曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費(fèi)者

30 In fact Gantt charts were invented back in 1917 by Henry Gantt.
Why Projects Fail
17
Bibliography
Cadalyst.com/manufacturing/article/articleDetail.jsp?id=390123
Chicago Tribune, (December 17, 2006)
Chicago Tribune, (December 17, 2006).
Common Causes of Project Failure; UK Office of Government Commerce (CP001 5/1); 2005.
D. Grover, ‘Graphical Project Planning Techniques: an Overview of Gantt, PERT and CPM’, (2002)
@/www.egr.msu.edu/classes/ece480/goodman/ganttv1.pdf
D. White and J. Fortune, ‘Current Practice in Project Management — an Empirical study’,
International Journal of Project Management, Vol 20, No. 1 (January 2002, Pages 1-11).
Diane Vaughan, The Challenger Launch Decision: Risky Technology, Culture, and Deviance at NASA.
(University of Chicage Press, Chicago, 1996).
EU ESPRIT Renaissance Project @
//www.comp.lancs.ac.uk/projects/RenaissanceWeb/project/Documents/training/D335Prpl.ppt
Financial Times, (June 30 2006)
Firstdefence.org/typhoon.doc
J. Galway, ‘Quantitative Risk Analysis for Project Management’, (RAND Corporation, Santa Monica,
2004)
J.B. T. Evans, Bias in Human Reasoning Causes and Consequences, (Lawrence Erlbaum Associates,
New Jersey, 1989)
James Reason, Managing the Risk of Organisational Accidents, (Ashgate, Aldershot, 1997).
Major Projects Association http://www.majorprojects.org/pubdoc/739.pdf .
Nadim F. Matta and Ronald N. Ashkena, ‘Why Good Projects Fail Anyway’, Harvard Business
Review On Line, (September 2003).
NASA, ‘Development Cycle Time for Civil Aircraft’, NASA Scientific and Technical Office, (2001).
P. Lawrence and D. Thornton, Deep Stall, (Ashgate, Aldershot, 2005, ch. 8).
Peter Morris, Management of Projects, (Thomas Telford, London, 1998)
Peter Morris, Rethinking Project Management, EPSRC Network 2004-2006 (UCL, 15 July 2004).
R. Westrum, ‘Cultures with Requisite Imagination’ .in Wise, J. Hopkins, D. and Stager, P. (eds).
Verification and Validation in Complex, Man – Machine Systems, (Springer, New York, 1993).
Sunday Business, (11 February, 2001, p. 23).
T. Peters and R. Waterman, In Search of Excellence: Lessons from America’s Best-Run
Companies, (HarperCollins, New York, 1982)
T. Pinelli,. et. al, Knowledge Diffusion in the U.S. Aerospace Industry: the NASA/DoD Aerospace
Knowledge Diffusion Project, (Ablex Publishing, 1997).
The Chaos Report; Standish Group (1994)@ //www.standishgroup.com/
.

the aircraft, which was conceived to fly at a
subsonic condition with a high lift coefficient.
In the sequence, a new winglet
configuration was designed for the Legacy
Business Jet, which cruises at Mach number of
0.80 and higher lift coefficient. Finally, the
Embraer 170/175 and the larger 195 were
designed with winglets. Both transonic windtunnel
testing at DNW in The Netherlands and
at TsAGI facilities in Russia showed significant
drag reductions provided by some winglets
configurations under investigation.
Trailing vortices and downwash
A vortex in general terms is the rotational
motion of fluid, often comprising a strong
region of low-pressure in its core. Wake
vortices are generated whenever an aircraft
produces lift. The principal structure of the
wake downstream from a wing comprises a
trailing vortex pair resulting of the merge of all
vortices shed from the wing trailing edge with
the tip vortex. Each vortex of the pair is formed
in the vicinity of the wingtip because the tip
vortex attracts the remaining weaker vortices.
This structure may change if flaps are deflected
(Figs. 1, 2, 3). In this case, two vortex pairs will
be observed. In Fig. 1 it can be noted that only
the outboard vortex cores were made visible by
the water vapor condensation due to the
pressure drop existent in this region. Fig. 3
reveals vortices originating at the wing flaps of
a BAe-146 airliner.
Fig. 1 – Outboard trailing-vortex cores at landing
(Photo by Mark Garfinkel).
Fig. 2 – Trailing-vortex structure for a wing with
flaps deflected.
Fig. 3 – Vortices originated by flaps
(Photo by Olov Newborg).
The vortex wake produced by aircraft
is more complicated than had been thought and
may produce unforeseen turbulence in the air.
Such flow structures play an important role in
flight safety, since they can induce large rolling
moments on other neighboring aircraft, and are
known to cause loss of maneuverability control
and fatalities. In rare instances a wake encounter
could cause inflight structural damage of
catastrophic proportions. However, the usual
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：航空資料41(83)