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Presents information on costs incurred in the development of B-1 bombers. Information on the burden that would be borne by the U.S. taxpayers to arm, support and maintain the B-1 bomber fleet; Development of B-1 bombers to replace the B-52 as the workhorse of the Strategic Air Command; View that the B-1 will fly higher and faster, weigh less and carry more than its predecessor; Fact that General Electric is building the turbofan engines, and Boeing is responsible for integrating the communications and electronics, or avionics, systems; Use of parametric cost-estimating techniques to arrive at an $11.1 billion price tag for 244 B-1s; Evaluation of operation and maintenance expenses for the B-1 bombers; Need for Congress to assess whether the B-1 program is worth $40 billion.

Presents several political and socio-economic issues affecting the U.S. Rumors on the possible peace negotiations by the Germans with the Allies; Contention of German peace propagandist Heinz Erzberger that sufficient reasons for anticipating that the first definite German proposals for peace will be unacceptable; Obligations of the country to produce and forward supplies and munitions for the troops in the frontline and at home; Significance of the industries for the support of the troops and recruits and as important first line of defense in the war effort; Criticism on the failure of the Russians to hold firm on their soldiers and the strike in San Francisco due to the closure of the shipbuilding plants; Success of Australia to produce much soldiers in comparison with the U.S. despite without any conscription law; Death penalty for army deserters of the Russian army; Transfer of the control of shipping to the Shipping Board; Assertion of the author that the messages exchanged between Kaiser Wilhelm II and Czar Nicholas in 1904-05 and German diplomacy almost succeeded in effecting a combination of the great autocracies of the world; Plan for supplying of books to the army in France to ameliorate the monotony and homesickness of the encamped soldiers; Construction of satisfactory motor used for flying aircrafts.

This article discusses the major marketing problems within the aircraft industry of the United States. Within the industry there are varied opinions as to whether the chief future demand for airplanes is to come from persons selling plane services, persons buying for pleasure, or persons buying planes for business use. The existing marketing and advertising methods used by aircraft manufacturers are described. Several factors dissuading airplane manufacturers from producing their own motors are discussed.

The article discusses the significance of the turbofan or bypass engines developed by the Aircraft Gas Turbine Division of General Electric Co. and Pratt & Whitney Aircraft Division of United Aircraft Corp. The firms expect their engines to outperform the Rolls-Royce Conway which was ordered to power the Boeing and Douglas jet transport planes of several foreign airlines. The market of the manufacturers is expected to broaden if they were successful in developing powerplants economic for jet airliners.

The article discusses the commercial jet age in the U.S. that reportedly began in 1955 with Douglas Aircraft Co.'s building of the first U.S. passenger jet. Speed is said to be the foremost advantage of the jets, 242 of which have been ordered by the world's major airlines. Other reported advantages of jets include their greater range than today's airlines, their burning a less expensive type of fuel, and cheaper operations resulting from the jets' ability to fly more passengers more often at less cost per passenger mile.

The article reports on the progress of aircraft development in the U.S. and the economic, engineering problems facing designers. Design elements considered are structures, engines, pitch propellers and wing loading, and there are three factors to determine the utilization of bigger airplanes for airline operation. Domestic trunk line operators chose the four-engine Douglas DC-4 and DC-6 in planning their postwar equipment programs. Also being developed are the Lockheed Constellation, Boeing C-97 two-story plane and adaptations of the Mars flying boats.

Presents information on the transition phase of the automobile industry. Transition from the manufacture of automobiles to the manufacture of aircraft and aircraft engines, tanks, guns, shells and other materials of war; Information on the sales figures of General Motors; Figures of General Motors actual sales of war material; Opinion of the transition phase being beneficial to the manufacturers; Compensation of the decrease in automobile sales by increase in defense sales; Benefit for smaller manufacturers who were almost driven out of business; Effect of increasing war orders on the performance of small manufacturers; Information on the financial performances of General Motors, Chrysler and Ford; Effect of the wartime auto taxes on the wartime auto profits.

The article focuses on a growth in the business of British automobile maker Rolls-Royce PLC. It mentions the market of Rolls-Royce cars in the U.S. which are used only for carriage trade due to high prices, and prospects of its aircraft engines in the U.S. market. It discusses an increase in the production of Pratt & Whitney jet engines, that are based on Rolls design, in the U.S., and Capital Airlines' use of Vickers Viscount transport planes that have Rolls-Royce Dart turboprop engines.

The article reports on the success of C. W. LaPierre as vice-president and general manager of the Aircraft Gas Turbine Division (AGT) of General Electric Co. in the U.S. in May 1954. According to LaPierre, the function of the AGT is to supply aircraft engines during the war. The author adds that LaPierre and his staff members keep AGT vigorous through its five-year planning program, which includes the development of commercial engine. The plan of the AGT to enter the commercial jet transport market by 1955 is also discussed.

A series of photographs is presented showing a side by side comparison of some steps involved in making a jet aircraft engine, specifically the Goblin engine by the British and the Allison engine by American engineers

The article discusses the U.S. Defense Department's use of a purchasing concept called total package procurement in buying the C-5A transport airplane from Lockheed Aircraft Corp. and General Electric Co. (GE). The plane's airframe and engine competitors were required to submit a single, comprehensive bid that covered development, production, and the provision of spare parts. The government plans to use the concept to procure missiles and an avionics system. The total package concept's role in improving defense contracting is explored.

The article focuses on the recovery of Rolls-Royce Ltd. from a slum stemming from troubles in both aircraft and automobile engine sales in 1962-1963. It says that Rolls has been able to overcome the slump in 1964 which involves the decline in procurement of big jet airliners and the decision of British government to frown on writing off costly cars as business expense. It cites that Rolls' 1964 sales rose by 2%, while profits increased by 11% to 18 million dollars.

The article offers business news briefs in Washington as of June 27, 1942. The War Production Board's (WPB) reorganization is headed toward adaptation of the whole civilian economy to the demands of war. The controversy over air-cooled versus liquid-cooled in aircraft engines has ended with the Navy and the Army having both of the engines. A compromise of a 14 percent refund on the 94 percent excess-profits tax of corporations was proposed in Congress.

The article reports that engineers at Jacobs Aircraft Engine Co. in Pennsylvania developed machine tools to improve the production of airplane engines. Jacobs' executives Donald Turner and C. E. Stetler worked with Delta Manufacturing and International Tool to cast innovative tool mountings. With precision machines and innovative drills, a process that previously took 2.5 hours to complete can already be done in a few minutes.

The article reports on the demand of American and British military authorities for more powerful airplane engines. President K.T. Keller of American-company Chrysler Corp. has announced the development of a V-type, 12-cylinder and liquid-cooled engine which has the power of 2,000 horsepower (hp) and is being used by the U.S. Army. The British has also the 24-cylinder, liquid-cooled engine which has 2,000 hp produced by D. Napier & Son Ltd.

The article focuses on issues concerning the U.S. aviation industry, which seeks for a practical national defense program. It explores the problems encountered by aviation industry involving backlogs in aircraft orders and production, wherein, orders on airplanes do not warrant operation above 60% of plant production capacity. It states that engine-builders or airplane makers are willing to expand their production capacity if the government chooses certain models and give them additional time.

Several letters to the editor are presented in response to articles in previous issues including "The Psychology of Office Furniture," in the July 23, 1955 issue, "A Dixie Industry Goes National," in the July 23, 1955 issue, and "Business Flaps Own Wings: To Get Around," in the July 9, 1955 issue.

The article reports that Union Pacific Corp. (UP) and Northrop-Hendy Co. have joined together to adapt the hush-hush Turbodyne, a Northrop aviation gas turbine under development, as propulsion in locomotives. The alliance will produce a test locomotives before scheduled deliveries on the other railroad projects. UP is hopeful that the commercial version of the engine will produce up to 10,000 hp in replacing diesels of 6,000 hp.

The article offers information on the contract termination of military trucks, cargo carriers and aircraft engines of Studebaker Corp. It states that Studebaker Corp. has buttoned up a settlement on 110 million worth of terminated trucks contract in 105 days. It states that the final settlement of 4 million dollars of the contract was the hardest part of the settlement which also covered 445 claims from 367 subcontractors.

The article profiles Eugene Edward Wilson, a former U.S. Navy lieutenant and now president of United Aircraft Corp. It discusses Wilson's realization of the importance of air power and his determination to study airplane after the surrender of the German High Seas Fleet in November 1918 to the British Grand Fleet. It also describes the operation of United Aircraft as producer of the world's most powerful aircraft, engines and parts in four plants in the U.S. and Canada.

The article focuses on five companies around Miami, Florida's International Airport which are working to overhaul and rebuild aircraft engines and planes returned from Vietnam. Aerodex, Inc. will rebuild some 3,600 engines in 1967. Other companies doing similar work at Miami's airport are Air International, Propeller Service of Miami, Eastern Air Lines, Inc. and American Automotive Service.

Details the production of aircraft engines in the U.S. Number of horsepower in aircraft engines manufactured in the country from January 1, 1941 to March 31, 1945; Information on engines that were in service when World War II ended; Mechanical complexities of an engine, according to lieutenant general William S. Knudsen.

The articles focuses on the secret production of mock-up products by U.S. businesses during the post World War II. The output of aircraft engines is a military secret at the Studebaker plant in South Bend, Indiana. The secrecy of the production is being driven by competition. Developments from the war will influence the types of refrigerators to be built.

The article discusses the substratosphere flying of airplanes that has added a new chapter in the history of the U.S. aviation industry. It took years to achieve the doubly supercharged, modern engine, controllable pitch propeller, the exhaust-driven supercharger, and the exhaust-gas analyzer that allow optimum combination of fuel mixture for a given altitude and enhanced the performance of aircraft. The main motive of substratosphere flying are economy and passenger comfort.

The article reports on excess profits of the Bristol Siddeley division of the Hawker Siddeley Group for the contract on overhauling aircraft engines. It mentions that the company's directors have no knowledge on the overcharges on the contract price and that they have been refused to have access on the books of the company. It also states that the directors of the company have agreed to return 11 million U.S. dollar excess profits though the company's contract was not open for renegotiation.

The article discusses the effects of British defense spending cuts on the aero engine division of automobile company Rolls-Royce Ltd. The author describes Rolls-Royce's change to producing engines for civilian aircraft. Topics mentioned include chairman Hugh Kenyon Molesworth, the Rolls-Royce engines for the Vickers Viscount airplane, and the sales of Vickers Viscount aircraft to Trans-Canada Air Lines.

The article reports on the decision of Capital Airlines president J. H. Carmichael to acquire a whole fleet of British turboprop transports called Vickers-Armstrongs Viscount in 1954. He plans to operate the planes worth 45 million dollars in April 1955. Four Rolls-Royce turboprops power the plane which has a 48-passenger capacity. The corporate president believes the Viscount will likely emerge as their most profitable plane.

The article focuses on the promise of Curtiss-Wright Corp. president Roy T. Hurley to put a price tag on every operation in their plants. The promise by Hurley was demonstrated when the company revealed its automated assembly line in its Wood-Ridge, New Jersey plant, which is the most advanced technology in the industry that enables the company to produce faster and cheaper aircraft components. The Wright Turbo-Compound piston engine, the Lockhead Super Constellation and the Douglas DC-7 are some of the products manufactured using the technology.

The article reports that Grumman Aircraft Engineering Corp. has unveiled its new 52F-I warplane for the U.S. Navy. Powered by two Wright piston engines, the 52F-I can locate a completely submerged submarine and can destroy it through a guided missile. Grumman has been the Navy's main supplier of war planes for 23 years.

The article reports on the efforts to reduce the costs of modern fighter planes in the U.S. in March 1954. It says that several major aircraft firms are considering the redesign of some engine and airframe components to use castings of steel alloys, magnesium and aluminum. According to the author, the U.S. government is ready to allot 700,000 U.S. dollars for research and development to lower the costs of manufacturing modern fighter planes. The reasons behind the increasing cost of modern fighter planes are also discussed.

The article evaluates the 3,250-horsepower Turbo-Cyclone 18 exhaust engine developed by Wright Aeronautical Corp.

Several letters to the editor are presented in response to two articles in previous issues, namely "Two Ways of Making Jet Aircraft Engines" in the March 12, 1949 issue and "New Jersey's Semicircle of Science" in the February 26, 1949 issue.

The article reports on losses incurred by aircraft manufacturer United Aircraft Corp. brought about by its malfunctioning JT9D engine it built for Boeing 747, as of March 1972. United said the loss would come from the cost of modifying and refitting, through 1973, nearly all 900 JT9D engines shipped so far. United chairman William P. Gwinn said they decided to rip out all the costs they could foresee to insure future health.

The article focuses on the improvement for C-5A military transports by Lockheed-Georgia Co. It relates on the award received by the airplane company from the U.S. Defense Department for a two-billion dollar contract to build huge military cargo planes. It says that C-5A has powerful engine with weight-supporting landing gear, which can save time, troops, and equipment. It adds that the contract provides Lockheed-Georgia of full employment for its workers.

The article reports on the advanced aircraft production methods in Europe enabling various defense forces in the continent to have 30,000 war planes. Germany is known to have 7,000 aircraft and produces 10,000 every year while Russia has claimed that it has the largest air force in the world. It mentions the development in Germany on expanding their use of diesel motors with the Junkers bomber plant producing 300-400 diesel engines every month. It notes that the U.S. is behind Europe in aircraft production.

The article focuses on aerodynamics for armchair strategists by the Allison Division of General Motors Corp. emphasizing the function of supercharger, its advantages, and limitations in the U.S. It provides information on the significance of supercharging in a plane's performance at high and low altitudes and in compensating for the effect of altitude. Moreover, it discusses how superchargers work in critical altitudes of an airplane and its functions that meet standard plane requirements.

The article focuses on the issue of gage procurement, which had been a concern for manufacturers and U.S. armed forces since World War II started in 1939. Gage demands rose to worth 170 million dollars due to its need by U.S. military forces for making precision equipment and aircraft engines. The U.S. Army Air Forces Central Procurement District and the Inspector of Naval Material launched a national campaign to gather gage purchasers and gage store owners for donating and making gages for war use.

The article focuses on the development of new materials-handling devices and process in the U.S. automobile industry. It highlights the continuing improvement of crating and packing for trouble-free and speedier delivery of goods. It mentions two broad systems that have been carried to advanced stages which include a system that involves handling of such products as aircraft engines and tanks and a system that involves movement of knock-down parts from subcontractor to prime contractor.

The article reports on the airplane engine bottleneck situation in the U.S. It reports on the airplane engine production which it states isn't on track with the airplane requirement is the reason for the engine bottleneck. However it states the year 1942 will see the airplane engine problem easing as following the increase in the engine production capacity by companies including Pratt & Whitney and the announcement by the U.S. War Department about an engine production facility in New Jersey.

The article reports on the orders of British government to place orders of almost 170,000,000 a month in the U.S. ammunitions after the outbreak of war in Europe. The British Purchasing Commission in New York emphasizes the cabled demands for more airplane engines, additional bombing planes and thousands of shells and medical supplies. However, it explains that there is problem in the business negotiation when Great Britain insists their own designs and specifications.

The article offers world news briefs about business in 1940. In the U.S., the Allison engine unit of General Motors Corp. will join Curtiss-Wright Corp. and Pratt and Whitney as a major American producer of airplane engines. In Argentina, the new Argentine-Japanese trade agreement is expected to affect American trade. In Great Britain, Winston S. Churchill was named head of the Committee of Service Ministers.

The article reports that the U.S. Secretary of the State, Henry Morgenthau, has invited the leaders of the machine tool industry, to give priority to the orders from the U.S. companies to build airplane engines. It states that Morgenthau is inflexible on the question of tax allowances for depreciation and obsolescence on the expansion of plants by Allies and military authorities. However, orders are not coming from London, England, except for some small amounts.

The article examines the shadow plan of the government of Great Britain which was devised to speed up its armament program. Under the shadow plan, the government will build auxiliary factories that will provide reserve capacity to produce war materials. The British government has entrusted the production of parts of airplane motors to five automobile companies. The government has also pledge to address the problem of training unskilled workers, and each shadow factory will have an aeronautical inspection department representative.