The turbulent flow around a delta wing at incidence is simulated numerically using a finite-volume Navier-Stokes method. The numerical simulation makes use of a simple algebraic turbulence model. The influence of grid refinement is investigated. The more realistic wing-body configuration with round leading edge is used to discuss the influence of the position of the transition line and to compare experimental and numerical data to validate the numerical method. The topological structure of the flow is discussed. An explanation is given for the low particle density area close to the primary vortex as it is visualised by laser light-sheet technique in the experiment. Results for a close coupled delta-wing-canard configuration are discussed.

Vibration of a flexible wing strut of 30% thickness/chord ratio occurred during icing trials of a commuter aircraft. This was caused by the formation of ice on the leading-edge of the strut producing a ‘double-horned’ ice shape. The two horns formed one above the other, having very sharp leading-edges with radii less than 0·6% of the strut chord of 0·23 m.

Wind tunnel testing demonstrated that, over a limited range of incidence angle, the flow around the flexible strut was dominated by a long separation bubble that periodically ‘burst’ and re-attached. This occurred at a reduced frequency of nominally 0·06, based upon the chord of the profile and the free stream velocity. The periodic flow was also spatially highly coherent, producing relatively large unsteady forces compared with the buffet forces generated by incoherent turbulent separated flows.

A high-speed film was made using smoke visualisation of the flow around a 40% rigid scale model of the strut. This was used to correlate the unsteady pressure field, measured at 18 points around the profile, with the dynamic behaviour of the separation bubble.

The periodicity was found to be inherent in the flows over both the flexible and rigid struts for a limited range of incidence, occurring even when structural response was restrained to a level below that at which lock-in occurred between the flow and the response motion. The peak value of the unsteady pressure was measured on the top surface of the upper ice horn. The root mean square value of 18% of the free stream dynamic pressure was measured, with response restrained to below the lock-in threshold.

The major achievements of the Royal Air Force during the last war were made possible very largely by three aeroplanes – the Hurricane, the Spitfire, and the Lancaster. They became very well known to the British public at that time, and indeed to the enemy. Less widely known, but nevertheless publicly acknowledged, were their chief designers – S. Camm, R. J. Mitchell and R. Chadwick.

Two other aeroplanes that found a place in the public eye were the Wellington bomber and the Sunderland Flying Boat. A. Gouge, the chief designer of the latter, was hardly noticed, but B. N. Wallis, who contributed most to the design of the Wellington, became a national figure when he moved on to the design of his great bombs.

An eddy viscosity relation for the inner region is combined with an empirical wake function for the outer region of a turbulent boundary layer. The calculated distributions for the mean velocity and Reynolds shear stress are compared with both direct numerical simulation and experimental data in a zero pressure gradient boundary layer, mainly at low Reynolds numbers. The comparison is favourable in both the inner and outer regions of the flow.