The purpose of this paper is to examine the professional context of the educator and architects who designed and conceived Woodleigh School in Baxter, Victoria, Australia…
Abstract
Purpose
The purpose of this paper is to examine the professional context of the educator and architects who designed and conceived Woodleigh School in Baxter, Victoria, Australia (1974-1979) and to identify common design threads in a series of schools designed by Daryl Jackson and Evan Walker in the 1970s.
Design/methodology/approach
The research was derived from academic and professional publications, film footage, interviews, archival searches and site visits. Standard analytical methods in architectural research are employed, including formal, planning and morphological analysis, to read building designs for meaning and intent. Books, people and buildings were examined to piece together the design “biography” of Woodleigh School, the identification of which forms the basis of the paper's argument.
Findings
Themes of loose fit, indeterminate planning, coupled with concepts of classroom as house, and school as town, and engagement with a landscape environment are drawn together under principal Michael Norman's favoured phrase that adolescents might experience “a slice of life”, preparing them for broader engagement with a world and a community outside school. The themes reflect changing aspirations for teenage education in the 1970s, indicating a free and experimental approach to the design of the school environment.
Originality/value
The paper considers, for the first time, the interconnected role of educator and architect as key protagonists in envisioning connections between space and pedagogy in the 1970s alternative school.
Details
Keywords
IN this issue we publish an article by DR P. B. WALKER under the title ‘Plastic Pressure Cabins’, in which he examines the possibility of using reinforced plastics as the primary…
Abstract
IN this issue we publish an article by DR P. B. WALKER under the title ‘Plastic Pressure Cabins’, in which he examines the possibility of using reinforced plastics as the primary material for pressurized fuselages. This study was suggested by a leading article in our issue for February this year. We are very gratified that DR WALKER felt the suggestion was of sufficient interest to be looked into, and that he should have made such a thorough study of the question. We are not at all disconcerted by the conclusion that this particular application for reinforced plastics is less promising than we had thought it might be. We considered that there was a case to answer: DR WALKER agreed, and has provided the answer. In doing so he has been careful not to condemn reinforced plastics in general as an aircraft material, but onlly to say that the special problems of fuselage structural design are not of such a kind as to be easily solved by these materials.
To the Editor. Dear Sir, In your issue of September 10 was an article by Dr P. B. Walker under the above title. This article appears to have been induced by some suggestions put…
Abstract
To the Editor. Dear Sir, In your issue of September 10 was an article by Dr P. B. Walker under the above title. This article appears to have been induced by some suggestions put forward in an editorial in your February issue that reinforced plastics might well repay study for use in pressure cabin construction.
TOO late for a report to be included in this issue the Royal Aeronautical Society held a Section Lecture, or rather group of lectures, on Aircraft Design Philosophy. This was in…
Abstract
TOO late for a report to be included in this issue the Royal Aeronautical Society held a Section Lecture, or rather group of lectures, on Aircraft Design Philosophy. This was in fact primarily concerned with the fundamentals of structural design. A paper by MR R. H. SANDIFER examined the ways in which loads are applied to an aircraft. Safety factors were the subject of a paper by MR J. K. WILLIAMS, and MR H. GIDDINGS and DR P. B. WALKER dealt respectively with Fatigue, and Structural Strength Testing.
A.E. Johnson, V.D. Mathur and J. Henderson
This work was undertaken to examine the possibility of predicting the creep deflexion of magnesium alloy struts from tensile creep data. Creep deflexion tests on magnesium alloy…
Abstract
This work was undertaken to examine the possibility of predicting the creep deflexion of magnesium alloy struts from tensile creep data. Creep deflexion tests on magnesium alloy struts at room temperature, under four loads, and lasting 1,000 hours, have been made and interpreted by the use of tensile creep test data for the same magnesium alloy. For strut deflexions small compared with length, and such that plane sections of the strut remain plane, it appears that the following assumptions arc reasonable: (i) during bending and compression creep of the strut similar relations exist between the stress, time and creep strain, as under conditions of simple tensile or compressive creep; and (ii) the rate of creep in any fibre of the strut is a function only of the current stress and time and not of the path by which the current conditions arc reached. These assumptions appear to lead to an average error in computed values of deflexion of an order which for practical purposes is small. It seems reasonably possible that the above mentioned assumptions may be expected to hold for struts of heat resistant material at elevated temperatures such as are met with in practice, provided that the order of deflexion is analogous to that occurring in the current tests, and the creep characteristics of the material are of a generally similar nature.
Aircraft investigation is here treated as a problem in detection, calling for observation and deduction, and sometimes for scientific experiments to test tentative explanations…
Abstract
Aircraft investigation is here treated as a problem in detection, calling for observation and deduction, and sometimes for scientific experiments to test tentative explanations. After consideration of preliminaries, such as the discovery and retrieval of the wreckage and its reconstruction as a jig‐saw puzzle, most of the principal methods for ascertaining the cause of an accident are described under separate heads. It is shown how the different lines of investigation may proceed more or less simultaneously, and may substantiate each other. They include the analysis of fractures and the study of scratches, marks and indentations. Disruption of mechanical and electrical components is considered and also the evidence of eye‐witnesses. Consideration is also given to methods that can be used even when no wreckage is available. The treatment is essentially practical as it proceeds from one specific example to another, with several illustrations taken from actual cases. The paper concludes with a few remarks on modern trends, which do not appear likely to upset any of the basic principles here described.
THE pioneer work of WILBUR and ORVILLE WRIGHT in producing the first aeroplane to fly nearly fifty years ago has been splendidly perpetuated in the wonderful series of WILBUR…
Abstract
THE pioneer work of WILBUR and ORVILLE WRIGHT in producing the first aeroplane to fly nearly fifty years ago has been splendidly perpetuated in the wonderful series of WILBUR WRIGHT MEMORIAL LECTURES (of which the fortieth will be read this year) in England, and, in America, WRIGHT BROTHERS LECTURES. For the benefit, particularly, of our home readers we have long made a practice of publishing the latter series in full, with the kind permission and co‐operation of the INSTITUTE OF THE AERONAUTICAL SCIENCES, when they have been, as happens in alternate years, written by a British author, and consequently the fifteenth lecture— by DR P. B. WALKER of Farnborough—appears in this issue.
THE importance of control surface mass balancing does not need to be emphasized, and it is well known that the faster aeroplanes fly, the greater is the care and attention which…
Abstract
THE importance of control surface mass balancing does not need to be emphasized, and it is well known that the faster aeroplanes fly, the greater is the care and attention which the designer must give to this question.
English Electric has appointed Mr E. B. Lynch as Manager, Aircraft Equipment Sales, responsible for all the products of its Aircraft Equipment Division at Bradford covering…
Abstract
English Electric has appointed Mr E. B. Lynch as Manager, Aircraft Equipment Sales, responsible for all the products of its Aircraft Equipment Division at Bradford covering aircraft a.c. and d.c. generation, control and protection equipment motors and actuators, and for all the aircraft equipment products of D. Napier & Son Ltd., which are ‘Spraymat’ ice protection system, ‘Sierracote’ heated glass and plastic windscreens and'Sierraglo' electroluminescent lighting equipment.
Iasef Md Rian, Dongkuk Chang, Jin-Ho Park and Hyung Uk Ahn
This paper presents a pop-up technique based on origamic architecture as a technological design solution for post-disaster temporary shelter systems. First of all, the concepts of…
Abstract
This paper presents a pop-up technique based on origamic architecture as a technological design solution for post-disaster temporary shelter systems. First of all, the concepts of disaster and post-disaster are briefly introduced, and the roles and needs of post-disaster temporary shelter systems, particularly in emergency periods, are reviewed. Second, pop-up techniques based on origamic architecture are briefly discussed. Third, a formal language for opening the cards of origamic architecture is introduced, out of which a geometric elasticity has been developed. With the language, a variety of flexible and expandable designs for shelter structures can be generated by incorporating different pop-up techniques. Finally, a prototype shelter has been constructed to demonstrate the adaptability and sustainability of the shelter within the local environment and the affected society, considering portability, low-cost, and easy in assembling by any unskilled person.