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IN 1922 the world was startled by the announcement of a motorless flight of one hour's duration made at the Wasserkuppe by Martens. The machine on which this flight was carried out was the “Vampyr,” the first true sailplane, and the forerunner of all the types which have been designed in the ensuing years, whose development has made possible the achievement in the soaring competitions of 1935, when four pilots flew on the same day from the Wasserkuppe to Brünn, a distance of approximately 310 miles at an average speed of 40 m.p.h.

MANY papers have been written from time to time on the subject of performance testing, dealing with both the purely theoretical and the practical aspects, and it may be questioned whether there is anything left to be added to the already abundant literature on the subject.

The tourism sector is facing significant challenges due to global climate change. The sector is a major contributor to carbon emissions while at the same time relied upon to drive regional development in Arctic Finland. This paradoxical situation highlights the urgent need for effective mitigation and adaptation policies and governance frameworks for both climate change and tourism. Finland has set one of the world’s most ambitious national climate mitigation targets into a legally binding framework. The state aims to be the first country in the global North to reach carbon neutrality by 2035. The new Climate Change Act 2022 outlines the key requirements for climate change policy planning and related monitoring and defines the national climate objectives. However, the tourism industry’s future growth potential in the Arctic Finland relies heavily on international tourism, which is largely based on the aviation sector. Tourism therefore faces a paradoxical situation for growth thinking in the current climate change policy context. Against this backdrop, this chapter aims to explore the complex issue of sustainable tourism development governance in the context of carbon neutrality policy in Arctic Finland. Specifically, it focusses on the potential contradictions between the role and needs of the tourism sector in regional development policies, and the responsibilities outlined in the Climate Change Act. This ‘wicked problem’ requires careful consideration and innovative solutions to ensure that tourism can continue to drive economic growth while also addressing the challenges of climate change.

The third term has been expressed as but in wind tunnel work it is often more convenient to measure were the omission of the dash signifies that the moment is now measured about a wind axis. The two quantities are very closely related and the measurement of one tells us almost as much as if the two were known. The latter, however, tells us either directly or indirectly what effect the addition of fin and rudder will have on the autorotation properties of the wings alone. The damping of fin and rudder being due essentially to the air flow meeting them at an angle on account of the rotation it should theoretically be possible to deduce this dynamic quantity from a simple static test of moment due to yaw angle. An experiment to test this was carried out several years ago but the static test did not give any approximation to the truth. This was ascribed at the time to the shielding of fin and rudder by the tail plane in the rotative experiment and subsequent work has amply confirmed this view. It is now known that shielding by the tail plane is by far the most important factor in determining the efficiency of the vertical surfaces at high angles of attack.

Wine tourism literature still falls behind other streams of research in its ability to assess phenomena associated with the implementation of digital practices to address strategic challenges. Moreover, studies on social media in tourism and hospitality prioritize the relationship between tourists’ behavioural aspects and technology. Relationships, experiences and timely responses on the digital environment are particularly important, taken the ‘new normal’ which COVID-19 necessitates. Within this framework, the present case study explores the role of social media (Facebook in specific) in the effort of Cretan wineries to respond to new encounters, as well as the importance, if any, of collaborative practices for developing online strategies of individual businesses. Findings help us identify (a) the role of the winescape studies in exploring the digital environment and (b) the main communication priorities of wineries as expressed through social media during the pandemic crisis.

Purpose: A sophisticated network of interconnected supply chains serves as the central organising principle for most of the manufacturing serving the global economy. Right from computers and vehicles to life-saving pharmaceuticals and food is made possible by the supply web. The final goods part of a supply chain may include thousands of components from various global regions. These supply chains have been refined to achieve the highest speed and efficiency.

Methodology: This study includes a sample of 127 firms that have been in business for at least 15 years and are familiar with business dynamics. The authors anticipate how climate risks, common in global supply networks, will evolve over the next several decades. This study examines the vulnerability of nine commercial value chains to climatic disasters. Also, it explores company and value chain vulnerabilities, financial losses, and adaptation or strategic methods to increase resilience.

Findings: Companies must plan forward in terms of locations by retaining operational facilities while running new operations in less risky places. Without change, supply networks will become unstable and dangerous shortly. Using their climate objectives, businesses must decarbonise their supply chains. Businesses should connect with suppliers longer-term. The quality and dependability of a company’s suppliers affect its success and safety. Future-focussed corporations are already engaging their suppliers on health, safety, and environmental issues.

Significance: The typology may be helpful to executives as they make decisions about the strategic option(s) they wish to pick to address climate change. These decisions can also be influenced by the insights provided by the research about the present status of operations of other firms from different sectors all over the globe.

NEW COUNCIL The Council for the year 1948/49 is as follows:

The COVID-19 pandemic has substantially affected China’s tourism industry. Tourism small- and medium-sized enterprises (SMEs), with limited crisis response ability, might be difficult to recover after the pandemic. Regarding the impacts of the pandemic on rural tourism, income for rural attraction sites was almost zero; sightseeing, agri-tourism activities were ceased; and large amount of rural bed-and-breakfasts (B&Bs) faced business closure. However, through three cases, our study found that through either content innovation or process innovation, some B&Bs are able to recover speedily from the pandemic and develop sustainably. These innovations are important for their business strategy adjustment. Innovation creates more value for tourists and stakeholders by developing new service products or adjusting existing products. This chapter discusses the linkages between innovation and leadership. Through the investigation and analysis of three cases, the researchers found that the advantages of transformational leadership were reflected in the post-crisis management in different ways and effectively improved the innovation ability and sustainable development of post-crisis organizations. This study has enriched the literature on transformational leadership and post-crisis recovery of small tourism enterprises and has practical reference value for managers of small rural tourism companies.

ON September 12, 1931, Flight‐Lieutenant J. N. Boothman, of the British Schneider Trophy team, won the trophy outright for Great Britain by covering the distance of 350 kilometres (217.45 land miles) round a triangular course at an average speed of 340.08 m.p.h., in a Supermarine S.6.B. seaplane No. S.1595, putting the 100‐kilometrc record up, during the first two laps, to 342.9 m.p.h. The following day Flight‐Lieutenant G. H. Stainforth, in a similar seaplane, No. S.1596, made a new world's air speed record of 378.05 m.p.h., which he increased on September 29, in S.1595, to 408.8 m.p.h.