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FLYING at altitude intensifies most problems, simplifies some, the author shows. Increasing operating altitude from 25,000 ft to well into the stratosphere lowers temperature more than 50 F, and reduces pressure to one-fifth the sea-level value. This complicates structural problems. It affects the hydraulic and control systems, electrical systems, cooling, and air conditioning, and increases the danger from failure of any of these essentials. Gusts and turbulence, on the other hand, are lessened by flying high. The author charts the extent of each of the problems, and shows how altitude economy gains make solutions imperative.

THIS PAPER presents the development of the DC-8 suppressor and thrust brake unit from initial test work through the final design. The selection of the production unit was based on a wide background of test work using both model and full-scale facilities. On the basis of this work, the configuration selected for production consisted of a fixed, corrugated, suppressing nozzle with a retractable ejector. A target-type thrust brake, mounted in the ejector, was chosen for the thrust brake production unit. Approximately 12-db suppression and 44% reverse thrust are provided by the unit. The ejector is hydraulically operated and the thrust brake air actuated. Both actuation systems obtain power from the aircraft systems which provides for operation during engine-out conditions. Alternate methods of actuation are provided in case of a primary system failure.

This paper explains the different applications of ground effect machines and why they should be built in aircraft manufacturing companies. The importance of L/D and initial cost is shown, and also the levels which have to be achieved in order to compete with ships. The main advantage of ground effect machines, the capability to move fast over water, and the potential market for such vehicles are pointed out. Assault operation is mentioned as well as operation over land, mostly swamps.