The first point to consider is whether the design should take the form of a monoplane or a biplane. For a reasonably low wing loading and high aspect ratio one immediately finds that the structural weight of the wings alone comes-out rather heavy for a monoplane. If to this be added the necessarily relatively high structure weight of the hull and floats, one is led to the conclusion that to keep the weight down so that the machine may come under the term “ light,” a biplane seems preferable to a monoplane. There is also the point that it is desirable to keep the ailerons well clear of the water. This is easily arranged in the case of a biplane by having the ailerons on the top wing only.

One next considers whether it would be preferable to have a twin-float seaplane or a flying boat design. The flying boat can be moored out in all weathers short of a gale. This is a great advantage from the ordinary user's point of view. The twin-float seaplane does not possess, in one's opinion, this advantage to the same degree.

The 987th Lecture to be given before the Society was the 24th Main Lecture to be given at a Branch of the Society and was also the First Chadwick Memorial Lecture. The Lecture, inaugurated by and held under the auspices of the Manchester Branch was given by Mr. H. Rogerson, M.B.E., A.M.I.Mech.E., F.R.Ae.S., before a large and distinguished audience on the 21st March 1956, at the College of Technology, Manchester.

In a previous note the authors gave a method of solution for the problem of a finite rectangular plate under non-normal loading. The problems considered in the present note are those of constant and variable inclined loading on a circular plate.

Already wireless is playing an extremely important part in connection with the smooth and safe operation of the commercial aviation services of to-day and it is evident that the present-day trend is to place more and more reliance upon wireless aids for the achievements of that regularity of service in all weathers, which is looked upon as necessary for the ultimate success of truly commercial aviation.

It seems therefore desirable to review at the present juncture the functioning of wireless communication and direction finding systems as used by the commercial air services; to consider some of the problems with which designers and operators are faced, and to bring to light the limitations and possibilities of this medium of communication and direction finding, both in respect to present and future requirements.

It has been normal in discussion of helicopter operations to assume that the aircraft will operate at low altitudes. In particular, the commercial operation of helicopters on “inter-city” routes is usually assumed to take place between altitudes of 1,000 and 2,000 ft. with the appeal of the view of the countryside adding to the attractions of this means of transport.

It is intended to show in this paper that there are considerable advantages to be gained from flying very much higher than these low altitudes, and in using flight paths very similar to those of conventional air liners.