takes note of the incongruous directions in which her life is dragging her as she shuttles between the world of haute couture and various healthcare facilities, between professionalism and filial duty, between success and love. Bobbing just beneath the surface of self-deprecating descriptions of herself as ridiculously dressed either for one venue or the other are the harder questions we ask ourselves in those existentialist pauses: what have I accomplished in my life? Whom and how well do I love? How much can I give without taking? These moments are handled—thankfully—with a light touch. Grandir does not have the starkness or the depth of Simone de Beauvoir’s Une mort très douce, a hallmark of the daughter-mother genre. On the other hand, Fontanel achieves a bittersweetness lacking in Beauvoir’s book, especially when the maternal character in decline makes observations about life that can still astonish and sustain her daughter. A tender, wise little book. Lawrence University (WI) Eilene Hoft-March FOREST, PHILIPPE. Le siècle des nuages. Paris: Gallimard, 2010. ISBN 978-2-07-012986-7. Pp. 556. 21,50 a. On its simplest level Le siècle des nuages is a survey of the twentieth century as refracted through the history of French aviation. If the airplane is one of the defining images of that century, the narrator’s father, a World War II fighter pilot and later a commercial aviator ought to be the symbol of the new man. Yet this new man remains remarkably similar to the old one. A good person, courageous, patriotic and religious, the father rallies to De Gaulle during the war, and, in an effort to best serve his country, he becomes at various moments a foot soldier, paratrooper, and a pilot, all without ever experiencing a moment of combat! After the war he works as an Air France aviator, eventually becoming the company ’s chief pilot. Then he retires, and one day falls dead in the street while walking his dog. Forest’s strategy of making his hero (explicitly modeled on his Reviews 593 father) such an average fellow opens the novel to a broad meditation on the meaning of history. For Forest history is something we are most often unaware of as we live it, and its mercurial nature is further complicated by the works of professional historians who inevitably provide a somewhat simplified, occasionally sanitized version of what happened and why. It is at this juncture that fiction becomes important, not because it provides clarity, but rather because it reintroduces the sloppy, the aleatory, the absurd to events experienced...

Experimental and Numerical Investigations on Nonlinear Aeroelasticity of Forward-Swept, Compliant Wings

At the beginning of aviation history, aeroelastic static instabilities represented a problem in operating monoplane aircraft. After being discovered, they were systematically avoided, since they would have led to large deformations and structural failure. A new idea (active aeroelasticity) reverts this approach and utilizes static instabilities to realize wing morphing instead of avoiding them. Another innovative idea (compliant systems) deals with structures designed to achieve large deformations within the elastic range of the material. Joining those two ideas leads to a novel class of airfoil structures (active aeroelastic, compliant airfoils) which enable operation at and beyond aeroelastic instabilities. Such structures need a new modeling approach, which includes nonlinearities of structural and aerodynamic kinds. In this paper, a non linear analysis of aeroelastic bending divergence (a phenomenon which concerns forward-swept wings) is presented, initially based on so-called low-fidelity models. Such models are, to some extent, inaccurate but allow a good insight into the physical behavior of the phenomenon and are very useful in preliminary design. The results of wind-tunnel tests follow, which were performed to investigate the aeroelastic response of a compliant airfoil model near divergence. Finally, high fidelity simulation results based on state-of-the-art methods (finite element method and fluid-structure-interaction) are shown and discussed. Those tools allow the prediction of the system response more accurately and are therefore well suited to the detailed design of active aeroelastic, compliant airfoils.

The Wright Brothers’ Patent Lawsuits

The Wright Brothers pioneered the first sustained, powered, heavier than air, manned flight on December 17, 1903 (Garber, 1978). Some say that the Wrights' invention and innovation brought the "aerial age" into being (Douglas, 2003, p. 367). Having invented something truly unique and accomplishing it before anyone else, the Wrights took prompt action to protect their invention by filing patent applications in the United States, France, Germany and Great Britain (Johnson, 2004). Once these patent applications were accepted, the Wrights spent significant amounts of time and money defending their patents (Johnson, 2004). Ultimately, the Wrights recovered little in return for their herculean efforts, and further developments of the airplane by the Wrights languished as they sought to protect what they had wrought. A student of aviation history might ask if the Wrights were "right" or "wrong" to devote so much effort to protecting their patents, when ultimately, they recovered so little, at such a great expense. This paper contends that they were ultimately right.

Flying the Secret Sky (review)

Reviewed by: Flying the Secret Sky Michael W. Young Flying the Secret Sky (2008). Produced and Directed by William VanDerKloot. Distributed by VanDerKloot Film & Television/WGBH Boston Video. http://www.flyingthesecretsky.com 74 minutes. William VanDerKloot's award-winning documentary Flying the Secret Sky is a tale of often-neglected heroism in World War Two that departs from the usual retellings of "history-as-we-know-it." The opening shots of this story of aviation history are not of a wide, blue sky but the dark, trashing North Atlantic Ocean currents and ripping whitecaps, and its central figure is not a dashing young aviator, but Winston Churchill. As the film's narrative explains, this is the history of the Royal Air Force's Ferry Command. The director begins his tale with the very first powered flight across the ocean, an event that began Churchill's long relationship with the Ferry Command. The year was 1919, and the plane was piloted by two English flyers whose achievement was formally celebrated by Churchill, a successful politician and amateur flying aficionado. The years that followed saw Lindberg's solo flight between the two shores, and the ensuing popularization of transatlantic flight. But the routes across the North Atlantic, especially the ones closer to the Arctic, were still considered very dangerous by the beginning of the war. Nevertheless, beginning in November of 1940, these routes became the paths that allowed Britain to be quickly resupplied with desperately needed warplanes. VanDerKloot's story is told in three major sections, but the greatest attention and affection are seen in the first, the creation of the initially clandestine team of civilian daredevil flyers, mainly from America and Canada, and the last, the adventures of the director's father as commander of a special VIP transport that most famously carried Churchill throughout the war. [End Page 142] The Command was not a secret organization. In fact, its adventures were featured on the screen in the popular 1941 film Yank in the RAF, in which the title character, played by matinee idol Tyrone Power, made one of the Command's deliveries to England. The operation had to balance the need to recruit with necessary security. The real-life flyers — a collection of crop dusters, barnstormers, airline captains, and young men, often only 18 or 19 years old, from the US, Canada, Poland, France, and elsewhere who had learned to fly before the war — were initially given jobs as employees of the Canadian Pacific Airways and remained civilians. Many were small-town lads who suddenly had money to spend. They were quartered in Montreal's posh Mount Royal hotel, and spent the war years enjoying the nightlife of a cosmopolitan city, while facing death over the ocean every few weeks. The RAF deemed the Command's initial mission so hazardous that it would not allow any of its pilots to participate. Despite these warnings, the civilians took their fresh-from-the-factory planes for test flights from the city's Duval Field, and then embarked on an eight-hour trip to Gander, Newfoundland. From there, they still faced an additional 2000-mile nighttime journey across the frigid ocean, using the stars for navigation, in planes that were not designed for such long trips or such hostile weather. Despite the odds, all seven Lockheed Hudsons made the 3000-mile flight to the UK. In late 1941, the RAF formally took over the operation and re-named it Ferry Command, militarizing the operation and even putting the flight crews into special uniforms, though many were still civilians and receiving substantially higher pay than their RAF compatriots. The Command's missions also expanded from the North Atlantic re-supply shuttle to moving planes, important people, and materials to outposts across the globe. Brightly colored home movies, shot by some of the crewmembers, illustrate these changes, showcasing the Command's exotic new destinations, and the change from worries about ice forming on their wings to those about catching malaria. The middle section of the film focuses on this period, and on the impact of both the United States' entrance into the war and improvements in aircraft technology on the now military-run operation. The...

Impacts and Responses of Icelandic Aviation to the 2010 Eyjafjallajökull Volcanic Eruption

Despite volcanic eruptions in earlier times, the eruption of Iceland's Eyjafjallajökull in April and May 2010 served as a climactic point in aviation history. Stakeholders in the air traffic industry were forced to reevaluate policies, safety standards, and guidelines and to seek new methods for data collection. The geographic location of Iceland in the Northern Atlantic air traffic region places it in a critical location. Volcanic eruptions there can radically affect the European and North Atlantic air traffic. The sequence of events is described, and the impacts from an Icelandic perspective are highlighted. Interviews with key authorities in the Icelandic aviation community revealed important issues that must be addressed. They relate specifically to updating the notice-to-airmen messaging system, enhancing the ash-monitoring and -forecasting system, and developing policies that provide structure for all stakeholders to harmonize their decisions and actions.

Etihad: contributing to the UAE vision through Emiratisation

Subject area Strategy, Emiratisation (national policy); human resources (recruitment, training and development, organizational culture and values) and marketing (branding, communication), tourism (destination image). Study level/applicability Undergraduate and Postgraduate Business and Management. Case overview This case highlights the strategy and initiatives taken by Etihad to attract Emirati employees (local nationals) to join the organization. Etihad Airways is the national airline of the United Arab Emirates (UAE), based in Abu Dhabi, the national capital. Since its inception in 2003, the airline has grown faster than any other in commercial aviation history; it currently flies to more than 60 destinations in Africa, Asia, Australia, Europe, the Middle East and North America. In the UAE, nationals or Emiratis comprise only 20 per cent of the overall population. According to the UAE 2021 Vision, the government's focus is on building the human capabilities on knowledge and innovation for Emiratis. This vision is reinforced in the Abu Dhabi Economic Vision 2030, which aims to boost national participation, encourage women (national women are on average more highly educated than the men) and decrease the education – market demand gap through training. Expected learning outcomes This case can be used to teach strategy from the point of view of government, human resources and marketing. From the government point of view parallels can be drawn to other nations whose government have focused on policies to create opportunities for and to encourage local employability. An example of a similar programme that was very successful is the “Bumiputra” programme created for indigenous Malaysians in 1971. In the area of human resource strategy, recruitment, training, inculcation of corporate values are some areas that can be reinforced. Form the point of view of marketing; the case can be used to discuss branding from the point of view of people, loyalty building (internal) and communication (internal and external). Destination branding and the role airlines play can also be a discussion point from the strategic point of view with some opportunity for macro-environmental analysis using the PESTLE model. Supplementary materials A teaching note available upon request.

S202011 世界航空技術史における二宮忠八の評価([S20201]機械技術史・工学史(1))

Chuhachi Ninomiya, who didn't have access to information about airplane development in Europe and America, succeeded independently in flying a miniature aircraft which resembled a crow. This flight took place 12 years prior to the Wright brothers' success. And he also conceived an aircraft design resembling a jewel beetle. His achievement should be valued more highly. However, his name is not well-known even in Japan, and likewise his name is not present in world aviation history. Approaches to evaluating the achievements of Ninomiya more fairly and to ensure his name become present in world aviation history are examined.

Threats of MANPADS and Its Counter-Measures

The International air transportation industry provides a vital communication link which brings prosperity to many states in our modern age. This invaluable link has been threatened by terrorism. Airlines have been one of the most attractive targets in the eyes of terrorists for several reasons, including particularly the international and symbolic nature of aviation, and the potential of multi-governmental involvement which can inevitably generate wide publicity. Terrorist attacks against civil aviation have been committed since the earliest days of civil aviation history. The first attack against civil aircraft dates back to the early 1930s. Since then, aircraft hijacking and other forms of attack against air transport operations have become one of the most serious challenges to the safety of flying. In recent years, a new form of threats against civil aviation has appeared. Man-portable air defense systems (MANPADS) in the hands of criminals, terrorists, and other non-state actors pose a serious potential threat to passenger air travel, the commercial aviation industry, and military aircraft around the world. The purpose of this study is to provide some countermeasures against such attacks. In order to foster a better understanding of the problem, an introduction of MANPADS and a brief history of attacks using MANPADS are presented. It also examines the level of threats, trends of attacks using MANPADS and the possible countermeasures to be taken by the international community.

Flight physics: essentials of aeronautical disciplines and technology, with historical notes

Preface 1 History of Aviation 1.1 Introduction 1.2 Early history and the invention of ballooning 1.3 The period between 1799 and 1870 1.4 The decades between 1870 and 1890 1.5 From 1890 until the Wright Flyer III 1.6 European aviation between 1906 and 1918 1.7 Aviation between the world wars 1.8 Development after 1940 Bibliography 2 Introduction to Atmospheric Flight 2.1 Flying - How is that possible? 2.2 Static and dynamic aviation 2.3 Forces on the aeroplane 2.4 Lift, drag and thrust 2.5 Properties of air 2.6 The earth's atmosphere 2.7 The standard atmosphere 2.8 Atmospheric flight Bibliography 3 Low-Speed Aerodynamics 3.1 Speed domains and compressibility 3.2 Basic concepts 3.3 Equations for steady flow 3.4 Viscous flows 3.5 The boundary layer 3.6 Flow separation and drag 3.7 Shape and scale effects on drag Bibliography 4 Lift and Drag at Low Speeds 4.1 Function and shape of aeroplane wings 4.2 Aerofoil sections 4.3 Circulation and lift 4.4 Aerofoil section properties 4.5 Wing geometry 4.6 High-aspect ratio straight wings 4.7 Low-aspect ratio wings 4.8 The whole aircraft Bibliography 5 Aircraft Engines and Propulsion 5.1 History of engine development 5.2 Fundamentals of reaction propulsion 5.3 Engine efficiency and fuel consumption 5.4 Piston engines in aviation 5.5 Gas turbine engine components 5.6 Non-reheated turbojet and turbofan engines 5.7 Turboprop and turboshaft engines 5.8 Gas turbine engine operation 5.9 Propeller performance Bibliography 6 Aeroplane Performance 6.1 Introduction 6.2 Airspeed and altitude 6.3 Equations of motion for symmetric flight 6.4 Steady straight and level flight 6.5 Climb and descent 6.6 Gliding flight 6.7 Cruising flight 6.8 Take-off and landing 6.9 Horizontal steady turn 6.10 Manoeuvre and gust loads Bibliography 7 Stability and Control 7.1 Flying qualities 7.2 Elementary concepts and definitions 7.3 Tail surfaces and flight control 7.4 Pitchingmoment of aerofoils 7.5 Static longitudinal stability 7.6 Dynamic longitudinal stability 7.7 Longitudinal control 7.8 Static lateral stability 7.9 Dynamic lateral stability 7.10 Lateral control 7.11 Stalling and spinning Bibliography 8 Helicopter Flight Mechanics 8.1 Helicopter general arrangements 8.2 Hovering flight 8.3 The rotor in level flight 8.4 Flight performance 8.5 Stability and control Bibliography 9 High-Speed Flight 9.1 Complications due to the compressibility of air 9.2 Compressible flow relationships 9.3 Speed of sound and Mach number 9.4 Flow in a channel 9.5 Shock waves and expansion flows 9.6 High-subsonic speed 9.7 Transonic speed 9.8 Supersonic speed 9.9 Supersonic propulsion 9.10 Performance and operation Bibliography A Units and Dimensions B Principles of Aerostatics Index

Death from the Heavens: A History of Strategic Bombing

Reviewed by: Death from the Heavens: A History of Strategic Bombing Harold Dorn (bio) Death from the Heavens: A History of Strategic Bombing. By Kenneth P. Werrell. Annapolis, Md.: Naval Institute Press, 2009. Pp. xv+332. $44.95. The history of military aviation is packed into the 105 years from the Wright brothers' wood-and-canvas contrivance to today's astonishing technological innovations—missiles fired from submarines, pilotless aircraft, and "smart" bombs. Kenneth Werrell has chosen to write an account of one dimension of this dismal history: strategic bombing. It is fraught with moral and political issues and controversies. Many millions of civilians have been killed or injured, sometimes accidentally ("collateral damage"), sometimes as victims of indiscriminate bombing, and sometimes as deliberate targets. Most of these civilian casualties were the result of American operations, a circumstance that muddies the moral and political waters. Werrell skirts these issues and devotes most of his text to the aircraft used to carry out the operations and to the strategic principles that guided them. Strategic bombing, which means the bombing of the enemy's rear areas, including cities, rather than auxiliary operations like the support of ground forces, was conducted extensively by the American, British, and German air forces during World War II. Werrell's knowledge of the technical specifications of the aircraft that carried out the attacks is impressive: "The manufacturer modified the aircraft by moving the fuel tanks from the nacelles into the fuselage, substituting props rotating in the same direction for opposite rotation, and using high power engines, which merited its redesignation as the O/400" (p. 17). He also gives clear accounts of the strategic bombing doctrines of its early advocates, who expected the bomber to bring about short wars, albeit with high civilian casualties. He quotes British prime minister Stanley Baldwin, who reported to Parliament in 1932 that "there is no power on earth that can protect [the civilian] from bombing.… The only defense is the offense, which means you have to kill more women and children than the enemy if you want to save yourselves" (p. 32). In his final chapter, Werrell offers a sober assessment of strategic bombing in the twentieth century, asking whether it has "delivered on the promises of its advocates." His provisional answer is negative—it did not break civilian morale, and while the attacks disrupted the enemy's war effort, they were not decisive: "The record during its first century reveals that strategic bombardment is a case study of promises unfulfilled" (p. 300). On the moral, political, and legal controversies surrounding strategic bombing, Werrell is disappointingly brief, in contrast to his extensive discussion of the technical and doctrinal dimensions of the subject. The ongoing controversy over the decision to use the atomic bomb is dismissed in a few sentences with the common opinion that it was justified by "the desire to win the war as quickly as possible, with the fewest American casualties" [End Page 1035] (p. 148). The book would have more to ponder and chew on if Werrell had at least referred to some of the political factors that may have influenced the decision to use the bomb (see e.g. Gar Alperovitz, The Decision to Use the Atomic Bomb [1995]). And on the legality of strategic bombing, Werrell turns a blind eye. There are some grounds to believe that strategic bombing overlapped the doctrine of war crimes. Telford Taylor, who was chief U.S. prosecutor at the Nuremberg war-crimes trials, believed that American pilots shot down in North Vietnam should have been tried as war criminals because their actions violated the Geneva Conventions that forbid indiscriminate bombing. And Robert McNamara, secretary of defense at the time, later estimated that between 1965 and 1968 American bombardment of North Vietnam caused more than a million deaths and injuries each year (Robert Richter, "War Hero or War Criminal?" Counterpunch, 14 October 2008, http://www.counterpunch.org/richter10142008.html [accessed 18 May 2010]). A few untidy facts such as these could have found their place in a historical study of aerial bombardment. They would have given the book the provocative quality that the subject calls for. As it stands, this book is long...

Aged Wine and Symphonic Perfection

In this issue, Lin and Pai evaluate the impact of increasing surgeon age on in-hospital mortality associated with coronary artery bypass grafting (CABG) surgery. They conclude that age and experience afforded to a surgeon by seniority is directly linked to improved outcomes [1]. The concept of experience and improved outcomes is not new, nor is it novel to the operative environment. In many industries, experience has been shown to have an impact on outcomes of performance. Before we analyze the surgical model with age-related outcome bias, let us consider an example in recent aviation history where experience was deemed to lead to a better outcome. The landing of US Air flight 1549 in New York’s Hudson River earlier this year by Captain Sullenberger, who had 19,000 hours of flight experience in the cockpit, was directly related to the fact that he was able to perform an exacting landing in the face of engine failure, thereby saving countless lives. It is no mystery that wine aged to perfection indeed tastes better. It is also amply evident that more experienced surgeons perform complex operations with better outcomes, whereas younger surgeons may have less than desirable outcomes even after routine procedures owing to their lack of experience. One of the underlying reasons is perhaps the quality of training a surgeon receives during residency or fellowship. It has been noted that although trainees may have been exposed to a lot of procedures their skill is commensurate with that of procedures they have actually performed. It is also a duly noted fact that senior surgical faculty are better at training residents because they know that a technical error made by a resident can be rectified by the senior surgeon’s experience. Many skilled professors of surgery with thousands of operations behind them allow the resident to do more in the operating room because they know that they can fix any mistakes made by the resident and still have a good outcome. The junior surgeons are more resistant to such liberality in the teaching setting because they may not be skilled enough to rectify technical mistakes made by the residents. Yet, as mentioned before, most clinical setups have both senior and junior surgeons performing the operations. When a difficult operation is scheduled by a junior surgeon, she or he is afforded the courtesy of being assisted by a ‘‘senior partner,’’ thus ensuring a favorable outcome. This is not to ignore an important argument that must be taken into consideration while analyzing surgeons’ age-related outcomes—the fact that senior surgeons usually have the liberty to be selective about whom they operate on and may have the clout to choose the lowest-risk patients, thus allowing them access to a patient pool that is likely to have better outcomes. Consequently, the ‘‘junior surgeon’’ gets the less favorable cases; and between his or her lack of experience and the high-risk cases, it is a setup staged to result in less than desirable outcomes. It is further noted that senior surgeons, based on their experience, have developed operative logistical maneuvers over the years that allow them greater reproducibility of the technical skills that are required when performing simple or even complex operations. Their movements and operative steps are more consistent and more fluid than those of the junior surgeon, whose technique is still evolving. When considering a CABG procedure, one could view this complex operation as an array of serial successive steps that are added together systematically and that would include opening the chest, harvesting the bypass conduits, A. Chaudhry M. G. Massad (&) Division of Cardiothoracic Surgery, The University of Illinois at Chicago, 840 S. Wood Street, CSB 417 (MC 958), Chicago, IL 60612, USA e-mail: mmassad@uic.edu