The transfer matrix method of structural analysis is applied to the problem of beams subjected to large deflections by dividing the beam into a large number of uniform sections and applying elementary bending theory to each section. The solution using this method is compared with the theoretical solution of Bisshopp and Drucker for large deflections in uniform cantilever beams. The method has also been applied to uniform and tapered cantilever beams at various angles to the horizontal under vertical point loading and the results compared with experimental data obtained from laboratory measurements.

The results of an experimental programme conducted in the University of Southampton's induced flow supersonic wind tunnel are presented. The pitch static force coefficient and centre of pressure data relate to a series of bodies with a blunt cone nose forebody with afterbodies comprising circular, square and triangular cross section. The blunt cone nose forebody has a forward located, body axis, aerodynamic spike system.

The data presented reveals the well known benefits of aerospikes with blunt nosed axisymmetric vehicles. This is then used as a base to explore the coupled flowfield effects on force coefficients due to spike deployment on bodies of non-axisymmetric cross section. The results identify how the body-only benefits of triangular cross sections are not degraded by the spike presence, with the main aero-spike benefit of drag reduction preserved throughout the angle of attack range investigated.

The report concerns the response of a shear flow to the insertion of a small obstacle at an impermeable wall. A calculation method is described which makes use of elementary potential flow theory although the solutions obtained are not potential flows. The first inviscid approximation to the response is computed explicitly in a number of different cases and qualitative features of the solutions are found in accordance with expectation. Their relevance to a more accurate determination of the flow is discussed.

Recent experimental and computational studies have indicated that rearward curvature of a wing can reduce the induced drag factor to values less than that obtained from the unswept elliptical wing considered optimal in classical wing theory. Wake non-planarity associated with a wing with aft swept tips has been suggested as a reason for this behaviour. This paper provides a systematic examination of the wake non-planarities induced by a variety of wing planforms and quantifies the induced drag reductions which may be expected. Results suggest a dependence of induced drag factor upon angle of attack, and therefore upon lift coefficient. The crescent wing is identified as the planform to derive the most benefit from its non-planar wake shape, typically a 4% reduction in induced drag factor at moderate angle of attack.