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PRESIDENT: F. C. Francis, M.A., F.S.A., British Museum. PAST PRESIDENTS SERVING ON COUNCIL: Dr. Barbara Wootton, University of London; Sir Raymond Streat, K.B.E., Cotton Board. VICE‐PRESIDENTS: Sir Andrew McCance, Colvilles Ltd.; Sir Alexander Todd, Cambridge University; Sir Ben Lockspeiser, K.C.B., Tube Investments Ltd.; Sir Wavell Wakefield, M.P. HONORARY TREASURER: J. E. Wright, Institution of Electrical Engineers. HONORARY SECRETARY: Mrs. Joyce Lancaster‐Jones, British Council.

FLYING, in common with all means of transport, is affected by adverse weather conditions, but the necessity of aeroplanes maintaining flying speed introduces a major difficulty of its own. The older forms of transport are able, in the last resort, to evade their difficulties by coming to a dead stop. An aeroplane must, literally, fly in the face of its difficulties. It must fly blind in clouds and perhaps land in fog. Over and above this, flight under certain meteorological conditions introduces a danger unique to aircraft. Ice may deposit at all leading edges and grow to windward, at critical regions of the relative airflow, in shapes which increase drag and seriously decrease lift. The accumulated ice adds to the weight. Unsymmetrical ice deposits on the airscrew blades cause dangerous engine vibrations which can only be kept in check, if at all, by throttling back at the expense of thrust. Venturis and pressure head orifices become blocked with ice, rendering the instruments they serve useless. External controls may become jammed. In short, many adverse factors to prevent flight may be brought into play simultaneously by the mere fact that particular meteorological conditions have been encountered.

This paper describes a scheme which enables an electronic digital computer to deal directly with matrices and matrix instructions. It enables the transformation between the specification of matrix calculations on paper and the actual operations within the computer to be carried out in easy and concise terms. Using this scheme the paper develops the appropriate programmes of instructions to be given to the computer for the calculations involved when applying the Argyris matrix method for the analysis of stresses and displacements in arbitrary clastic structures. In order to introduce the reader to the technique a programme for a simple structure is given in Part I. General purpose programmes applicable to more complex structures are given in Parts II and III.

THE Air Ministry have relaxed the British regulations covering the conditions of permissable flying of private aeroplanes so far as the Mignet Pou‐de‐Ciel and the B.A.C. Drone are concerned. Both these machines are of the very small, low‐powered single‐seater type.

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Committee, Reports and Technical Notes of the U.S. National Advisory Committee for Aeronautics, and publications of other similar research bodies as issued

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Committee, Reports and Technical Notes of the U.S. National Advisory Committee for Aeronautics, and publications of other similar research bodies as issued

A flexible mounting for a star‐type aircraft engine comprises an annular support and a radial flange on the engine having parts which spigotally engage one another through resilient means, attachment bolts carried by the support, or by the flange, and extending through the other with clearance, and resilient means located on the support and on the flange to absorb the engine torque reaction chiefly in shear. As shown in Fig. 1, a flange 11 of an aircraft engine is secured to an annular box section 14, 15, 16 on the aircraft by bolts 18 and resilient pads of rubber, &c, 24, 28. A collar 22 on each bolt secures to the flange 11 an L‐shaped flange 20 and a plate 23 to which the pad 24 is vulcanised, an extension 27 of the pad forming a resilient spigot, adjoining backing plates 26, 29, may overlap and are secured to the box‐section by bolts. In Fig. 6, the side 15b of the box‐section is extended to form a spigot 20a and the bolt 18a is rigidly connected through distance pieces 40, 37 with the box section. The flange 11a of the engine floats between the pad pieces 28a, 24a and bears on the extension 27a of the pad piece 24a. The pads 24 may comprise an annular ring and the pads 28 may be replaced by radial rollers.

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Committee, Reports and Technical Notes of the U.S. National Advisory Committee for Aeronautics, and publications of other similar research bodies as issued

Under this heading are published regularly abstracts of all Reports and Memoranda of the Aeronautical Research Committee, Reports and Technical Notes of the U.S. National Advisory Committee for Aeronautics, and publications of other similar research bodies as issued

A NUMBER of attempts have already been made to present a simple and easily understood account of wing flutter 1,2,3,4,5,6, but it appears that the subject is still obscure and difficult to many. Accordingly another elementary presentation of the subject is given in this paper, and the problem is approached in a new way. Emphasis is placed on explaining how flutter can happen; that is, on the physical mechanism by which an aeroplane wing can become a species of air engine and extract energy from the passing air. This explanation is greatly helped by experiments with a mechanism which has been called the “flutter engine”, consisting of a rigid aerofoil so arranged that when placed in an airstream it can oscillate and drive a flywheel.