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IT was not until the Battle of Britain that Hawker Aircraft Ltd. found, like so many other aircraft firms, that pre‐war repair methods were unsuitable for dealing with the variety and quantity of work which resulted from large‐scale engagements in the air. They discovered that not only were new types of repairs needed but also that more attention had to be paid to the speedy distribution of repair information.

THAT spar repairs were indeed needed, and not only for repairing damage caused by bullets, shells and “flak”, is evidenced by the fact that on one occasion a Hurricane had the bottom boom of the front spar severed when it flew into a balloon cable. Fortunately, the cable broke and the pilot succeeded in flying the aero‐plane back to his station. The wing was satisfactorily repaired at Hawker's Homewood works; some idea of the extent of the damage will be gained from FIG. 11.

THE use of an analytic method of aircraft performance calculation allows certain calculation facilities denied to normal graphical method. The analytic method has to make certain basic assumptions but justification for these can be claimed in that at the design stage the overall drag can never be exactly summed from the individual component drags and in the ‘flown’ stage a normal scatter of results always occurs, the analysis values should always lie within such scatter. Analytical methods have been put forward in the past by Bailey Oswald and R. M. Clarkson amongst others for the airscrew propulsion type aircraft and recently by R. K. Page for use with turbine jet propulsion. The airscrew propulsion case is more difficult to deal with than the turbine jet case as the level speed is derived from the solution of a cubic equation of the powers involved. At the higher speeds possible with jets, compressibility effects may be involved, in which case an analytical approach is not practical.

The spatial development of urban areas affects the characteristics of landscape as well as people’s aesthetic perception of it. Specifically, sprawl results in an urban morphology which is diametrically opposed to the compact city model and which assumes several kinds of patterns: for example “striped”, “ribbon” or “leapfrogged” urban development. Assessing urban morphology in spatial terms is crucial to urban policy, while landscape metrics are the key to a comprehensive understanding of different urban development patterns. The purpose of this paper to design and test an urban morphology indicator (UMI) for the Lombardy Regional Landscape Plan.

The paper describes an UMI that can be used to identify the heterogeneity of built-up patterns according to urban porosity, fragmentation and patch shape. This UMI is a result of Esri ArcGIS 10.3 “grouping analysis” which works by applying a spatial statistical metric for clustering geometries in a given geographical area.

Morphological analysis was used in regional urban development policies with a view to minimising impact on surrounding ecosystems and preserving the natural environment and landscape. It defines 28 different urban morphology patterns in the region, which are divided into systems, polarities and urbanised units.

The proposed methodology differs from those traditionally used in qualitative/descriptive landscape planning and supports the identification of morphological features with quantitative statistical and spatial data, allowing a fine-scale assessment of complex metrics.