Observations on the Ethics of Collecting Archives and Manuscripts

Archivists first began codifying their behavior during the 1950s when The Archivist\u27s Code was written by Wayne C. Grover for use within the National Archives.1 Reflecting a government archives perspective, it deals with such issues as service to researchers, access to records, avoiding conflicts of interest, and selecting records which can be widely used by researchers. While this code did not deal with any issues relating to institutions collecting personal papers and manuscripts, it was the only document dealing with ethical issues and was widely accepted by archivists and disseminated by the Society of American Archivists. The Archivist\u27s Code remained the standard for the profession for nearly twenty-five years

Archival ethics: The truth of the matter

This essay explores the question of whether records professionals are as aware of the ethical dimensions of their work as they should be. It consider first the historical and professional context of archival ethics, then examines a recent case about business archives involving the author that suggests the need for renewed attention to professional ethics, and concludes with a discussion about how archivists might reconsider the ethical dimensions of their work

Effect of fuel volatility on altitude starting limits of a turbojet engine

The effect of fuel volatility on altitude starting limits of an axial-flow-compressor-type turbojet engine was investigated using fuels with Reid vapor pressures of 1.1 and 5.4 pounds per square inch. At flight Mach numbers from 0.40 to 0.85, the AN-F-58 fuel allowed consistent windmilling at altitudes 2000 to 8000 feet higher than was obtained with the 1.1-pound Reid vapor pressure fuel. At a flight Mach number of 0.25, ignition could not be established at any altitude with the lower-volatility fuel

Preliminary results of turbojet-engine altitude-starting investigation

A spark energy of 2.13 joules per spark at 1 spark per second produced ignition to an altitude of 50,000 feet at a flight Mach number of 0.6. The minimum power requirements for ignition were obtained from a combination of low spark repetition rates and high spark energy. The altitude-ignition limit was also increased by increasing spark-gap immersion, fuel temperature, inlet-air temperature, and fuel volatility, and by decreasing flight Mach number. The maximum altitude at which flame propagation was accomplished from combusters with spark plugs to combusters without spark plugs to combustors without spark plugs was increased about 5000 feet by increasing fuel volatility