Since its creation in 1964, Intelsat has launched and positioned 10 satellites in synchronous orbit. The first of these was Intelsat-I, known as Early Bird, launched in April 1965; the most recent was Intelsat-IV (F-2), the first of a new series of Intelsat satellites. The IV (F-2) was launched in January 1971 and entered into service during March in the Atlantic Ocean area. The next Intelsat-IV satellite is scheduled to be launched later this month for positioning in the Atlantic Ocean area also. Subsequent Intelsat-IV launches are scheduled for 1972 and 1973.

The concept of manoeuvrable re-entry vehicles capable of controlled re-entry from earth orbit to tangential landing is attractive to a number of military and civilian space missions. One of the several manoeuvrable re-entry techniques that has been proposed is the lifting body concept. Early studies on lifting body configurations indicated that unpowered horizontal landings would be feasible since subsonic lift/drag ratios of four or better were consistently obtained from model tests in wind tunnels. In 1962 the NASA Flight Research Center initiated a programme to investigate the capability of a pilot to control, manoeuvre, and land a lifting body vehicle. I would like to compare the philosophies and procedures used in the lifting body flight test programme at Edwards Air Force Base with those more commonly used in the flight testing of high performance aircraft. Also I would like to discuss limited results of the M2/F2 flight programme and give one pilot's opinion of the requirements for operational lifting bodies.

Rolls-Royce aero engines are used by 200 airlines, 300 corporate customers and 77 armed forces. To date 34 000 aeroplane engines have been built and, in the time that it has taken you to read this far, 10 aircraft propelled by Rolls-Royce engines have taken off.

The business is located in Scotland, England and Ireland and in England stretches from Bristol to North Yorkshire with the main head office at Derby.

The inflation of a parachute encompasses problems of aerodynamics, dynamics, and elasticity. The most noticeable effects of the interaction of the events are the opening force and the filling time. Attempts to analyse the opening process and to predict the opening force date back to 1927. Since then a considerable number of methods have been published. Some of them are primarily analytical, others more empirical, and several deal with isolated problems. The earliest and most analytically oriented studies are by Scheube and O'Hara.

In many disciplines, cartography included, it is a requirement to discover or to measure what is on or in the Earth. Detailed investigation on the surface by itself is clearly non-optimum, for logistic and other reasons. Even in Roman times, when labour was cheap, it is learned that mineral deposits in this country were located by observation from high ground of places where the early morning frost first cleared under the rising sun; presumably this was followed up by detailed work on the identified spots.

One of the severest operational limitations of a fighter is high angle of attack. I would like to discuss a philosophy of requirements on approach to testing and aircraft improvement. I will also summarise the results of the recent USAF, F-4E Stall/Near Stall Investigation.

For review, consider the classic approach used to testing at high angle of attack. All fighters are stall tested, i.e. a determination of handling qualities is made up to maximum usable lift. This, of course, also involves determination of natural stall warning, stall speeds and stall recovery techniques. Testing at angles of attack above maximum usable lift is generally delayed until a spin test programme is accomplished.