In this lecture I wish to cover:

• 1. What the Tornado is.

• 2. What the starting conditions for it were.

• 3. Overall formal management aspects.

• 4. Detailed and pragmatic aspects of management.

• 5. Achievement.

• 6. General remarks.

It is usual to say that views expressed are personal and do not necessarily represent those of the Companies concerned. This seems somewhat ironic to me, involved in international collaboration, where most statements of any definition do have international agreement, but reference in depth to my many colleagues on such a wide aspect has not been possible.

PADIS is the acronym for the ‘procedure for analysing the design of interactive solutions ’.

If one may use the noun ‘paradigm ’ to mean that way of looking at a problem that permits a solution to that problem to be found, PADIS is both a paradigm for the design process, and a practical system of design management based on that paradigm, enabling important benefits to be realised.

Study of the requirements for a design management system had been under way since 1970, but after the fortuitous discovery of the paradigm early in 1977 it became possible to carry out focusing development, and in a succession of small scale experiments a much deeper understanding of the problem was obtained.

Previous papers, described the blast loads measured on a long, flat plate near the muzzle of an isolated rifle mounted in a wind tunnel at subsonic and supersonic speeds. For this idealised configuration, these measurements confirmed the validity of the approximate theory due to Frank Smith to predict the level of the blast loads from guns mounted on static or moving aircraft.

However, for real aircraft the gun is generally installed in a blister or fairing and the fuselage adjacent to the muzzle may have considerable curvature. These features, which are different for every installation, modify the blast wave in a way not easily amenable to calculation.

In the present paper the blast loads on the fuselage of a typical fighter aircraft near the muzzle of a cannon were measured in flight at subsonic, transonic and supersonic speeds.

In moving from the realm of stationary wing flight towards the complexity of flapping wing flight as evolved in birds, we wish to introduce the simplest means of flapping as a first step in an attempt to simplify as much as possible our wind tunnel model and also to confine our attention to the dominant thrust producing mechanism. Our model half wings flap only in the plane normal to flight. The flapping motion is sinusoidal with time and symmetrical about the mid position (Fig. 6). No wing bending was allowed. The wing section shape had no camber and also was rigid in shape but free to twist in torsion about its shear centre. However, the model root support was fixed and therefore could not simulate vertical plunging of a bird associated with ideal elliptic span loading (Ref. 1).