Raes April 2014 Aerospace magazine 1404

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FORGING AHEAD THE WHITE HEAT OF AMRC’S MANUFACTURING REVOLUTION

April 2014

REGULATING UK AIRPORTS RETURN OF THE AIRSHIP PLUGGING THE GLOBAL SKILLS GAP

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Volume 41 Number 4 April 2014

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Mind the skills gap Addressing the global aerospace worker shortage.

Airships — a new beginning UK’s Hybrid Air Vehicles unveil plans for an airship rennaissance.

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Contents Correspondence on all aerospace matters is welcome at: The Editor, AEROSPACE, No.4 Hamilton Place, London W1J 7BQ, UK

Regulars 4 Radome The latest aviation and aeronautical intelligence, analysis and comment.

Tim Robinson

NEWS IN BRIEF [email protected] Editor-in-Chief Tim Robinson +44 (0)20 7670 4353 [email protected]

AEROSPACE is published by the Royal Aeronautical Society (RAeS).

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Unless specifically attributed, no material in AEROSPACE shall be taken to represent the opinion of the RAeS.

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14 At the cutting edge How the factory of the future is being forged at Sheffield’s AMRC.

26 Singapore Air Show Report on the highlights from the 2014 Singapore Air Show.

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32 How much to land Economic regulation of UK airports.

36 From Aden to UK by Hunter Single-seat, single-engine ferry flight — in the pre-GPS era.

41 Afterburner 42 Message from our President 43 Message from our Chief Executive 44 Book reviews 47 Library Additions 48 Minutes of 148th AGM 51 Careers 52 Diary 54 Corporate Partners 55 Obituaries 56 RAeS Elections 57 Meggitt Lecture

Front cover: Ceramic milling trial at AMRC. AMRC with Boeing

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Features

Via author

For good and bad we live in an age of instant communication. When global connectivity is taken for granted it is doubly upsetting for family and friends of passengers and crew of MH370 that a Malaysian Airlines 777 should vanish into thin air. In 2009, the loss of AF447 was a ‘Black Swan’ event — a one-in-a-million chance that saw a large airliner, operated by a reputable airline and flown by an experienced crew, disappear over the ocean. Yet five years on and this particular Black Swan has appeared again with a vengeance. That the aircraft will eventually be found is under no doubt but when many airlines devote massive sums to expanding in-flight connectivity for passengers — could not some of this be used to stream black box or CVR data to the ground in the event of a crash or unusual incident? It need not always be on, but could be triggered by various parameters — unusual pitch or roll angles, high rates of descent, or depressurisation so that the aircraft’s final minutes were available to investigators immediately. This would not be so the investigation could be completed more quickly — but would allow accurate information to be given in a preliminary fashion — closing off fruitless avenues that might sidetrack the inquiry or wild conspiracy stories that upset grieving relatives unnecessarily. Even if the accident were not fatal, would it not be useful to have additional data from any near-miss or incident to debrief the pilots and understand their actions and refine CRM? And, although locked cockpit doors mean the threat of 9/11 style hijacking and terrorism has receded — a discreet ‘transmit FDR/CVR’ button for the Captain or First Officer to hit in an emergency could aid authorities in knowing whether an aircraft that was squawking ‘emergency’ and heading towards a major city was the result of hostile action, crew incapacitation, or a mechanical problem and react accordingly. There could even be a ‘panic button’ to transmit this data for the flight attendants in the cabin or galley. This idea of ‘streaming black box’ data is not new and was proposed in the wake of AF447 — but cost, privacy and bandwidth issues saw the need downgraded for what was expected to be a extremely rare event. After MH370, these calculations may change. A world where passengers are promised they can tweet live photos from a window seat using their phone but FDR/CVR data is trapped within the aircraft only prolongs an agonising wait for families and creates an incorrect perception with the flying public that our technologically focused industry is not using all the tools at its disposal to enhance safety and security.

58 The Last Word Keith Hayward on US technology transfer controls.

10 Antenna Howard Wheeldon considers Lufthansa’s response to an invasion by Gulf airlines.

AMRC with Boeing

Missing links

12 Transmission Your letters, emails, tweets and feedback.

Bill Read

Comment

Production Editor Wayne J Davis +44 (0)20 7670 4354 [email protected]

[email protected]

Online Additional features and content are available to view online on www.media.aerosociety.com/ aerospace-insight Including: Five daily reports live from the 2014 Singapore Air Show, Making aerospace thrilling, Taranis unmasked, Twilight of the trijets

APRIL 2014

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Radome INTELLIGENCE / ANALYSIS / COMMENT

AEROSPACE

Arctic wing-in-ground effect vehicle From industrial designer Charles Bombardier — the grandson of the inventor of the snowmobile, comes this Canadian concept for a high-speed wing-in-ground (WIG) effect vehicle or Ekranoplan for resupply in the remote Arctic regions. The 'Nunavik Arctic Express' would be able to cross ice, snow, tundra and sea to transport cargo to oil or mining bases.

Low-level flight To keep the WIG at its optimum flight level of 5-15m altitude the Nunavik would be equipped with terrain-following radar, autopilot and laser sensors.

NEWS IN BRIEF ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? ??????

Engines

would come from four Pratt & Whitney ??????Power ???? ???? ??? ??? Canada PW100 turboprops, giving the Arctic ????? ????? Express a top speed of 200mph.

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AEROSPACE / APRIL 2014

Ski landing gear Efficiency

Creator Charles Bombardier admits that ground handling needs more engineering with the retractable ski landing gear — but says that adding an amphibious capability to allow water take-offs is being considered.

The benefit of using a WIG vehicle, says Bombardier, is its high efficiency — using 50% less fuel while carrying twice the cargo of a comparably sized aircraft.

Using lightweight composites the boxy fuselage would be able to accommodate 36 LD2 cargo containers. Doors each side would permit easy forklift loading/ unloading.

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Robin Ritter/Charles Bombardier

Cargo hauler

APRIl 2014

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Radome AEROSPACE

Search continues for missing Malaysian flight MH370

R-R reveals power plan

As AEROSPACE went to press, an international search is continuing for the Malaysia Airlines Boeing 777-200ER which disappeared over the South China Sea on 7 March with 239 passengers and crew on board. Flight MH370 was 50 minutes into a flight from

Kuala Lumpur to Beijing when ATC lost contact with the flight crew as the aircraft crossed from Malaysian to Vietnamese airspace. A week after the disappearance after an extensive air and sea search effort Malaysian officials stated that radar and satellite evidence indicated that the

transponder and ACARS systems in the aircraft had been disabled — pointing to the possibility that the flight had been intentionally diverted. A total of 25 nations are now helping with efforts to locate the aircraft over an arc ranging from Uzbekistan to the Indian Ocean.

DEFENCE

US Air Force

NATO boosts Baltic defences as Crimea crisis continues

Rolls-Royce

AIR TRANSPORT

Rolls-Royce has revealed that it is working on two new next generation jet engine designs for the commercial market. The first, called ‘Advance’, would aim for a 5% improvement in fuel

efficiency over the Trent XWB with carbon/titanium fan blades. Meanwhile a geared turbofan design, called the ‘UltraFan’ would see a 10% improvement over the Trent XWB and could be ready for service by 2025.

Russian forces are continuing to occupy key military and transport installations in the Crimea region of Ukraine. Russian forces are reported to be occupying Ukrainian airbases while Russian helicopters, including Mi-24s and Mi-8/17s, were flown into Crimea to reinforce Russia’s military airbase at Sevastopol. The situation is still developing, pro-Russian forces were reported to have taken over the airport and air traffic control centre in the Crimean capital of Simferpol on 12 March. Meanwhile, the USAF is to bolster the NATO Air Policing mission in the Baltic states with the deployment of six extra F-15Cs.

NEWS IN BRIEF The European Union has reached provisional agreement on revisions to proposals to reintroduce carbon taxes on airlines which would exempt longhaul flights until 2016. The International Civil Aviation Organization (ICAO) is scheduled to unveil a global plan to curb airline emissions by 2016 for implementation in 2020. Malaysian-based low-cost carrier AirAsia is to defer

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AEROSPACE / APRIL 2014

some A320 deliveries this year and the next. The fast-growing Group, which still has 350 more aircraft on order, will defer seven aircraft this month and 15 in 2015 due to intense competition and infrastructure capacity restraints. Lockheed Martin and Piasecki are to develop a modular, unmanned VTOL cargo UAV under DARPA’s ARES (Aerial Reconfigurable Embedded

Systems) project. ARES stems from DARPA’s Transformer ‘flying HUMVEE’ project — now recast with less ambitious objectives. First flight of the ARES is scheduled for 2015. Three members of the Expedition 38 crew returned safety to Earth from the International Space Station on 11 March. The three men, one from NASA and two from the Russian Space

Agency, Roscosmos, landed in Kazakhstan aboard a Soyuz capsule after spending 166 days in space. Eclipse Aerospace has delivered the first Eclipse 550 light jet at a handover ceremony in Albuquerque, New Mexico. An upgrade of the earlier Eclipse 500, production of the Eclipse 550 began in June 2012. A third Bombardier CSeries CS100 has joined

the flight test fleet. Two further CS100s are due to begin testing later this year. Airbus has announced that flag carrier Kuwait Airlines has firmed up a commitment for 25 airliners, including widebody and single-aisle models. The order breaks down into ten A350-900s and 15 A320neos. BAE Systems has announced that Saudi Arabia and the UK have

GENERAL AVIATION

Washington proposes new user fees

Buoyant aircraft could roam Venus

budget, would see a $100 surcharge added to each flight for most users — something that the Aircraft Owners and Pilots Association (AOPA) say would ‘cripple’ the GA sector.

Northrop Grumman

The General Aviation community in the US has pledged to fight another proposal from the US Government to introduce airspace user fees. The proposal, for the 2015

SPACEFLIGHT

A robotic airship could roam the skies of Venus for up to a year collecting scientific data, by using a mixture of powered flight and passive buoyancy in a concept now being studied. Developed by Northrop Grumman and L’ Garde, the lighter-than-air vehicle is called Venus Atmospheric Manoeuvrable Platform (VAMP).

AEROSPACE On 26 February the A350XWB flight test fleet doubled from two to four, when MSN2 and MSN4 both made their maiden flights on the same day. The third A350XWB, MSN2 is equipped with a cabin interior – while the fourth, MSN4, features a hybrid launch customer Qatar Airways/Airbus livery. Meanwhile, at its annual results, the Airbus Group revealed that it would be boosting A320 family production rates to 46 a month by 2016.

AIR TRANSPORT

MAX orders mount up

agreed terms for an escalation in Eurofighter Typhoon prices. The negotiations over the price rise were for for the last batch of 72 Eurofighters originally ordered in 2007. The core and starboard boosters for the United Launch Alliance Delta IV Heavy rocket contracted by Lockheed Martin to launch NASA’s Orion spacecraft have been delivered to Cape Canaveral.

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Airbus

Seeing double

Statistics from the US General Aviation Manufacturers Association (GAMA) report that worldwide deliveries of general aviation aircraft increased by 4·3% from 2,164 in 2012 to 2,256 in 2013. AVIC Xian Aircraft Industry has requested the Civil Aviation Administration of China to ground the MA-60 turboprop aircraft after two recent incidents

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of landing gear failures. A China Joy Air MA-60 suffered a landing gear collapse at Zhengxhou airport in early February, followed by an Okay Airlines MA-60 which was delayed for two hours before landing at Shenyang Taoxian airport due to another gear malfunction. British Airways' parent group IAG has announced it has returned to profit after the restructuring of its

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Indian low-cost carrier SpiceJet has confirmed an order for 42 Boeing 737 MAX 8s. The $4·4bn order had already been announced by Boeing but the name of the customer was not identified. Delivery of the 737 MAXs will begin in 2017. Meanwhile, Boeing revealed earlier

that Turkish airline SunExpress has firmed up an order for 40 737 singleaisle airliners, worth more than $3·8bn at list prices. The order breaks down into 15 737 MAX 8s and 25 737-800NGs. Additionally, the SunExpress deal also includes options for a further 15 MAXs.

Spanish flag carrier, Iberia and acquisition of low-cost carrier Vueling. The airline posted a pre-tax profit of €227m for 2013, compared to a loss of €774m for the previous year. Meanwhile total revenue rose 3·1% to €18·6bn.

to the RAAF in 2017, with the aircraft expected to be fully operational in 2021.

A $3·6bn acquisition of eight Boeing P-8A Poseidon maritime patrol aircraft has been confirmed by Australia. The move will see the first P-8A delivered

On 27 February Japan launched a new nextgeneration weather satellite — the Global Precipitation Measurement Core Observatory using a H2A rocket from Tanegashima Space Center. The joint JAXA/ NASA mission will see the GPM satellite fleet provide a global rainfall snapshot every three hours.

APRIL 2014

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Radome SPACEFLIGHT

AIR TRANSPORT

Qantas in cost-cutting plan

suite of 34 telescopes and cameras to search for habitable planets orbiting up to a million different stars. The PLATO mission is part of ESA’s Cosmic Vision 2015-25 programme. The UK has pledged some £25m as a contribution to the mission — which will see the particiption of 11 UK institutions.

Australian flag carrier Qantas has announced 5,000 job cuts and the deferral or sale of 50 aircraft, as part of a plan to reduce its costs by A$2bn over the next three years. The carrier will defer deliveries of Airbus A380s, A320s and Boeing 787s (above), as well as speeding up retirement of 747s. The airline reported a pre-tax loss of A$252m for the second half of 2013 due to high fuel prices and increased competition.

AEROSPACE

F-35 order trimmed — but A-10, U-2 and OH-58D axed in DoD cuts

First recipients of UK ATI R&D funding detailed

Lockheed Martin

DEFENCE

The US Department of Defense (DoD) is reported to have reduced its order for Lockheed Martin F-35s budgeted for 2015 from 42 down to 34. The

revised order is now for 26 F-35As for the US Air Force, six B STOVL variants for the Marine Corps and two C carrier variants for the US Navy.

Meanwhile, the Pentagon announced drastic cutbacks to its armed forces as part of its ongoing budget cuts — which will see it retire the entire A-10 fleet, axe U-2s and and eliminate the Army's OH-58D Kiowa Warriors. However, approved were a new Combat Rescue Helicopter and T-X trainer programmes.

Seven R&D projects have been allocated £65m in funding from the UK’s Aerospace Technology Institute (ATI). The projects include aerodynamics — with Bombardier leading a project on nacelles. AgustaWestland will look at helicopter comfort and vibration. Rolls-Royce is to lead two projects on

more efficient engines. In advanced systems, GE Aviation and partners will focus on next-generation flight decks, while BAE Systems will investigate UAVs in the civil market. Finally, UTC Aerospace Systems will work with Raytheon on all-electric aircraft motors and control systems.

satellites and objects. The Geosynchronous Space Situational Awareness Program (GSAP) uses two satellites, to be launched later this year, to image and track other satellites and orbital objects in geosynchronous orbit.

the year at Rovinj in Croatia in April, Putrajaya, Malaysia in May, Gydynia, Poland in July, Ascot, UK in August, Forth Worth and Las Vegas in the USA in September and October and a yet to be confirmed venue in China in November.

NEWS IN BRIEF The US FAA has lost a prosecution against a man for the ‘reckless and careless operation’ of a model powered glider in the area around the University of Virginia. However, the case was dismissed, as the judge ruled that FAA UAV rules were not enforceable on model aircraft. Social media giant Facebook is reportedly looking at acquiring

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AEROSPACE / APRIL 2014

UAV manufacturer Titan Aerospace to deliver Internet access to remote parts of the world. The $80m acquisition would see Facebook buy the manufacturer of highaltitude solar-powered ‘atmospheric satellite’ UAVs to act as airborne communication relays. Tiger Air in Singapore is proposing to close its PT Mandala Airlines joint venture if it does not start to make money this year.

The UK Ministry of Defence has announced that the first British Army training flights of the Watchkeeper UAS have started. at Boscombe Down. Following training, the first military flights will begin in April. Head of the USAF’s Space Command, General William Shelton, has outed a previously unknown secret satellite system — designed to image other

The Red Bull World Championship Air Races have recommenced after three years with a meeting in Abu Dhabi, UAE, at the end of February. More races are scheduled during

All deals with Rolls-Royce in India have been put on hold by the government while it investigates allegations of bribery in the supply of jet engines.

Boeing

The European Space Agency (ESA) Science Programme Committee has given the go-ahead for a €600m mission to search for planets orbiting alien stars. Due for launch aboard a Soyuz in 2024, the PLATO (PLAnetary Transits and Oscillations of stars) probe will use a

ThalesAleniaSpace

Europe to scan for planets with PLATO

GENERAL AVIATION

The HAI Heli-Expo helicopter show was held in Anaheim, California, on 24-27 February. Organised by the Helicopter Association International, the show had 19,000 visitors, 714 exhibitors and 66 aircraft on display. A number of new orders were announced at the show, including a contract from Lease Corporation International (LCI) for six Airbus Helicopter EC175s plus up to 15 new Super Puma EC225s, Noordzee Helicopters Vlaanderen (NHV) ordered six Airbus Helicopters EC175s, Yamagata Prefecture Firefighting and Disaster Prevention Agency in Japan bought an AgustaWestland AW139 intermediate twin, Gulf Helicopters ordered an AgustaWestland AW189, MD Helicopters sold its first MD 500E in China and the Milestone Aviation Group purchased eight additional Sikorsky S-92s.

AgustaWestland

New orders and aircraft announced at Heli-Expo

AW steps up tiltrotor sales push with demos Heli-Expo also saw AgustaWestland conduct the first customer demonstration flights,

(including Chevron) with its AW609 civil tiltrotor. The AW609 is set for FAA certification in 2017.

Bell names next generation Jet Ranger At Heli-Expo, Bell officially named its new five-seat SLS (Short Light Single) helicopter the 505 Jet Ranger X.

Also launched at the show was Enstrom's TH180 — a twoseat light helicopter for training.

GENERAL AVIATION

Honeywell helicopter forecast

Correction

Deborah Hersman is resigning as Chair of the US NTSB to become President and CEO of the National Safety Council. Peter Bradfield is now Communications Advisor for the Baltic Air Charter Association. Sharon Spratt is the new Senior Director of Government Relations for Space Florida.

i

In last month’s printed version of AEROSPACE in the article on 'Taranis unmasked' the name of the BAE Systems Project Pilot/and Mission Commander appeared incorrectly. It should have read Bob Fraser. Our sincere apologies for any confusion caused.

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Honeywell

ON THE MOVE

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The manufacturer also unveiled mock-ups of the Jet Ranger X, which features a Garmin G1000H glass cockpit

and is powered by the Turbomeca Arrius 2R engine. First flight is set for later this year.

Enstrom

Bell Helicopters

New Enstrom trainer

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APRIL 2014

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antenna:

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AEROSPACE / APRIL 2014

Dogfight over Gulf airlines

L

ufthansa’s brave if hardly surprising attempt to formally challenge the right of a Gulf-based airline to bite deep into EU territory on competition grounds is certainly not without dangers but it is nevertheless welcome for the debate that it raises. At issue for Lufthansa is the Abu Dhabi-based Etihad Airways' plan to invest in the long struggling Italian carrier, Alitalia. Lufthansa isn’t alone amongst the band of theoretically deregulated EU carriers fearing that allowing state-owned Gulf carriers, such as Etihad, to acquire stakes in EU-based carriers could have a serious impact on competition. The question is whether they are right? Lufthansa’s challenge to the Brussels competition authorities is fraught with potential dangers not only for EU-based airlines but for the EU itself. Should the Brussels authorities decide to back the complainant, the EU could stand accused of protectionism. Should it waive the Etihad proposal through, then it would risk opening the door of the EU airline industry and its airports to far greater levels of foreign airline competition that would play into the hands of the fast developing hub system of airports developed across the Gulf region. With echoes of the long running EU/US commercial aircraft development subsidy dispute fresh in the mind, the Lufthansa challenge to Brussels will centre on the ability that non-regulated state-owned Gulf-based carriers that have huge financial resource plus easy access to sovereignbased expansion funding have against deregulated EU-based carriers that are limited through tight ownership restrictions and whose access to funds are generally limited to debt access through a market process. It could hardly be argued that, in terms of expansion funding, the playing field rules for the Gulf-based carriers are rather different from those that the deregulated EU airline industry are forced to play on. Gulf carriers, such as Etihad, Emirates and Qatar Airways, have enjoyed a phenomenal rate of expansion over the last ten years and they have done so by having an ease of access to funding and without the need to look over their shoulder at the potential for risk. The easy access to funding enjoyed by Gulf airlines could well be regarded by Brussels as being anti-competitive but whether this alone would be enough to halt the ambitions of Gulf-based airlines

in the EU region is questionable. In saying this it is as well to remember that the development strategy behind the fast growth of Gulf-based carriers has, since the regional alliance structure was abandoned nearly ten years ago, been based on a combination of national interest of individual Arab states to increase their influence on the world stage, plus both desire and determination to provide passenger and cargo services to the majority of large foreign destinations via a multiple hub system of operation.

Gulf invasion? It is a plan that has worked very well and that, within a relatively short period, has seen rapid growth and considerable increase in global market share of Gulf-based airlines. The fear for EU airlines is not just potential ease of access to funding enjoyed by Gulf-based carriers but also that, if they are to be allowed to creep into EU territory by purchasing stakes in its airlines, it will then use them to provide ‘feeder’ services to and from the whole EU region into the well established system of airport hubs now developed across the Gulf region. At the centre of the Gulf region in terms of strategic airport locations is Dubai. With a brand new airport location hosting close to 150 airlines flying to around 280 international destinations Dubai is, in terms of hub locations, not only the largest airport in the region but one that by design has ample capacity for large scale traffic expansion. With little regulation and few if any internal restrictions it can hardly be argued that stateowned Gulf carriers are able to play on a far richer

Airbus

AS TO THE LUFTHANSA ‘STATE AID’ ARGUMENT, IT SHOULD NOT BE FORGOTTEN IN ALL THIS THAT ALITALIA PUTS ETIHAD INTO THE SHADE WHEN IT COMES TO WHAT THE ITALIAN AIRLINE HAS COST THE ‘STATE’ OVER THE YEARS.

Global Outlook and Analysis with HOWARD WHEELDON

playing field than the EU-based airline competitors. Given that ownership of the Gulf airlines is a closed shop, it is easy to argue that EU airlines are potentially being disadvantaged. But, despite ownership appearing to be an unfair advantage, the question really becomes one of whether this is anticompetitive. Without doubt Gulf carriers have used EU and US deregulation to their distinct advantage. There is nothing wrong in this but, if Gulf carriers are allowed a relatively free hand to invest in EU-based airlines such as Alitalia while EU and US-based airlines are restricted from doing the same it is clear that an unfair advantage exists. I dislike interference in markets as much as anyone else but it is important in my view that if EU based airlines faced with a high level of rules and strict disciplines are to continue being restricted in the manner that they are, then it is the duty of the authorities to also ensure that airlines based outside of the EU are not advantaged as a result. For Etihad, desperate to extend its reach, and for Lufthansa, desperate to protect its home territory, whatever decision emerges from the EU Competition Authorities will, I think, be groundbreaking.

The protectionist road Going to the EU Competition authorities is, as I suggest, brave but probably very correct move by Lufthansa and I suspect that it will have the quiet backing of other large EU airlines as well. But it is full of as many dangers as it is potential rewards, not least because it re-opens a debate on which there can be no easy or well defined answer: Is the EU right to go down the protectionist road to defend its airline industry, or any other of its many industries come to that? Can it really afford to put up the barricades and keep the likes of Etihad, Emirates and Qatar from coming on to its home territory through the back door? In reality, I doubt that it can. Lufthansa is right to express its concern and contempt about

Target Alitalia: Lufthansa is aiming to block Etihad's investment in the flag carrier.

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Etihad Regional

Etihad has already a foothold in the European airline market with Swiss carrier Etihad Regional. the impact of Gulf carrier ‘creep’ but I am not sure that attempting to halt Gulf-based carrier expansion in the EU on the basis that these airlines receive 'recurrent subsidies and [that] the partial renationalisation of European airlines, whether by European states or by states or state-owned companies from outside the EU', will in the end stack up as a sufficiently powerful enough argument to halt the process being laid out in front of the EU competition authorities. On the other hand, with the EU having failed to be convinced of the need to establish an ‘open skies’ agreement with Gulf-based airlines you could argue that any attempt to stop a Gulf airline from acquiring a stake in any EU-based airline could risk being seen as not only protectionist but also anticompetitive in itself. It could also be argued that, if the hub and spoke debate has now been won that having large Gulf-based carriers holding sizable stakes in EU based airlines is not only beneficial to them but to their passengers as well. In what is still a growth industry, whether the Etihad approach to acquire a stake in Alitalia really would seriously impinge on Lufthansa is as doubtful as it is also questionable. Nevertheless, what must not be allowed to become the issue in this debate is that attempting to keep Gulf-based airlines at bay using protectionist means is, just as it should always be, doomed to failure.

Who is to blame? As to the Lufthansa ‘state aid’ argument, it should not be forgotten in all this that Alitalia puts Etihad into the shade when it comes to what the Italian airline has cost the ‘state’ over the years. That the EU decided to turn a blind eye to this one was always hard to comprehend. Neither should whatever decision emerges be allowed to interfere with the sovereign rights of a non-EU nation attempting to compete on fares, provided, of course, that it can be proven that these are not being artificially subsidised. That is always a difficult one to prove and, by definition, Lufthansa’s claim that the EU has piled on so many environmental and other regulations to its struggling airlines and that it has placed huge bumps and disadvantages into what used to be able to be seen as a fairly level playing field does have merit. But the blame for this surely lies with the EU, as opposed to the fast expanding Gulf state airlines. The Italians will, of course, see things differently and for them seeing that Air France-KLM has declined to go any deeper into the Alitalia quagmire (preferring to reduce its stake in the troubled airline to 8%) a deal with Etihad can easily look to be the only available opportunity that might stop it going the same way of Belgium’s Sabena in 2001.

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APRIL 2014

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Transmission LETTERS AND ONLINE

i Geoffrey W, Chartered Senior Aircraft Structural Design and Development Engineering Professional [on Making aerospace thrilling(1)]. On the subject of whether the aerospace and aviation industries are doing all that they possibly can to attract the next generation of young people to join this exciting and rewarding sector, I do not think they are doing enough at the moment because the big commercial companies are still to ramp up for new projects e.g. the A3501000, 777-X, etc. though both big-name airframe manufacturers Airbus and Boeing have very good graduate programmes. For older hands like myself its much harder. I have spent two years three months looking for aerospace jobs, as a double MSc and 30 years experienced aerospace design and structures engineer. So far I have home interviews but the posts either do not exist or will not need to be filled for a further five to six years. While there is a strategic national intent to attract and get more engineers, technicians and professional (Chartered) engineers into the profession through career fairs and through the actions of individual companies, perhaps it would help, by carrying out a comprehensive market survey of school leavers, undergraduates and graduate engineers

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about their reasons for studying engineering, their aspirations, inhibitors, the perceived image of engineers as a profession, along with their experiences when they enter workforce working for SMEs or the primes. Hans K, Entrepreneur/ CEO/Innovator — Strategy, Commercialisation, New Ventures, Due-Diligence Expert I attended the Aerospace Growth Partnership (AGP) event. This was a great UK Government initiative, but none of the primes other than AGW presented anything of the future technology vision. It was mainly focused on maintaining the UK’s global position in this sector and supporting the existing supply chain that produces engines and structural subsystems for Boeing, Airbus and Bombardier. Again one emphasis was that they all need engineers. Kenechukwu O, Higher Education Professional An area I believe that needs to be addressed urgently is how to encourage companies to create more and more opportunities for short-term internships, contracts or work experience especially for aerospace graduates. This provides valuable windows of opportunities to utilise their skills, pick up new skills and work references that they need as credibility to break into this rewarding sector. Bogdan S, PostTensioner at CCL (GB) I have recently graduated at Kingston University, an aerospace engineering degree. After I’ve been studying for four years,

Airbus

Recruiting the next generation: debate on RAeS LinkedIn three in Romania and one in UK I can’t find a job in this field. Benjamin A M, Final year MEng Aero & Astro undergraduate I must agree that the competition is intense but I feel that I’ve had quite a positive experience overall. I was pushed towards aeronautical engineering in secondary school after my electronics teacher identified a vocational ability paired with a good academic record. During the third year of my MEng aeronautics and astronautics course I applied to around 20 summer internships and got almost nowhere despite having attended numerous careers fairs and graduate passport events to improve my skills. Eventually I managed to get a place with Eaton Aerospace through an internship scheme operated in tandem through my university (Southampton). Now in my final year I applied to several Graduate schemes including Rolls-Royce, AgustaWestland and BAE Systems and reached the offer/rejection stage of every one. I was engaged early on and this had a huge impact on my focus over the crucial years of my education. I found that despite my university doing everything in their power to prepare me for industry and help me gain appreciable skills, the competition and availability of short-term placements is such that they are very, very difficult to attain. I also found that once I could demonstrate having skills/knowledge/ experiences that were not solely derived from academia it was much easier to get work.

Airbus A320 wing given to City of Bristol College.

Stephen M, Engineering Manager — PHM / IVHM Lead, BAE Systems (FCAS) Establishing an interest in engineering and sciences at a young age is a starting point. However, as they get older this interest in engineering needs to be broadened into recognition of engineering as a profession and a career. I do not believe that within the engineering community we sell ourselves well either in providing an outward display of successful engineers, or in portraying engineering as a career into which it is possible and necessary to develop to progress. Maria M, Aerospace Systems Student at Coventry University I do not think universities and companies are doing enough to attract girls in their engineering

programmes. In my year of study I was the only girl in aerospace systems. After all this time, some people still think that engineering is not for girls. Stacy C, Quality Engineer at CTG Don’t forget that encouraging interests in the ATC helps. I joined the Air Cadets when I was 13 and have been in aviation ever since. Hahidul I, Retail Advisor at Stanley Gibbons Ltd I believe the aerospace/ aviation industry is a tight one, not many young students have the chance to get hands on workshop experience. Having an interest in the field of aerospace was my initial choice as a career. Even had a work experience placement at Rolls-Royce five years ago, but now its almost impossible for students, yet there are

Ben L, Aerospace Engineer Specialising in Aircraft Aerodynamic Design and Testing In Australia, there is very little done to attract new people and there are very limited career opportunities. I have a BEng in aerospace engineering and a PhD in the same field and I have not been able to find a job in two years. Ziyaad S, Master’s Aerospace Graduate They are saying they need more engineers but are they recruiting enough? I am a graduate with a BEng and MSc in Aerospace Engineering and I am struggling to find a job. Can anyone from these industries explain why is it hard to get a job when they are saying what could be done to attract more youngsters in aerospace and aviation? Sir Donald S, Chairman at Farnborough Aerospace Consortium You need to get to children at a young age while they are still in primary school and you will find that they are fascinated and enthusiastic about aerospace and engineering. Companies need to help with this by encouraging their staff to become STEM ambassadors and allowing them time to visit local schools to tell the children about the wonders of our profession. Mike D, Mechanical Aeronautical Engineering Apprentice at QinetiQ and Civilian Instructor with the Air Cadets By the time young people are choosing their careers, their skills and interests are already broadly cemented. Engaging them with the aircraft industry and catching their interest early @aerosociety

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is important, as decisions they make during their school years at 14, 15 and 16 years old are already narrowing their career options down.

@pickles_80 We know that the transponder can be turned off (Silk Air) why does Airbus and Boeing allow this to be so...

Ioan E, Aircraft Engineer at GE Aviation With 35 years aerospace experience both military and civil I think not enough is done by the industry to encourage or recruit the next generation. In spite of this, as an aerospace engineer I think we are living and working in the most promising of times. With order books filling up, year on year our industry is and will go on to experience expertise shortages as candidates are drawn away to ‘sexier’ or perhaps more lucrative career paths. Schools need to recognise appropriate talent at an early stage and promote the value of vocational career paths equally with academic options. Furthermore, less significance should be placed on the discriminating practice of trying to target a particular group, based on gender or any other categorisation. Girls make good engineers too, but we harm their interests, not in the pursuit, but how they are viewed in industry in general. If we need to fill a quota (and we do) let’s be in a position where we can attract and choose the best of the best. Doesn’t our industry demand and deserve that?

@murphavfc [On MH370 & streaming black box data] Aware there’s already real-time data monitoring, but still a likely considerable cost in incorporating a new stream of data.

Balachandran P, Assistant Director Airworthiness, CAD (Retd) The only way is to provide a route to the youngsters which can develop their aptitude to join the aerospace industry is for industries to have their own educational institutions attached to their establishment to conduct degree courses with a syllabus covering the fundamentals of aeronautical engineering.

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@AGM100UTC [On MH370 mystery disappearance] This whole event is alarming ... should not happen with technology on the 777 today.

@Valokeila This might well end as future ‘How not to do crisis communications’ case study. @DavidLearmount If you leave enough gaps in the information you supply, conspiracy theories rush into the vacuum. @DavidHearn How would sudden decompression knock out comms equipment? Can’t imagine rapid onset hypoxia affecting the transponder.

@onelamportwo Water is fairly shallow - doubt finding BBs much of a problem. Suspect most pilots strongly opposed to live streaming of CVR.

@fastjetoz The technology is there, the costs are insignificant as compared to loss of life, it just needs a CAA or FAA mandate.

@kt4567 [On Stewart Lecture] great lecture last night, really useful and interesting.

@MaxRotor [On 2014 space highlights from RAeS Space Group] Exciting year in space. @AeroMaintenance [On Twilight of the trijets (2) ] I certainly don’t miss working on No2 Engine of either the Tristar or DC10.

@WorldOnePhoto What a bird, what a story! Bless you all!

@AndrewGall2010 [On whether four engine airliners will follow trijets into retirement] Highly doubt it. B747 is still going strong. Same with the A380. Airlines just want to cut fuel costs. So buy 2 engine aircraft. @PadraicToolan [On retirement of RAF Tristars] L1011 an aircraft I always enjoyed to fly in. Over 30 years already since last delivery from Lockheed factory.

Tim Robinson

many positions available in large companies.

Passengers board the last ever passenger-carrying DC-10 at Birmingham airport on 24 February. 1. http://aerosociety.com/News/Insight-Blog/1850/Making-aerospace-thrilling 2. http://aerosociety.com/News/Insight-Blog/1944/Twilight-of-the-trijets

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APRIL 2014

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MANUFACTURING Sheffield AMRC

At the

cutting edge RICHARD GARDNER R reports reportts ffrom rom the Advanced dM Manufacturing anufacturing Research Centre (AMRC) in Sheffield.

T

hink of Sheffield and most people recall intensive industrial activity with the city’s name synonymous with high quality steel products but, following many years of decline, the region suffered badly. However, today, a new flagship for this re-generation has been created alongside Sheffield University, within a fast expanding hightech business park dedicated to innovation in manufacturing processes, including composites, metallics and hybrid components. This has just been boosted with the announcement of a new £40m project to build an advanced showcase factory of the future and the opening of a very large training centre. Professor Keith Ridgway is Executive Dean at Sheffield University’s Advanced Manufacturing Research Centre (AMRC) and told AEROSPACE: “Our ambition is for Factory 2050 to be the most advanced factory in the world. It is part of our longterm development in high-value manufacturing in which we have an international lead.” The factory project will offer the latest technologies in the field of advanced robotics, flexible automation, unmanned workspace and off-line programming in virtual environments. Initially, around 50 researchers and engineers will work in the new 14,400ft2 facility which will incorporate the highest environmental standards. Academics and industry sponsors want Factory 2050 to be the UK’s first fully reconfigurable assembly and component manufacturing facility for collaborative research.

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It will be capable of rapidly switching production between different high-value components and oneoff parts. There will be autonomous vehicles and tracked robots and flexible fixtures to maximise the value of all these new assets. Factory 2050 will be a paperless facility with a ‘digital thread’ throughout an integrated manufacturing group. All aspects of this activity will feature testing and monitoring at all stages. Because of the open access design of the factory, there will be unprecedented opportunities for the workforce to increase their knowledge and share ideas and solutions.

Reinventing manufacturing

OUR AMBITION IS FOR FACTORY 2050 TO BE THE MOST ADVANCED FACTORY IN THE WORLD. Professor Keith Ridgway Executive Dean, AMRC

The Head of the AMRC Process Technology Group, Sam Turner, told AEROSPACE that, in the past, a lack of investment had resulted in a gap between those with special skills carrying out the R&D and those engaged in manufacturing activity. He said that fundamental research leads to core technology advantages that can deliver new business by unlocking more efficient output. He added that there was a need for a healthy interaction between academia and industry. Manufacturing industry should re-invent itself so that it is managing a system rather than just making parts. Design should be seen as a means of manufacturing and greater quality was needed right through the supply chain. Closer integration at all levels was vital, he added. Best practice was essential, of course, but industry must be agile so that it can modify its products and

The AMRC with Boeing

this means it must have ‘more headroom’ in how it uses technology in manufacturing. The AMRC funding comes from the University, the UK government, the EU and 77 participating companies, including the major aerospace manufacturers, extending down through 24 tier one partners and others in the sector supply chain. From the outset Boeing has been a leading partner and other aerospace companies include Airbus, BAE Systems, Rolls-Royce, Safran, Spirit and Goodrich. Prof Ridgway explained that setting up the AMRC was always regarded as a key foundation stone in the process of establishing a high-tech engineering R&D cluster with a world-class reputation. This would encourage the repatriation of more high-value manufacturing back to the UK, where there was no shortage of potentially skilled young people looking for a more promising future. He said: “We are attracting new talent into engineering. In the new reconfigurable factory, there will be a lot of glass and high visibility is a big advantage. In a transparent factory there is more awareness of the wider production process.” The design of the AMRC, and the new Factory 2050, take into account the need for not only more open work areas, but shared facilities, such as rest areas, catering facilities and meeting rooms, where people can network and interact on a regular basis, and with built in connectivity as well as a secure wi-fi friendly environment.

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THIS IS SAID TO BE AT LEAST SIX YEARS AHEAD OF ANY OTHER SIMILAR FACILITY

Expanding capabilities The AMRC was originally envisaged as an R&D centre-of-excellence for high-tech machining technology but, with the increasing use of composite materials, hybrid metallic/composites and now, 3D printed components, as well as advanced metallics, the scope has been widened to cover all high-end manufacturing materials and processes. This includes casting and machining in titanium and aluminium and all methods of fabricating composite structures and components. This is said to be at least six years ahead of any other similar facility. Europe’s largest electron beam welding facilities are also included on site. Deep hole drilling is another high value capability. With an increase in demand in the UK worth up to $90bn for new-build nuclear power generation and propulsion equipment, the AMRC site now includes a new Nuclear Manufacturing Centre where large components can be manufactured and assembled to within very fine tolerances. Much work is underway on renewable energy systems and components and

Slashing costs Participating company partners, all have a share in the technology benefits for they are involved in the overall goal of improving new means, methodologies, tools and techniques that will advance manufacturing technology within their own organisations. The end game is using the new manufacturing technologies to design and make better products that are also quicker and less wasteful to produce and the increased efficiencies will contribute to future profits. Prof Ridgway said that, in some cases, manufacturing costs had been cut by a factor of five. Both Boeing and Rolls-Royce have invested heavily in the AMRC site and its spreading campus. A huge new Rolls-Royce single crystal fan blade manufacturing plant is already on site and due to start production in the most efficient aeroengine component manufacturing plant anywhere with very advanced processes. Boeing is a commercial customer of many of the AMRC partner companies and has a vested interest in seeing progress in high-tech manufacturing cascade down through its supply chain. There are many examples of how the centre’s R&D and test and evaluation of new processes and technical

solutions has already worked through to production standard components which have been adopted for company products such as the Boeing 787. For the facility managers, partner companies supply free of charge their latest equipment and systems for use in the various specialised work areas. These represent the very latest examples of high-tech machines and specialist equipment, so they are ideal for using to evaluate and test new innovative processes and methodologies. In turn, this provides the suppliers with invaluable high-quality feedback which helps them improve the product to make it even more flexible and efficient and it also serves as a highly visible demonstration asset to attract new customers and sales.

Automated wing structure produced in the AMRC by GKN as part of the STeM programme to reduce manufacturing times by 30%.

GKN

The AMRC with Boeing

AMRC includes a virtual reality lab to support development, design, assembly processes and training.

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MANUFACTURING Sheffield AMRC a relatively recent expansion in the portfolio is aimed at increasing activity in the medical sector. Nevertheless, for the moment, most activity is directed at the aerospace market.

54hrs

Current time needed to machine titanium part for 787 landing gear

27hrs

Goal for AMRC machining using new Ti material

11hrs

aircraft production cycle, this level of reduction in production timescales could have a very significant impact on programme costs. Tuning the machines, or stabilising the machine dynamics, clearly pays dividends and, during the machining process, using the most sophisticated methodologies available, optimum vibration free frequencies can be achieved, so the depth of cut can be matched to the most appropriate revolutions per minute and the type of material used. The science and mathematics and computer modelling is essential in designing and refining machines that can carry out optimised multi-positioning operations using minimum changes in tooling (such as using different cutting heads) and making best use of the material to minimise waste.

Advances in composites

The AMRC with Boeing

Actual time achieved

The AMRC is open to everyone. Members have a say in influencing the direction of the collaborative research but the skills and knowledge at the centre are available to anyone who is interested in developing their manufacturing processes. There are three phases of Manufacturing Readiness Level (MRLs): 1. Technology assessment and proving phase. This comprises the concept proposal with scientific validation and the application and validity of the concept validated or demonstrated, the experimental proof of concept completed and production validated in a laboratory environment. 2. Pre-production phase. This comprises the basic capability demonstrated and the process optimised for a production rate on production equipment. 3. Production implementation. This comprises the capability and rate confirmation, the full production process qualified for a full range of parts and, finally, the full production process qualified for full range of parts and full metrics achieved. The methodologies used at the AMRC have been shown to result in real and quite dramatic improvements in target performance. An example of one case study features a collaborative project between MessierBugatti Dowty and AMRC for the machining of a landing gear side stay, a simple prismatic part similar to the Boeing design. A new titanium material, Ti-5553, was used and the study focused on the specific machining time to extrapolate the overall cost of using Ti parts on Boeing 787 landing gear. The original time for the machining operation was 54 hours, and the target for using the new material was 27 hours. The achieved time was 11 hours. In another case study, this time on an Airbus part, the machining time was reduced from 145 hours to 19 hours. Clearly, if widely adopted across a whole

The AMRC with Boeing

Collaborative research

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The Composites Centre in the AMRC has facilities for autoclave and out-of-autoclave composites manufacture. Computer controlled automatic fibre placement of layered materials represents the latest technology but Sheffield has a 200-year old local legacy of weaving skills and this has been exploited to incorporate traditional inter-woven material patterns and techniques that can be tailored very precisely using 3D weaving machines for today’s high-tech requirements. Using different woven patterns in the material and different thicknesses can give added rigidity or flexibility and added density for strength where it is needed, and this includes using mixed materials combining metallics with the carbonfibre. There is almost no limit to the permutations possible in preparing and making hybrid or all-composite structures and components and the research, testing and evaluating at AMRC extends into next generation wing spar developments and highly complex moulding techniques. GKN Aerospace is leading a project

The AMRC with Boeing

The new AMRC Composite Centre

under the Structures Technology Maturity (STeM) programme that aims to automate the assembly of aircraft structures to reduce assembly times by 30%. An advanced winglet has been used as a demonstrator component to progress a range of innovative assembly technologies.

Rapid assembly In the AMRC Assembly Centre the latest laser scanners and robotic systems are capable of working to tolerances of 15 microns, with huge reductions in operational timescales. One programme successfully reduced a procedure that previously took one and a half days to just six minutes. Creating a safe as well as high-tech manufacturing and assembly environment is a key feature where operating boundaries are being pushed further out all the time. The use of advanced virtual reality and simulation tools are used for training as well as in other stages in the design, evaluation and manufacturing stages of a project. As part of a feasibility study with a partner, a kinematic simulation of a proposed machine for 787 manifold assembly was completed to allow the centre to validate the proposed design and easily communicate the scope of the innovation to the customer. Meanwhile, Castings Technology International wholly owned by AMRC, is a comprehensive casting research facility — with a titanium casting capability as large as any in the world. Some 75 partners are involved and the facilities on site include casting design and methoding, patternmaking, cure making, moulding, preheating and assembly, melting and pouring, inspection, machining and finishing. There is a 1,000kg titanium melting capability and high strength steel castings can be manufactured in volume. 3D design and proofing is carried out and the tools for production manufacturing can be made. @aerosociety

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In the Design and Prototyping Centre new designs for manufacturing are studied in close co-operation with many SMEs who are currently involved in some 120 active projects. The centre is seen as a highly effective facility to educate personnel from smaller engineering companies who would not be able to invest in such advanced design and test tools and systems on their own. In the Structural Test Centre there are the very latest facilities for component testing and validation including an eight-axis loading system. There is also a microscopy laboratory for micro-structural evaluation where material changes require very precise and accurate measurements with screening to determine the chemical composition within the material. In another clean-room area within the AMRC extremely accurate measuring is undertaken with the aid of three-axis touch-sensitive probes that record surface touch points and can be used to construct planes, surfaces or complex curves which are accurate to 5 microns. The AMRC campus is populated by some of the brightest, most highly qualified and innovative young scientists, engineers and technicians, but alongside the new laboratories and workshop facilities is a new Training Centre where, in February, 250 young apprentices were admitted to join others already learning basic engineering workshop skills, leading through a phased curriculum to more advanced training using the most modern CAD/CAM digital design and manufacturing tools and equipment, and classroom training aids, including virtual reality welding stations. With this kind of investment and the sharpening of bright minds, the UK is preparing to cut a swathe through the future of aerospace manufacturing.

An associated aspect of all R&D work involves factoring in the need to reduce energy consumption at all stages in the manufacturing process. In some cases a re-design of processes and methods has shown a reduction of up to 80% is possible.

New RAeS Sheffield Branch forges ahead The growth of the AMRC and associated aerospace manufacturing on the park led members of the AMRC and the RAeS to form a new branch some two years ago. Phil Spiers, who runs the structural test laboratories at the AMRC is Branch Chairman and told AEROSPACE: “Our average attendance at lectures is 80 and we have had up to 240 attendees for some events, which is a clear demonstration of the support for aerospace in the region”. He said that the Branch and staff of the AMRC were particularly pleased with the Honorary Fellowship bestowed on Professor Keith Ridgway (right). He added: “As we move into an aerospace environment based around global co-operation and hence global competition, the importance of competitiveness and excellence in both design and manufacturing is fundamental to the nation’s ability to participate. For the part Professor Ridgway has played, banging the drum for keeping the country competitive, we honour him and I am delighted that the Society recognises the importance of the manufacturing sector in this way.”

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Professor Keith Ridgway.

APRIL 2014

17

EDUCATION Closing the aerospace skills gap

MIND THE Skills GAP The issue of skills shortages is a multifaceted, global problem, which is now high on industry’s agenda. But how serious is the problem in aerospace, where are the shortages most acute and what is industry doing about it? CLARE WALKER CRAeS reports.

“W

hat ails Britain? We know we need growth, we hanker after our history of innovation. Yet, while we talk of a chronic skills shortage and — rightly — deplore high youth unemployment as the sacrifice of a generation, we consistently fail to fix it.” These impassioned words appear on the website of defence technology company QinetiQ, spelling out the company’s commitment to ‘The 5% Club’ and its goal to increase the recruitment of apprentices and graduates into the UK workforce. “Here is an issue whose impact is both social and economic, whose consequences are nationwide and long-term. Here is a problem requiring all of

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us to stand up and be counted. Inspiring the next generation is not enough — we must invest in it.”

Apprentice push

WE JUST DO NOT NEED ANOTHER INITIATIVE. TO ACHIEVE IMPACT, WE NEED A COORDINATED APPROACH — WITH EVERYONE WORKING TOGETHER Allan Cook Chairman, Semta

QinetiQ’s call to arms has not fallen on deaf ears. Members of The 5% Club, including major companies such as Airbus, Atkins, MBDA and Babcock, have committed to having 5% of their overall UK headcount being on a formalised apprentice, sponsored student and/or graduate programme. They also promise to report on their progress annually in a public document such as the Annual Report. This is just one of many initiatives, groups and reports (see panel opposite page) attempting to tackle the thorny issue of skills shortages, an issue that has been rumbling along for many years, but which is now achieving prominence in aerospace. Several years ago, when Rolls-Royce took a close look at its works staff, it found that 50% were 45-plus, forcing the company to acknowledge the need to put resources and effort into Strategic Workforce Planning. But it’s not just an issue of concern to the UK. Skills shortages are a world-wide problem. Royal Aeronautical Society President Jenny Body, who made skills one of the key focuses of her year in office, highlighted the issue in her speech at the Singapore Aerospace Technology and Engineering Conference in February. The predicted growth in the number of aircraft and the current record order backlogs of major manufacturers, such as Boeing and Airbus, ensure that finding, developing and retaining a skilled workforce is a major challenge — not

UK STEM initiatives targeting the young

Young people from secondary and tertiary schools and colleges saw the aerospace industry up close at the Education Day at the Singapore Air Show in February. But have they got the right skills?

Tomorrow’s Engineers Week www.tomorrowsengineers.org.uk/week/ The Skills Show www.theskillsshow.com/ The Big Bang www.thebigbangfair.co.uk/ Careers in Aerospace Live! (RAeS) http://aerosociety.com/Careers-Education/careersinaerospacelive RAeS Ballatyne Conference for 14-18 year olds (RAeS) http://aerosociety.com/Careers-Education/Ballantyne Cool Aeronautics (RAeS) http://aerosociety.com/Careers-Education/coolaeronautics Schools Build-a-Plane Challenge (RAeS/Boeing) http://aerosociety.com/Careers-Education/buildaplane Careers in Aerospace website (RAeS-ADS) www.careersinaerospace.com Career Flightpath magazine (RAeS) http://aerosociety.com/Assets/Docs/Careers%20and%20Education/Career%20 Flightpath%20Magazine/Career_Flightpath_Magazine_2013_Issue_3.pdf

just to manufacturers but to the supply chain and operators, she said. An additional concern is that these skills are easily transferable to other industries. “The new aircraft of tomorrow will be designed by the children who are only five or six today. So not only must we encourage them to become engineers — and aerospace engineers specifically — but also they must be educated in the new technologies,” she said. “To achieve this, industry, academia, Government and professional institutions must all play their part.”

He knows the issue is costing companies dear. In Atkins’ case, he believes the company could grow its business by 15% rather than the current 10% but does not have sufficient skilled workers to achieve it. “We operate on a international basis and we have skills shortages worldwide — in the US, Hong Kong, mainland China, Bangalore, Scandinavia, Germany, France and the Middle East. Last year we recruited 4,200 people, yet we still have 1,100 vacancies,” he said.

Her speech struck a chord with people she spoke to afterwards — from Singapore, New Zealand, Germany, America and Australia — all of whom confirmed the problem was not confined to the UK. The influential Aerospace Industries Association (AIA) in America warns that it is not the actions of foreign competitors that could knock the US off its perch as the world’s leader in aerospace: the biggest threat comes internally as a result of skills shortages. In the UK, the respected Engineering UK 2014 report concluded that Britain is great at engineering — its skilled engineers are world class and engineering makes a vital and valued contribution to the UK economy. However, at all levels of education, it does not have either the current capacity or the rate of growth needed to meet the forecast demand for skilled engineers by 2020. But, the report acknowledged, there was a palpable will and visible evidence for partnerships, collaborations and concerted action across the STEM landscape to deliver the skilled workforce that the UK needs to remain globally competitive and economically sustainable. No matter who you speak to, the need for collaborative action comes over loud and clear. Allan Cook, who knows more about the subject than most in his role as Chairman for Semta, Atkins and Selex ES and as a Council member of the Royal Academy of Engineering, declared: “We just do not need another initiative. To achieve impact, we need a co-ordinated approach — with everyone working together, including Government, associations and the professional Institutions. Industry cannot do it on its own and neither can schools.” He estimates he spends about 60% of his working life focusing on the issue of skills shortages. Given so much effort, how confident is he of a successful outcome? “I am a dissatisfied optimist — I think there is more we should be doing, but we are at least doing something. We are all realising there is a business imperative to solve this problem.” @aerosociety

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Where are the skill shortages most acute? In the UK, skills shortages are most acute for composite and stress engineers, damage and fatigue tolerance engineers, systems integration engineers and manufacturing/production engineers. According to Mark Stewart, General Manager and Human Resources Director at Airbus UK, one of the challenges industry faces is not having the

Beth Sherbourne is an apprentice at missile house MBDA — the company has signed up to ‘The 5% Club’.

MBDA

Airbus

A global issue

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JANUARY 2014

39

EDUCATION

Airbus

Closing the aerospace skills gap

ability to articulate in a robust way what skills are needed or to forecast what will be needed. Susan Lavrakas, AIA Director for Workforce, said that, despite AIA and its member companies having been actively engaged in addressing the issue, the industry still faced on-going difficulties in hiring because not enough applicants possess the education and training in STEM necessary for certain positions. This is known as ‘the talent paradox’ — when, despite high unemployment, employers still struggle to fill technical and skilled jobs, primarily down to applicants lacking technical or specialist skills. “Today some jobs — especially in cyber security, software engineering and systems engineering — go unfilled despite significant unemployment in the economy,” Lavrakas said. “In 2013, the average age of aerospace and defence workers was 45. Among our largest JOBS LEFT companies, 18·6% of the workforce is already eligible to retire, and over the next 10 years that UNFILLED percentage will climb.” AT ATKINS She warned: “Our capacity for innovation will DUE TO LACK erode as retirements grow, unless we turn things OF SKILLED around.” The problem for many companies in aerospace throughout the world is compounded by APPLICANTS the classified nature of the most sensitive military and national security projects. Industry/Government aerospace “This means that STEM intiatives in the UK many of our jobs must Aerospace Growth Partnership be filled by Americans; www.adsgroup.org.uk/pages/40227907.asp we cannot ship them Talent Retention Solution overseas or fill them with https://talentretention.biz foreign workers in this Semta (Sector Skills Council for Science, Engineering and Manufacturing Technologies) country,” said Lavrakas.

The Airbus apprenticeship scheme is now approved by the RAeS.

1,100

www.semta.org.uk/ Aerospace MSc Bursary Scheme http://aerosociety.com/News/Society-News/1852/ MSc-Aerospace-Bursary-Programme-UpdateMarch-2014 Aviation Skills Partnership http://www.aviationskillspartnership.com/ RAeS Education & Skills Committee

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AEROSPACE / APRIL 2014

What is industry doing? Plenty, if you talk to Mark Stewart of Airbus.

The launch in 2012 at Farnborough of ‘Lifting Off’, the Government’s vision for UK aerospace, set an overall aim to develop the technology and infrastructure necessary for the UK to remain number one in Europe and number two globally. “However the focus is not just on technology, it’s also on how we retain skills, how we can up-skill our staff and how we can ensure the future engineering capability from schools, universities and colleges,” says Stewart. “Without doubt, we are at the cutting edge of technology, but you need the people and skills to innovate and exploit technology.” With this in mind last year, industry and government launched a new bursary scheme, run by the Society and the Royal Academy of Engineering and under the auspices of the Aerospace Growth Partnership (AGP) to create 500 new MSc-qualified engineering professionals by 2017. To date, 52 Bursaries have been awarded, each worth up to £9·5k. 109 were awarded last year, 100 for study starting in 2013/2014; 10 starting in 2014/2015 and one starting in 2015/2016. So far 129 applications have been received for Phase 2. What has particularly pleased Stewart is that, among all bursary holders, the diversity profile is good: 15·3% of awards to date were to females; 25·7% of females who applied received an award compared to 20·0% of males who applied compared with typically only 7-8% of women studying for engineering degrees. Another initiative is the Employer Ownership of Skills pilot, launched by UKCES (UK Commission for Employment and Skills), which invites employers to submit proposals that raise skills, create jobs, and drive enterprise and economic growth. AGP is hoping for a share of the £200m funding available in 2013/14 with its bid focused on five critical areas: 1. Current and future skills shortages 2. Increasing and promoting early careers and providing apprenticeships and ready-made engineers on behalf of the sector through regional hubs. 3. Re-writing standards for apprenticeships and setting the benchmark for the sector. 4. Project management 5. Knowledge management A notable development is the recognition by prime companies that, while smaller companies in the supply chain may be more flexible, they usually do not have the infrastructure or skills to support apprenticeships. To address this, the primes have committed to setting up five technical skills hubs to address current and future skills shortages in the regions.

Reports/Surveys Reach for the Skies – a Strategic Vision of UK Aerospace www.gov.uk/government/publications/aerospace-growth-partnership-a-strategic-vision-foruk-aerospace Towards a UK Aviation Skills Plan http://aerosociety.com/Assets/Docs/Publications/DiscussionPapers/Towards_A_UK_ Aviation_Skills_Plan.pdf The Perkins Review/Attitudes to engineering: before and after Tomorrow’s Engineers Week 2013 www.gov.uk/government/publications/engineering-skills-perkins-review Engineering UK 2014 www.engineeringuk.com/Research/Engineering_UK_Report_2014/ The National Careers Council Report www.gov.uk/government/speeches/national-careers-council-report-launch Manpower Group’s Global Talent Shortage Survey http://www.manpowergroup.com/wps/wcm/connect/manpowergroup-en/home/#.UxIL5fR_ uLh The CBI/Pearson Education and Skills Survey http://www.cbi.org.uk/media/1514978/cbi_education_and_skills_survey_2012.pdf

How do we keep the pipeline of future engineers well stocked? Sir Roger Bone, President of Boeing in the UK, believes that a three-pronged approach is the best way to stock the engineer pipeline, beginning with talking to young people aged 12-16 before GCSE and A-level subjects have been chosen. “It also means doing much more to inspire young female students into these areas. At the moment only around 16% of young girls would even consider a career in engineering. We need to do much better. So there is a need for industry as a whole to engage with schools more directly.” Secondly, he argued, industry needs to engage with students who have chosen these subjects to encourage them to look at aerospace as a longterm, fascinating career. With this in mind, Boeing provides internships and short-term placements to provide a taste of a future aerospace career. “Finally, we need to demonstrate to parents, teachers and careers advisers how rewarding careers in aerospace are, as well as the true nature of the industry today, rather than outdated thoughts of oil-soaked people in very dirty factories.” One of Boeing’s initiatives is the Schools BuildA-Place project, run by RAeS — just one of many initiatives being undertaken by the Society’s Careers Department. Such was the popularity of the RAeS Careers in Aerospace Live! show in November, the queue to gain entry snaked round the corner from its headquarters in Hamilton Place, London — a clear indication of young people’s interests in careers in aerospace. “However, even having the right degree is not a guarantee of getting a job,” said Rosalind Azouzi, RAeS Careers & Education Manager. “Many employers, who can pick the best, are expecting a first-class degree with strong A-level results. In addition, online application forms are time consuming and require a lot of effort, which is tough if you are also working part-time to fund your degree. Students are also expected to show employers they have been doing extra-curricular activities as well as studying. “Many think it is easier to get into banking and

the banks certainly court students, taking the highachievers out to dinner and offering high salaries, which is very tempting when you have debts and have had to work hard to get your degree. That said, many aerospace students really struggle to get internships and graduate roles, often with no responses to their applications, for reasons such as nationality, a 2:2 degree etc. We visit as many universities and colleges as possible to help students understand the application process and not become demotivated.”

Focusing on the early stages

BAE Systems

BAE Systems’ Schools Road Show is expected to reach more than 25,000 schoolchildren.

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After years working to resolve the issue of skills shortages, Allan Cook has finally come to the conclusion that the real problem lies in the education system. “We are not doing enough in terms of STEM at the early stages of education. It’s popular to blame the Department of Education and schools but we all share the responsibility,” he said. “I’m not arguing for increased funding in these austere times but for better utilisation of the funding we already have.” BAE Systems, the UK’s biggest manufacturer, clearly illustrates its commitment to attracting the best staff by appointing a Director of Education, Richard Hamer, and grouping all its initiatives into its ‘Skills 2020’ programme, launched in 2010. The programme, which represents a £79m investment annually by BAE to address existing and future workforce issues, includes its Schools Road Show, jointly run with the Royal Air Force, which is expected to be attended by more than 25,000 primary and secondary school pupils, The current push by industry to create more company apprenticeships is not just good for young people, according to Hamer, it also helps alleviate the Government’s burden of funding higher education costs. He argues that students doing a vocationally-based degree often end up with a better, more relevant degree than a general university degree and have the huge advantage of already having a job. “If you invest £90,000 in training someone through an apprenticeship, you want that person to want to work for you,” he said. An article on pilot and mechanic shortages will appear in a later issue of AEROSPACE. www.aerosociety.com

IT... MEANS DOING MUCH MORE TO INSPIRE YOUNG FEMALE STUDENTS INTO THESE AREAS. AT THE MOMENT ONLY AROUND 16% OF YOUNG GIRLS WOULD EVEN CONSIDER A CAREER IN ENGINEERING Sir Roger Bone President, Boeing UK

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Hybrid Air Vehicles

Airships — a new dawn?

UK airship company Hybrid Air Vehicles are reconfiguring a former US military airship for civil use and have ambitious plans for additional and larger designs. BILL READ reports from Cardington.

NOW WE HAVE THE TECHNOLOGY TO REVISIT THIS FUNDAMENTALLY SOUND DESIGN TO MAKE IT EFFICIENT AND MAKE IT WORK Bruce Dickinson HAV shareholder and Iron Maiden lead singer

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W

hat is 91m long, 34m wide, 26m high and flies? Answer — the Airlander 10 airship. In recent years there have been many plans to revive the airship as a viable form of air transport but few projects have progressed beyond concept art and small-scale demonstrators. One of the exceptions has been UK airship company Hybrid Air Vehicles (HAV) which now has a genuine full-size airship, the Airlander 10, which it showed off to the press at the end of February. The Airlander 10 has a colourful history, having been originally built in the US for the US Army for use as a surveillance platform over Afghanistan under the name of LEMV (see panel on page 24). Due to cutbacks in the US military defence budget, the project was subsequently cancelled in 2013 and HAV was able to buy back the airframe, engines and other parts and ship them back to the UK.

The ex-military airship, based on HAV’s HAV 304 platform, is currently being reassembled at the UK’s historic airship base at Cardington in Bedfordshire. HAV gave details of its ambitious plans for the airship’s second life as an experimental demonstrator to pave the way for similar and even larger designs. .

Hybrid design The HAV 304 has a volume of around 38,000m3 and is designed to be filled with non-flammable helium. The airship has no internal frame and maintains its shape by the pressure of the gas inside it. The envelope is constructed from 55cm wide laminated strips constructed from a combination of Vectran, Kevlar and Mylar laminated fabric. To maximise strength the strips are welded together in a particular weave pattern similar to the creation of carbon composites. “Modern airship

hulls have traditionally been built out of polyester which extends under pressure,” explained a HAV spokesman. “However, we have used material with a very low extension under load. Because the material is tensioned under pressure, it is much stronger when inflated but has to be constructed very accurately to get the right shape.” There are six segments inside the hull, four of which have got air cell ballonets inside them. As the airship ascends, the ballonets are deflated to allow space for the helium to expand without having to vent any of the lifting gas. The hull is fitted with an internal suspension system designed to support a payload module made up of three sections. The first is a flight deck featuring a two-seat cockpit area, and payload compartment which could be used to accommodation up to 50 passengers and a freight bay. The middle section of the module features the universal load beam from which the military sensors were attached, followed by aft fuel tanks. The HAV 304 is powered by four 350hp direct injection, turbocharged diesel engines, two mounted forward on the hull and two on the stern. All four are configured in ducts with blown vanes to allow vectored thrust in different directions to control take-off, landing and ground-handling operations. Once the airship is flying, the bow engines can be turned off. Retractable pneumatic tubes fitted to the underside of the two outer hulls enable the airship to act like a ‘hovercraft’, so that it can land and manoeuvre on flat ground and water surfaces. The system can also be put into reverse, enabling the airship to ‘suck down’ to the ground, enhancing its stability while being loaded or unloaded. Much of the design features of the HAV hybrid airship were created by the late Roger Munk who first showed the practicality of the design in 2000 using the small scale electrically powered remote controlled Skykitten demonstrator. The shape of the airship is an essential part of the hybrid design, as it acts as a flying wing, generating additional lift as the airship travels forward. This aerodynamic shape can provide up to 40% of lift. “If the airship is light enough, it can take-off vertically just using vector thrust,” explains a HAV spokesman. “If it’s more fully loaded, it will need a headwind of around 20-25kt to take-off vertically — or it may need a bit of space to take-off.”

Brave new world One of HAV’s major shareholders is aviation enthusiast and entrepreneur Bruce Dickinson, also well known in non-aerospace circles as the lead singer of rock band Iron Maiden, who outlined the new technology used in Airlander: “Barnes @aerosociety

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Hybrid Air Vehicles

Left: The LEMV made its one and only flight on 12 August 2012.

The envelope of the HAV 304 prototype has been test inflated with air inside the Cardington hangar but has yet to have fins, engines and payload module reattached.

The two-seat cockpit at the front of the payload module. The original military version of the LEMV was designed for remote UAV operations with pilots only being needed when traversing civil airspace. The revamped Airlander 10 will be flown with a pilot.

Wallis’ R100 airship of the 1920s was a great design but was limited by the technologies of the day,” he explained. “The construction materials were inadequate, the engines were heavy and inefficient, flight controls were cumbersome, radar didn’t exist and navigation and weather forecasting were still at an early stage of development. In later life, Barnes Wallis wrote a note for Roger Munk, saying: ‘Solve these problems and the airship will become an efficient and viable mode of transport.’ The issues to be tackled were stability and flight control, structures, increased payload, more powerful engines, improved capabilities in poor weather and forecasting and easier ground-handling. Now we have the technology to revisit this fundamentally sound design to make it efficient and make it work.”

I’m a mover HAV has many ideas in mind for different missions in which its airship design could be used, both for civil and military applications. HAV CEO Steve www.aerosociety.com

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AIRSHIPS Hybrid Air Vehicles

HAV 304 Capacity: 38,000m³ Length: 92m Width: 43·5m Height: 26m Max speed: 148km/hr Payload: 10,000kg

HAV 50 Capacity: 103,000m³ Length: 119m Width: 60m Weight: 35m Max speed: 195km/hr Payload: 50,000kg

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Fortunes of war The Airlander 304 airship now at Cardington was originally designed for operation in Afghanistan with the US Army. Known as the Long Endurance Multi-Intelligence Vehicle (LEMV), the airship was intended to provide intelligence, surveillance and reconnaissance (ISR) support for the US Army. The original plan for the LEMV was to provide the US Army with a ‘game-changing’ increase in surveillance operations payload, duration and operating cost reduction. According to a 2011 report published by the Congressional Budget Office, the LEMV would provide a payload-duration 80 times greater that the US Army’s Grey Eagle UAVs at a 500-nautical mile combat radius. The project began in June 2010 with a contract from the US Army Space and Missile Defense Command/Army Forces Strategic Command. HAV provided the base platform based on its HAV304 hybrid airship design together with fuel modules, engines and hard structures while Northrop Grumman was responsible for system integration, flight and ground control systems. A number of other US companies were also contracted to build and develop particular parts of the LEMV, including fabric made by Warwick Mills in New Hampshire and envelope construction by ILC Dover in Delaware. The agreement, which originally included options for two additional airships, required the LEMV to be designed, developed and tested within 18 months, prior to its deployment to Afghanistan.

However, the project ran into delays and it was not until 7 August 2012 that it made a 90-minute test flight at Lakehurst, New Jersey — a flight that proved to be its first and last. More problems followed when, in October 2012, a report from the Government Accountability Office claimed that LEMV was 12,000lb overweight, which would cut the airship’s loitering time from 21 days down to only four or five. In February 2013, the US Army announced that the LEMV project had been cancelled, after a total of $297m had been spent on developing the project. The Army said the project had been terminated due to a combination of technical and performance challenges, as well as reductions in the 2014/15 defence budget. The US Air Force had also been developing its own Blue Devil 2 surveillance airship for Afghanistan but this project was cancelled in June 2012. In September 2013, the LEMV (minus its military equipment) was sold to HAV by the Defense Contract Management Agency (DCMA) for $301,000, less than 1% of its original development cost. The DCMA had hoped to sell the LEMV for $44m but the HAV bid was the only one received. The LEMV was intended to operate mostly as an unmanned surveillance platform for up for 21 days at heights of up to 20,000ft. The airship was also fitted with a cockpit to allow it to be piloted through civil airspace. If necessary, it could also be used to carry heavy loads to remote locations. The LEMV was designed to carry up to 1,134kg of payload, either in a payload compartment or suspended on hard points from a ‘universal load beam’. These payloads were intended to provide ground troops with imagery and other data from a range of sensors, including full motion video, ground-moving target indicator radar, electro-optical/infra-red sensors, communications relay systems, blue force tracking, signal intelligence and electronic countermeasures. While the US military no longer has any direct involvement with continued development of the LEMV design, HAV will continue to supply the US Army with data from the HAV 304 flight tests.

Ambitious plans

Research partners HAV is conducting research into different aspects of airship development in conjunction with a number of UK aerospace partners:

Aerospace technology Blue Bear Systems

Carbon composites research Forward Composites

Wind-tunnel testing Cranfield University

Simulation University of Liverpool

Carbon composite research University of Sheffield, Composites Systems Innovation Centre (CSIC)

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With the components for the HAV 304 now back in the UK, HAV’s first aim is to put the airship back together again and test its flying characteristics. Currently the aircraft only has US military flight certification but HAV aims to achieve civil certification with a Type B permit from the UK Civil Aviation Authority (CAA) in the next few weeks. The intention is to operate the ex-military airship as an experimental prototype from which lessons could be learnt for future designs. The ex-LEMV is 12,000lb heavier than it should be — which is one of the reasons the project was cancelled — but HAV is confident that this problem can be resolved in a second vehicle. One proposal is to use the prototype Airlander 10 to tour Canada and the US in mid-2015 to show its potential for heavy-lift missions in remote areas. The tour would finish in Rio de Janiero in 2016 where the airship could be used for promotional purposes at the Olympic Games. “Once we’re flown it, then we can train some more pilots,” explains Bruce Dickinson. “Then we want to build another one with a similar chassis but with passenger-carrying capability which can also do traditional things that these vehicles have done.” Following the construction of a second Airlander 10, HAV’s next plan is to begin work on the Airlander 50, a longer and larger version with a potential payload of 60t for heavy lift operations. The Airlander 50 will be able to carry up to six 20-foot containers in its payload module, subject to a maximum weight of 50t. A 20t lift built-in crane is also included as part of the basic specification. It could also be used as a manned surveillance

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Hybrid Air Vehicles

Coming home

The HAV 304 hull and mission module arriving at Cardington in December 2013.

Once HAV had completed the sale of the former LEMV, the company had only four weeks to ship the components from New Jersey to the UK using a roll-on/roll-off freighter. “The cost of disassembly and shipping was more than we paid for the airship,” stated a HAV spokesman. “We used the biggest box that would go on the UK roads, wheeled it underneath the airship, deflated the envelope and rolled it up. The mission module, which included the flight deck, went on one truck and the big box contained the hull. We also had to transport the engines, fins and mooring masts and spare engines.” Hybrid Air Vehicles

Northrop Grumman

McGlennan explained how the airships were being considered for ‘remote mining’ missions in Canada and West Africa in which they could be used to monitor rare minerals which cannot currently be got out of the ground because of a lack of permits or transport infrastructure. Other applications could include oil spill monitoring, geographic surveys, border patrols, search and rescue, surveillance, humanitarian relief and acting as a communications relay hub. There has also been interest from the British military for possible ISR missions, as well as an option for the Royal Navy’s Crows Nest airborne surveillance and control aircraft replacement programme. Another suggested application is that the airships could be used to transport F-35 engines onto Britain’s new aircraft carriers without the need for docking. “It helps to have UK and US military interested when talking to other military customers,” says McGlennan, adding that the company was also in talks with militaries in the Middle East and Asia.

A total of 14 trucks were needed to transport all the HAV 304 components.

vehicle, carrying a crew of up to 14 people for a period of up to five days. Work on this airship is planned to begin in 2016 with first flights in 2018. The potential of HAV’s airship business has been recognised by the UK Government which has offered financial support in the form of a £2·5m grant from the Technology Strategy Board. The grant will be used to model the aerodynamic characteristics of the airship using wind tunnels and fluid dynamic simulations, together with research and development work on large carbon composite structures, hull pressure software control systems improved manufacturing and assembly techniques (see list of partners on left). “I think this project has a tremendous future,” states Dickinson, who has invested £0·25m into the project. “Above all, it seizes the imagination. It’s only if you are prejudiced and narrow in your vision that this doesn’t make any sense.” APRIL 2014

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SHOW REPORT Singapore Air Show 2014

Singapore gets the XWB-factor Making its first full air show appearance on static and the flying display was Airbus’s A350 XWB widebody.

Tiger Richard Deakin

spirits

Low-cost airlines, regional defence tensions and the Airbus A350 XWB and Boeing 787 together for the first time at a public air show. TIM ROBINSON and BILL READ report on the highlights from the 2014 Singapore Air Show, held on 11-16 February.

RSAF air power on show On the static display at the show was an impressive amount of hardware from the home nation’s air force — including F-16s, F-15SGs, AH-64Ds, a CH-47, C-130H and UAVs.

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While the air show was never going to beat the massive $162·6bn industry spending spree of last year’s Dubai Air Show, this year’s Singapore Air Show saw the exhibition rack up a respectable $32bn worth of business during the trade days. This was up slightly from the $31bn of sales recorded from the 2012 show. The air show saw more than 1,000 exhibitors attend from 47 countries, as well as some 100,000 visitors over the public weekend. Display highlights included the Airbus A350 XWB, the Republic of Singapore Air Force (RSAF) Black Knights, Republic of Korea Air Force (RoKAF) Black Eagles display teams, as well as a USMC MV-22 Osprey, a Royal Australian Air Force F-18F and the Yak-130. Let’s take a look at some of the highlights:

SATEC Conference explores aerospace technology The day before the air show had its official opening saw a number of pre-show conferences held in the city. One of these was the Singapore Aerospace Technology & Engineering Conference (SATEC), jointly organised by the Republic of Singapore Air Force (RSAF), the Singapore Institute of Aerospace Engineers (SIAE) and Air Engineering and Logistics Department. One of the keynote speakers was RAeS President Jenny Body who spoke on the present state of the international aerospace industry

and how it might look in 2020 and 2050. Another keynote speaker was Francis Cheong Han Kwok, Head of Air Engineering & Logistics, RSAF, who gave details of the air force’s plans to increase the use of virtual training both for pilots and maintenance engineers. Lim Yeow Khee, President of the Singapore Institute of Aerospace Engineers, spoke highly of the RAeS, saying that SIAE had much to learn from the Society in inculcating professionalism.

Bombardier kicks off air show sales First blood in air show sales announcements went to Bombardier, which reported that an existing unnamed CSeries customer had ordered a further three CS300 aircraft. This pushes the CSeries firm order backlog to over 200. Meanwhile, the company also won an order from Middle Eastern operator Falcon Aviation Services for two Q400 turboprops.

Boeing predicts Asia-Pacific airliner boom Over at Boeing, VP Marketing Randy Tinseth gave an overview of the company’s latest market estimates for commercial aviation. It forecasts that Asia-Pacific’s airliner fleet would almost triple in the next 20 years, with the region’s airliners growing from 5,090 today to 14,750. This market demand

that Asia-Pacific would represent about 36% of new deliveries, according to the company — or a $1·9trillion market. Asia-Pacific, predicts Boeing, will be the fastest-growing market for air traffic in the next 20 years (some 6·5% compared to 3·2% world GDP and 5% average in air travel) — but it will also be the biggest market for single-aisle, widebodies and freighters too. Indeed, 88 of the 121 Dreamliners already delivered are flying in the Asia-Pacific region. Notes Tinseth: “This is a growth market and the heart of the growth is here in the Asia-Pacific.” The previous year, said Tinseth, had been a strong one, with the manufacturers selling 3,800 airliners and delivering another 1,600. Airlines were reporting profits, while cargo too was showing signs of recovery. With Boeing adjusting production rates upwards (the 737 will hit 42 a month this year and 47 a month in 2017). There is “more demand than supply”, according to Tinseth.

Wireless pod makes any aircraft an ISR platform Unveiled at the show was Airborne Technologies new self-contained aerial reconnaissance (SCAR) pod. Made from carbon fibre, SCAR is a wirelessoperated surveillance pod designed to fit on to a wing or fuselage-mounted hard point on an manned aircraft or UAV. SCAR is fitted with a 10in or 15in EO/IR gimbal, downlink and uplink, moving map, augmented reality system and COMINT/SIGINT

equipment. It was confirmed that Airborne already had a European launch customer for the pod fitted to a PC-9 aircraft.

A380 leasing order firmed up The second trade day saw the A380 backlog given a boost when leasing company Amedeo (previously known as Doric Lease Corp) firmed up an order for 20 aircraft from Airbus. Deliveries are expected to start in 2016.

Embraer reveals Asia-Pacific bizjet forecast Embraer’s business jet division is predicting that Asia-Pacific and China will account for 17% of new business aircraft ordered between 2014 and 2023 (equivalent to 1,530 aircraft). The lion’s share of new business aircraft will still go to North America (49% – 4,530 aircraft). Jose Eduardo Costas, Embraer Executive Jets’ Market Intelligence Senior VP, said that 805 new aircraft were expected to be bought by China. Despite the growth in its economy, demand for business aircraft in China is being constrained by restrictions on air traffic movements, as well as regulations discriminating against biz-jets perceived as luxury goods. Embraer brought the latest version of its E190 business jet variant — the Lineage 1000 — to the show.

Can Asian air forces afford a ‘Cadillac Roadmap?’ Increased tensions in the region made for an interesting pre-show Asia-Pacfic Security Conference — which was themed on the role of airpower in the region. While the commander of US Pacific Air Forces notably avoided any mention of Chinese ADIZs, one forthright speaker was analyst Richard Aboulafia from the Teal Group. In a presentation on the world fighter aircraft market, Aboulafia observed that it was extremely healthy, with around $40bn worth of business done every year and demand ‘pretty consistent’. He said that the development of the Air Sea Battle concept was a ‘huge catalyst’ for the defence market in the AsiaPacific region. However, he warned that the introduction of new technologies, such as stealth and fifth generation fighters, was leading to a ‘Cadillac Roadmap’ for the US and its allies — where air forces were finding that the expensive price tags of top-end fighters will result in smaller fleets. Historically, he said, the most popular export market segment for fighters was in the $35-50m per aircraft bracket. The F-35, he argued, was clearly in the high-end upper segment and thus it might be a “real challenge for customers to pay for a fighter in the upper bracket.” Meanwhile, he noted that, despite strong interest in top-end fighters in Asia-Pacific — the combat ‘enabler’ market in the region (AEW, MPA, tankers and airborne ISR) was still pretty small and lagged somewhat behind the fighter sector. @aerosociety

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MRJ progress update At the show, Japan’s Mitsubishi revealed recent development progress with its MRJ regional airliner. Final assembly of the first test prototype has begun in Japan and, with the fuselage complete, the next step will be mating of wings this month. Mitsubishi plans to build seven flight test prototypes in all, with first flight to take place in 2015. Entry into service is scheduled for 2017.

SINGAPORE IN BRIEF Inaugurated during the show was the new Singapore Air Traffic Control Centre (SATCC). The system was first handed over to the Civil Aviation Authority of Singapore (CAAS) in May 2013 but has now assumed full control of Singapore’s airspace following a successful deployment programme. The new system uses Thales’ LORADS III ATC system. Signing a letter of intent (LoI) at the show for a Q400 pilot training centre in China’s Jiangsu province were Bombardier, Nantong Tongzhou Bay Aviation and Flight Safety International. The pilot training centre, which will feature a full flight Q400NextGen simulator, follows on from an earlier LoI from Nantong Tongzhou Bay Aviation to acquire 30 Q400 turboprops for its start-up carrier, Sutong Airlines.

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SHOW REPORT Singapore Air Show 2014

Gunship V-22 in development While the US Marine Corps’ Bell/Boeing MV-22 Osprey on display had won plaudits saving lives in the Philippines, it was revealed that the US Air Force Special Operations Command (AFSOC) is now developing a more deadly version of the Osprey — a gunship. AFSOC, said the DoD program manager, was interested in this capability, which is at the prototyping stage with AFSOC working with industry on possible solutions.

AEROSPACE / APRIL 2014

Northrop Grumman denied rumours that threatened cutbacks to the US Air Force budget for 2015 could threaten the development and installation of its new Scalable Agile Beam Radar (SABR) for Lockheed Martin F-16s. The USAF had been planning to install a new Combat Avionics Programmed Extension Suite (CAPES) to replace avionics and radars on 300 F-16s but it seems likely that the funding for 2015 will be withdrawn. The SABR is also to be retrofitted to 146 F-16A/Bs flown by the Taiwan Air Force. “SABR is a mature design. The development work is now done,” said Jeff Leavit, Northrop Grumman’s VP Combat Avionics Systems. “If CAPES is cancelled, then it will have no effect on the Taiwanese F-16 upgrade or on marketing the system to other international F-16 users.” The first SABR delivery for Taiwan is due in 2016.

Meanwhile, a perennial question on everyone’s lips was why, despite decades of experience and some of the smartest people on the planet working on them, the biggest aerospace programmes inevitably ended up delayed. A400M, 787, F-35, CSeries — you name it, and it will inevitably miss the original schedule — sometimes by a wide margin. Seeking to answer this was John Schmidt, Accenture’s Managing Director, Aerospace and Defence, North America. He noted that the prime causes were complexity of the programme, technology, which includes advanced materials such as composites, and a complex network of suppliers, which today may be spread across the globe. Meanwhile, ‘build to print’ is being superseded and design work pushed lower down the supply chain — leaving OEMs as system integrators. This complexity, he observed, was eating up the built-in contingency time that manufacturers allow. What was needed, he said, was a ‘digital mindset’ — to embrace product life cycle management at all levels. An analogy, he said, was the electrical power grid, which most people don’t think about — yet delivers electricity at the flick of a switch. The same must be done for digital design and programme data, allowing OEMs and this complex web of suppliers to share and collaborate seamlessly across this aerospace projects. Those who don’t update, said Schimdt, risked being left

Regional turboprop manufacturer ATR was also busy racking up deals. Bangkok Airways signed a contract to acquire up to eight ATR 72-600s (six firm, two options) in a deal worth nearly $200m. First deliveries will begin at the end of 2014. Sales didn’t end there either. Middle East aircraft leasing company Dubai Aerospace Enterprise (DAE) also placed an order for up to 40 ATR 72-600s (20 firm and 20 options) in a deal worth $988m.

The show also saw fast-growing Vietnamese low-cost carrier VietJet Air finalise an order for up to 100 Airbus A320 family aircraft. The deal breaks down into a firm order for 63 aircraft — worth some $6·4bn, plus options for another 30 and seven leased aircraft. The order is split between 42 A320ceos, 14 A320neos and seven A321s — plus purchase rights for 30 additional aircraft. Airbus’s top salesman John Leahy, also shared the company’s forecasts on the growth in air traffic in Asia-Pacific. Airbus see the region needing some 11,000 aircraft over the next 20 years, including 4,300 widebodies. This massive demand for airliners, worth some $1·8trillion, is being driven by Asia’s growing middle class — which is set to quadruple in the next 20 years.

Airbus

Lufthansa Technik Shenzhen (LTS) is expanding its MRO service to the Asia-Pacific region. Based in Bao’An airport in Shenzhen in southern China, LTS is to triple its workshop and warehouse capacity to nearly 25,000m2, as well as increasing its component supply, logistics and engine support services across China and Asia.

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Why big aerospace projects are late

ATR scores turboprop wins

Malaysia’s Weststar Aviation Services signed a deal for an additional ten AgustaWestland AW139 helicopters. They will be used in the offshore oil and gas support role.

GE Capital Aviation Services has signed a contract with Myanma Airways, the flag carrier of Myanmar, to lease six new Boeing 737-800s and four 737-8 MAX 10s. Deliveries are scheduled to begin in June 2015.

SABR still on track for Taiwan

Airbus win $6·4bn A320 order from VietJet Air

Super Heron HF debuts at show Revealed at the show was IAI’s latest variant of its best-selling Heron MALE UAV, the Super Heron HF (Heavy Fuel). This uses a 200hp DieselJet FIAT engine which gives a better rate of climb and speed. In the field, the use of heavy fuel or diesel gives better safety and allows for streamlined logistics. Additionally, the Super Heron, which first flew in October 2013, features a wider body, able to take an ever-increasing number of sensors and systems. IAI say that the type’s success (operated in one form or another by over 20 international customers) is down to its ability to mount multi-sensors such as radar, EO/IR on the same airframe. IAI also say that it is in the middle of a development phase for a ‘sense and avoid’ system for the UAV, which could see TCAS and ADS-B used together.

behind — especially given the explosive growth in aerospace and defence in Asia-Pacific.

Cybersecurity on the agenda Meanwhile, while the defence side of the show was quieter in terms of the big deals, companies vied with each other to explain their offerings in the latest growth areas, such as UAVs, ISR and cybersecurity. Israel’s IAI, for example, takes a pragmatic approach to cybersecurity — arguing that there is no silver bullet to protect your computers and networks from all threats. Esti Peshin, Director of IAI’s Cyber Security division, stated: “It’s an arms race — you can harden all your systems but nothing is foolproof.” She added: “It’s very easy to hide in cyberspace.” IAI’s approach to cybersecurity, she said, was to treat it as an ‘evolution’ of traditional electronic warfare (EW) approaches, such as SIGINT or ELINT, to find, identify, track and even retaliate against cyber intruders. So then, could one day a cyber attack be used to shut down an opponents’ airbase, perhaps by hacking to turn off their power, rerouting supplies or cutting off the water? Peshin hinted that some cyber “capabilities already exist seem like science fiction”. On a similar theme, Boeing also briefed the press on its growing cybersecurity and C4ISR capabilities. In fact, Roger Krone, President of Network and Space Systems, noted that, for many customers, it was now ‘C5ISR’ — so closely were cyber, networks, command and control all now intertwined. Boeing, he said, was a “leader in C4ISR and the cyber world,” the company having invested heavily in this area in the past decade, with acquisitions now meaning that Boeing can offer ‘vertically integrated’ secure solutions from datalinks upwards to analytical tools and even a ‘cyber-range in a box’. Today, said Krone, it was not good enough to merely collect the data — you needed “deep analytical knowledge.” @aerosociety

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Rolls clinches C-130J engine deal Rolls-Royce has completed a long-term agreement with Lockheed Martin to deliver nearly 600 AE 2100 engines to power future versions of the C-130J Super Hercules military transport aircraft. The agreement requires R-R to supply AE 2100s for all variants of the C-130J up to 2025.

Swedish defence company Saab revealed that it is negotiating to try and sell an additional six Gripen C/D fighters to Thailand, to add to the 12 already in operation. As part of its export drive, the company is planning to try and achieve a major sales deal for the Gripen, or for its AEW&C aircraft, every two years. CFM received commitments from Nok Air for CFM-56-7B and LEAP1B engines to power its eight Boeing 737-800s and seven 737 MAX 8s. The company also won a $800m order for CFM-565B engines to power 14 A320s and seven A321s for VietJet Air.

As the most numerous Western fighter in service (over 4,500 built), there is no doubt that the F-16 upgrade market is a sizable one. The need to upgrade older Vipers is particularly acute in Asia-Pacific, given rising tensions and delays to the potential F-16 replacement, the F-35. The choice of who to perform an F-16 upgrade has now turned into a fierce industry dogfight, with original OEM Lockheed Martin now in competition with BAE Systems Inc (which provides about 40% of the avionics) and even Boeing now attempting to muscle in on the contest. For its part, at the show Lockheed Martin affirmed that, despite uncertainties over the USAF’s CAPES F-16 upgrade programme, it remains committed to offering a fixed price to customers for its retrofit solution — which includes Northrop Grumman’s SABR radar. Meanwhile, BAE Systems was at the show pitching its F-16 avionics and cockpit upgrade path (right) which it says comes in 25% cheaper per aircraft than Lockheed Martin’s and takes half the time — as it does not replace legacy harnesses and wiring — but integrates them with a new gigabit Ethernet backbone. BAE also point to its six-channel electronics display, which allows the central pedestal display to be ‘active’ and thus control a cursor.

Regional F-16 upgrade dogfight

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Singapore Air Show 2014

ST Aerospace and Alenia Aermacchi were due to deliver the last two of 12 M-346 Master advanced trainers to the Republic of Singapore Air Force (RSAF) in the past month. Currently, a total of ten M-346s have been delivered, together with ground-based training systems. Embraer Executive Jets and Hawker Pacific signed a MOU to provide full maintenance support to Legacy 450 and Legacy 500 business jet customers in the AsiaPacific region. The Legacy 500 midsize jet is due to enter into service in the first half of 2014. ST Aerospace announced two new contracts to support over 100 Airbus A320 aircraft in AsiaPacific. The contracts include component repair management, and/or pool access and stock consignment.

Chinese VTOL UAV On display in the halls was the TD220, a rotary-wing UAV designed by the Beijing ZhongHangZhi Technology Company capable of carrying a payload of up to 100kg. According to the manufacturer, the rotorcraft can fly at a cruising speed of 100km per hour for up to five hours.

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Boeing

SHOW REPORT The show saw Patee Sarasin, flamboyant CEO of Bangkok-based budget carrier Nok Air pull out his wallet twice in the week, for single-aisle airliners and regional turboprops. Boeing was the first beneficiary — winning a $1·45bn order from Nok for 15 new Boeing 737s, comprised of eight 737-800s and seven 737 MAX 8s. Nok Air will become the first operator in Thailand of the 737 MAX. Later in the week, Nok Air confirmed an earlier commitment to become the launch customer for a new higher capacity 86-seat version of Bombardier’s Q400 turboprop airliner. Firming up an order for an initial two Q400s, it is also expected to acquire a further two. The aircraft will be used to expand into secondary, smaller Thai cities and airports which either cannot handle larger jets or do not have the passenger numbers to fill bigger aircraft. Delivery of the first Nok Air Q400 will be in July.

Watch the birdie

Airbus DS aim for one new A400M customer a year In a briefing from rebranded Airbus Defence and Space, the company (which comprises former Airbus Military, EADS Astrium and Cassadian) revealed that it was aiming to secure one new A400M export customer per year for the A400M airlifter. With the transporter already in service in with the French Air Force and now combat proven with missions to Mali, Airbus say it is in an advanced stage of a sales campaign with two unnamed potential customers. The company predicts a market for some 200 A400Ms in Asia-Pacific. While Airbus DS Executive VP sales and Marketing Christian Scherer declined to get into an ‘emotional’ war of words with Alenia Aermacchi over the merits of the C-295 family vs the C-27J. Instead he pointed to the sales record in Asia-Pacific, which he said “currently stood at 164zero.” He added: “The market has voted and voted massively in the direction of the Airbus product.”

Avoid the storms with Rockwell Collins’ ThreatTrack With thunderstorms, monsoons and typhoons a feature of life in Asia-Pacific, Rockwell Collins was debuting its ThreatTrack system — a thirdgeneration weather radar that was initially launched in 2002. The latest track-while-scan (TWS) multiscan radar brings new capabilities — allowing pilots to see the build-up of thunderstorms, turbulence and lightning around the edges of storm cells, and even thunderstorms that may build up underneath them and rise up during the course of a flight. The technology is made possible using a sophisticated weather model that looks at geographic location, time of year, and whether the aircraft is over land or sea. It then models the lifecycle of storm cells and fuses that with radar returns to highlight the most dangerous storm and turbulence threats. With lightning strikes costing

airliners around a quarter of a million dollars each time, this ThreatTrack gives more information to pilots to allow a smoother, safer ride.

Russian Helicopters targets AsiaPacific with Ka-62 ‘Stylish’ is not a word one usually associates with rotorcraft from Russia. But Kamov’s new Ka-62 from Russian Helicopters combines Italian-like design flair with French engines and traditional Russian durability to produce a multirole design for the 21st Century. The sleek civil multirole helicopter, says Russian Helicopters, is particularly suited to AsiaPacific given its Turbomeca Ardiden 3G engines’ performance in hot and humid climates, as well as the increased range needed for longer offshore missions in the future. At the press briefing it was revealed the company is also planning to boost its service and support facilities in the region — with a desire to establish a Russian Helicopters service centre hub in Singapore.

Honeywell highlights infrastructure demand solutions At the show, Honeywell was highlighting some of its solutions to the massive infrastructure demand for Asia-Pacific, including SmartPath — which uses ground-based augmented system (GBAS) to replace or augment traditional ILS landing systems. Using the precision satellite-based SmartPath means that only one system would be needed, rather than one or two ILSs per runway. An extreme example — two closely spaced major airports with multiple runways that traditionally would need perhaps 16-20 ILSs — could be provided by just two GBAS systems. Additionally, GPS landing approaches can be curved or be any shape — bringing airspace flexibility and efficiency. The GBAS solution is also far cheaper in maintenance costs.

Embraer

Meanwhile, part of “feeding the beast that is the airline passenger”, as Honeywell’s Business Development Director, Asia-Pacific, Paul Nef, described it, will be satisfying the almost insatiable demand for Internet connectivity onboard aircraft — even for low-cost and regional carriers. Today, some one in five of us own a smartphone and this figure is only growing. To this end, Honeywell is partnering with Inmarsat to roll-out Ka-band hi-speed in-flight connectivity in the very near future. This will see a jump in bandwidth, offering home broadband speeds in the air. Tailored for trans-Oceanic flights – this Global Xpress service, set to roll out by the end of 2014, or early 2015, will see Asia-Pacific carriers in the vanguard of adopting this breakthrough connectivity.

Summary There is no doubt that the Singapore Air Show is Asia’s biggest aerospace and aviation exhibition — and the international debut of the A350 XWB on the ground and in the air, added extra sparkle to this year’s show — especially seeing it parked next to the 787 Dreamliner. Particularly in focus this year were the explosive growth of the low-cost airlines in the region, along with international tensions

buoying interest in defence products. Interestingly, this show saw a new trend in Asia’s low-cost carriers now beginning to think about secondary and even tertiary airports giving increased market penetration. The purchases, by airlines of smaller regional airliners from ATR, Bombardier and Embraer are aimed at connecting people outside the major urban areas and giving them the opportunity to fly. In defence, while F-16 upgrades were a hot topic and a war of words erupted between Europe’s medium airlifters, other themes were maritime patrol, ISR and cyber-security and the continued evolution of UAVs. Yet, while fighter sales grab the glory, air forces in the region still lag behind in the ‘enablers’ or HVA that provide the ISR to allow precision strike and surveillance. For example, Singapore, with one of the most lethal fighter fleets (F-15SGs and F-16s) still relies on Fokker 50s for its maritime patrol needs. Finally, there was increased focus at the show for Singapore itself as Asia’s growing aviation hub. It may not manufacture aircraft but, as a business, MRO, support and training hub for aerospace, it is a nexus where the industry is keen to set up new facilities, partner with others and tap into the enormous growth in the region.

During an aerospace technology tour from Airbus Group Chief Technology Officer Jean Botti, he highlighted some of the R&D projects being worked on by the local Airbus Group Innovation centre in Singapore. The most striking was a subscale demonstrator for a reusable spaceplane — a refined design of EADS’ spaceplane. This demonstrator will undergo drop tests in the Q2 of 2014, with helicopter drop tests in the South China Sea to validate flight dynamics during descent from space. These will then progressively go higher, until there are powered flights at stratospheric altitudes. Interestingly, the original role for this spaceplane, that of space tourism, has now widened into other potential space access missions. Another project featured an automated flight-path optimisation for the Airbus Group’s E-Fan electricpowered demonstrator. Using this technology to efficiently route around turbulence allows the battery to save 50% of charge when compared with an average human pilot — extending the endurance of the aircraft. The two-seat E-Fan demonstrator is set to make its first official flight in April and will also fly at the Farnborough Air Show this year. Botti revealed that this could be the first step to a hybrid 90-seat regional airliner — incorporating technology from this and the company’s E-Thrust project. Another interesting project was especially apt given Singapore’s status as a regional MRO hub. This was an ultra-fast, highly reliable non-destructive testing (NDT) scanner — able to find cracks in metallic or delamination in composites in minutes rather than hours. To achieve this, it uses 32 phasedarray ultrasound probes working together to provide a colour-coded scan of what is inside a piece of material. This revolutionary scanner could become a standard MRO tool for aviation technicians in the near future.

Singapore an innovation hub for Airbus Group

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Embraer wins Indian E2 deal Embraer announced that Indian regional operator Air Costa has ordered 50 E2 regional E-Jets plus an additional 50 purchase rights. The order comprises 25 E190-E2s plus 25 E195-E2s which are scheduled to enter service in 2018. Based in Vijayawada, Andhra Pradesh, Air Costa currently operates two E170s and two E190s.

Lufthansa Technik announced a series of new contracts with airlines in Asia-Pacific, including a partnership with VietJet Air, increased technical support for Thailand budget carrier Nok Air’s 737 fleet and two component support contracts for CRJ1000s operated by Garuda Indonesia and A321s flown by EVA Air in Taiwan. US company Aurora Flight Sciences was promoting a range of UAV platforms — including a low-cost tactical Skate made of polystyrene. Weighing only 1kg, including embedded EO and IO video sensors, the twin-engine Skate can be hand-launched and controlled for up to an hour using a handheld controller. ST Electronics has developed an airport ground vehicle simulator which can be used by trainee drivers to learn what to do and what not to do at an airport prior to starting real driving. The simulation software is based on Singapore Airport but could be customised for any airport.

APRIL 2014

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Airports Economic regulation

F

ollowing the wave of airport privatisations in the late 1980s, the Civil Aviation Authority (CAA) has economically regulated UK airports designated by the Secretary of State for Transport, setting price controls every five years with the aim of protecting users from anti-competitive behaviour while allowing airports to make sufficient investment. In the regulatory period that ended in March, the designated airports were Heathrow, Gatwick and Stansted. Both the competitive landscape and regulatory policy have evolved considerably over the past 30 years and, following a consultation as to how the regulation of airports should be modernised to reflect these changes, the Civil Aviation Act 2012 (the Act) became law in December 2012. The Act includes a package of reforms designed to make airport regulation more flexible, proportionate, targeted and effective. The CAA now has the ability to tailor regulation to the circumstances of individual airports and a formal duty to focus its economic regulation on protecting the interests

of airport users by promoting the development of competition between airports. The Act also grants the CAA new enforcement powers and removes the Secretary of State from the determination process. The CAA’s final decisions covering the fiveyear regulatory period from April 2014 are the first under the Act and reflect the diversity of airport strategies following the Competition Commission’s requirement for BAA to divest Gatwick and Stansted. While Heathrow is required to reduce prices in real terms by 1·5% per year over the five year period, the CAA accepted a series of commitments by Gatwick to its airlines on price, service conditions and investment and determined that Stansted no longer had market power in relation to passenger services and would therefore cease to be regulated in this area.

Which airports are regulated? An airport will only require an economic licence from the CAA if all three components of the ‘market power test’ are met:

How much to land? A new approach to the economic regulation of airports JAMES LAMBERT* examines the rationale behind the CAA’s imposition of price controls on Heathrow, Gatwick and Stansted airports.

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AEROSPACE / APRIL 2014

B.

C.

Gatwick Airport.

A.

The relevant operator has, or is likely to acquire, substantial market power. Competition law does not provide sufficient protection against the risk that the relevant operator may abuse that power. The benefits of regulation are likely to outweigh the adverse effects.

If test A is not met, tests B and C are not considered.

Heathrow Airports Limited

Determining whether an airport has market power Airports compete on a range of factors including price, service quality and investment. In assessing whether an airport has market power, the CAA will consider the degree to which airport users can respond to a failure to provide a reasonable price and/or service offering by reducing their use of the airport and whether such action will discipline the airport. The competitive constraints faced by an airport fall into three broad categories; namely competition from other airports, the threat of new airports starting to compete and the negotiating power of key users. Assessing the extent of competition is complicated by the fact that airports have several user groups, each with different requirements. The CAA’s market power assessments therefore analyse competition separately for passengers, airlines and cargo operators. For passengers, the ability to switch to other airports will depend upon passenger characteristics (such as journey purpose, time sensitivity and preferred airline), the availability of suitable flights at other airports and the offering of competing airports (such as lounges and retail outlets). For airlines, the options are dependent on the willingness of their main passenger groups to switch airports together with the availability and cost of slot capacity at other airports, the configuration of infrastructure, the yield available and the degree of potential competition from other airlines. Cargo carriers and shippers require distinct services from those used to process passengers. Their choice of airport will depend on their business model, the nature of the product being shipped, the capacity and infrastructure at alternative airports, the economic activity surrounding alternative airports and the level and quality of surface access. Before concluding on the market power assessment, the CAA considers a range of additional evidence, including the airport’s market share within its catchment area, capacity at alternative airports, the likelihood of new airports British Airways Airbus A380 landing at Heathrow Airport.

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Gatwick control tower.

opening and existing airports expanding within the airport’s catchment area and the extent of airlines’ power in negotiations with airports.

Doesn’t competition law already protect airport users? The Act granted the CAA powers to enforce competition law in the context of the provision of airport operation services, allowing the CAA to conduct studies into how well competition is working and to investigate suspected breaches of competition law, including abuses of market power. To date, the CAA has concluded that competition law does not provide sufficient protection against the risk of an abuse of substantial market power for a variety of reasons, including the evidential thresholds, the time taken to bring cases, the advantages of intervening through regulation ex ante rather than pursuing competition investigations ex post and concern that abuse of market power may take in a wider range of behaviour than is covered by competition law.

What about the cost of regulation? The final limb of the market power test requires that for users of air transport services, the benefits of regulating the relevant operator are likely to outweigh the adverse effects. Regulatory costs include both the direct costs to the CAA, airport operators and airlines engaging in the process and the indirect costs arising from potential distortions to price, service quality, efficiency and investment resulting from regulation. The benefits of regulation are estimated by comparing prices, quality, efficiency and investment in regulated and unregulated www.aerosociety.com

THE CAA HAS CONCLUDED THAT COMPETITION LAW DOES NOT PROVIDE SUFFICIENT PROTECTION AGAINST THE RISK OF AN ABUSE OF SUBSTANTIAL MARKET POWER APRIL 2014

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Airports Economic regulation

scenarios. The Act does not dictate a particular method for assessing the impact of regulation. Together with the relatively low threshold that the CAA has adopted in relation to this test, this has led to disagreements between airport operators and the CAA, which has to date concluded that the benefits of regulation comfortably outweigh the costs.

Selecting the appropriate regulatory tool If the market power test is met, the airport will require an economic licence. The Act grants the CAA a wide choice of regulatory tools ranging from price caps to monitoring prices, accepting commercial or long-term commitments under regulatory supervision or pegging tariffs to comparator airports. In choosing the appropriate tool, the CAA aims to replicate the outcome of a well-functioning competitive market, mitigate the potential risk of abuse of substantial market power and to promote the development of competition while minimising the burden of regulation.

Prices required to fall at Heathrow

+4·2%

Annual price increase above RPI wanted by Heathrow

–9·8%

Annual price decrease wanted by airlines

–1·5%

Price cap below RPI imposed on Heathrow by CAA

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AEROSPACE / APRIL 2014

The CAA concluded that Heathrow holds substantial market power due to its position as the operator of the UK’s only hub airport and the package of strong demand that Heathrow offers both based and inbound airlines, including premium passengers, cargo and connecting passengers. The network benefits available to airlines at Heathrow were considered such that very few airlines would be willing to switch sufficient capacity away from Heathrow to constrain an increase in its charges. Heathrow’s surface access options, the attractiveness of the London market and the capacity constraints within the London area further limit the alternatives available to airlines. The CAA also found that Heathrow did not appear to offer discounts on airport charges and that the excess demand for slots suggested that, were airlines to switch away, their slots would quickly be filled by competitors.

While airlines supported the CAA’s conclusions, Heathrow disagreed, stating that the airport faces competition from hubs outside the UK and that the cost of airlines switching to other airports was overstated. The CAA’s conclusions in relation to Heathrow’s market power led it to find that only a price cap would offer users sufficient protection. Heathrow called for a 4·2% increase in prices per year above the retail price index (RPI), while airlines asked for a 9·8% per year fall. The CAA’s analysis, which calculated an average per passenger yield for the regulatory period based on the airport’s total revenue requirement (including its cost of capital, depreciation and operational expenditure) less projected revenues from non-regulated charges, resulted in a price cap whereby prices fall in real terms per year by 1·5% less than RPI. Setting the cap at this level aims to allow Heathrow to make further capital expenditure while generating efficiency and lowering prices. The licence was due to come into force on 1 April 2014, subject to any appeal.

Commitments accepted from Gatwick In relation to Gatwick, the CAA found that there was no clear demarcation line between full service carriers and low-cost carriers with respect to demand for specific facilities at Gatwick. Switching to Heathrow, although a preferred airport for certain airlines, was not considered a credible option to discipline Gatwick’s pricing behaviour given the capacity constraints at Heathrow and the likelihood that slots vacated at Gatwick would be filled by competitors. Gatwick was also considered by many airlines as the default airport for holiday flights because of its large catchment area and support services for tour operators. The north London airports Luton and Stansted were not considered close substitutes for Gatwick as neither has the necessary facilities and each has a weaker catchment area and a lower connecting passenger feed.

analysis suggested that the airport’s short-term financial viability is acutely affected by easyJet’s and Ryanair’s allocation of current and future capacity, a fact that airlines have been able to use to their advantage in negotiations. In February 2013, Manchester Airports Group acquired Stansted, signalling a change in its strategy. Over the summer of 2013, both easyJet and Ryanair concluded long-term deals with Stansted at prices that were significantly lower than the 2013/14 price cap for Stansted and within a range which the CAA considers to be competitive. Due in large part to these deals, the CAA concluded that Stansted does not have substantial market power, although the decision was finely balanced with different indicators suggesting different conclusions. Ryanair in particular has raised concerns about the CAA’s finding. As a result of the CAA’s conclusions, passenger services at Stansted have ceased to be economically regulated. At the time of writing, the CAA is close to concluding on its separate analysis of whether Stansted has market power in the provision of cargo services.

The CAA noted that, while Gatwick’s service quality and efficiency have improved since its sale to Global Infrastructure Partners, this may be due to maximising return on investment rather than a step change in the level of competition. In light of these factors, the CAA concluded that Gatwick has substantial market power. While airlines generally supported the CAA’s conclusions, Gatwick raised a number of criticisms of the CAA’s analysis. Gatwick has set out a series of commitments to its airlines on price, service conditions and investment, including a commitment to raise prices only in line with inflation (RPI +0%). The CAA considers the airport’s commitments to be in the interests of passengers but decided that they must be backed by a licence. Opting for a licence rather than voluntary contractual commitments allows the CAA to take action to modify or enforce the commitments. The CAA will also monitor Gatwick’s prices, with its current benchmark for a fair price being RPI –1·6%, and will be able to undertake an investigation if Gatwick’s service quality fails an individual metric for more than six months. Finally, the license will allow the CAA to scrutinise most costs of any second runway before they can be passed on to airlines and passengers. As for Heathrow, the licence was due to come into force on 1 April 2014.

Conclusion The recent reforms to the economic regulation of airports in the UK have granted the CAA much greater flexibility to tailor regulation to the specific circumstances of individual airports, which is particularly important given the increased diversity of airport strategies following the change of ownership at Gatwick and Stansted. The CAA’s new duty to put passenger interests at the heart of economic regulation backed up by stronger enforcement powers represents a step change and brings airport regulation more in line with other sectors such as water and energy. Balancing the requirement for investment with competitive prices will continue to represent a challenge. The CAA has recognised the substantial investment in recent years, particularly at Heathrow and Gatwick, but also points to many years of price increases and concerns over service quality. While the new economic licences do not reduce prices as far as some airlines had called for, they do impose tough requirements on the operators of Heathrow and Gatwick and allow the flexibility to make changes to the licences should unforeseen issues arise over the next five years. Airports and airlines have a three-month window to appeal following the CAA’s decision. Appeals are heard by either the Competition and Markets Authority or the Competition Appeals Tribunal, depending on the nature of the appeal.

An end for regulation of passenger services at Stansted The CAA found that there was some spare capacity at London airports, including off-peak capacity at Luton and Gatwick and peak period capacity at Southend, that would allow inbound services and charters to switch away from Stansted in response to any price increase. However, the CAA identified significant switching costs that would inhibit moving based aircraft to other London airports. Moreover, with the exception of Southend, there was a shortage of suitable capacity for basing aircraft at competing airports which is likely to persist or worsen. While recognising the flexibility of low-cost carriers to allocate capacity across their network, the CAA did not accept that the market was EU-wide, in part reflecting the evidence of the airlines which pointed to the importance of a strong London presence. Stansted’s main airlines, easyJet and Ryanair account for 19% and 72% of Stansted’s passengers, respectively. easyJet sponsored Southend airport’s entry in 2012 by moving three aircraft there from Stansted, while Ryanair threatened to reduce core traffic at Stansted in order to negotiate lower prices. Given that there is around 40% spare capacity at Stansted, the CAA’s @aerosociety

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* James Lambert ARAeS is Senior Economist at Ashurst LLP.

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APRIL 2014

35

Aviation history 1960s long-range ferry flight

From Aden to UK — by Hunter No GPS, no FMS and no flight planning computers. Captain ANTHONY C. 'MAC' MCLAUCHLAN, FRAeS recalls a 1962 long-range ferry flight flying a Hawker Hunter FGA9 from Aden, to the UK.

A

ll political problems to one side, today a flight from Aden in Yemen, to the the UK would be a reasonably simple flight in a Boeing 747-400, equipped with triple Inertial Reference Systems, dual GPS, and a range capability of twice the seven hours 30mins flying time from Aden to London. Not to mention a quiet and comfortable flight deck with a reasonable supply of refreshment en route. Perhaps not so easy flying a Hawker Hunter FGA9 in 1962. This was the standard single-seat fighter in the RAF Middle East Command of the ‘60s, with 8, 43 and 208 squadrons based at RAF Khormaksar in the then Aden Colony. Each unit was much larger than the case today, 8 Squadron having an establishment of 24 aircraft, as did our two sister squadrons. All the aircraft suffered from operations in the heat and dust of the Arabian Peninsula, which meant an occasional ferry to the UK for major servicing, which is why at our morning briefing the Boss gave two of us the task of ferrying a pair of well-worn Hunter 9s, XE587 and XF455 all the way to the UK. Flight planning in those distant days was not the clever computer world of today, so we obtained miles of maps from store, folded them to cockpit size, drew lines to the airfields we hoped to reach, and then calculated the basic time and fuel for the distance. Navigation aids were limited to Tacan and one ADF, even if they worked much of our route would be out of range from any ground

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AEROSPACE / APRIL 2014

station. With the optimism of youth, tempered with five years experience on type, we reckoned this was all we needed. Diplomatic clearance for two armed warplanes never crossed our minds, as our progress was rarely queried and never intercepted en route. Some careful staff officer must have done all this on our behalf, so we remained blissfully unaware of potential problems.

The route

Hawker Hunter FGA9

50,000FT CEILING

1,650NM RANGE

710MPH MAX SPEED (SEA LEVEL)

There were two possible routes to the UK from Aden, one went north via Sharjah and Bahrain, through Isfahan we were able to transit Iran back then to Turkey, Cyprus, and Malta to Lyneham. The second, which we chose, was the southern route via Khartoum, El Adem, Malta and Orange, France for yes, Lyneham to clear Customs. In the early 1960s the first three stops were all at RAF bases, while Orange was a French Air Force fighter station with an RAF ground crew detachment, the Service being much larger then than now. Maps prepared with tracks, distances and times, the next task was to airtest the Hunters for fuel burn with all the underwing stores. As internal fuel was a mere 400IG we needed all available external fuel from two x 230 + two x100IG drop tanks, a total of 1060IG, approximately 8500lbs, enough for 3·25 hours airborne given careful flying. This would be needed as the longest planned leg was three hours

Via Author

Hunter FGA9 on patrol in Aden.

Via Author

Left: Pictured over Khartoum from a hand-held camera while en-route to the UK is Hunter XJ687-E on 6 December 1962.

from Khartoum to El Adem over the Sahara desert. Fuel costs were generally unimportant in the Middle East, so an airtest with full load was flown which proved that one of the internal tanks had a leak, the tank was replaced, and after a series of tests lasting over three hours XF455 was cleared for the ferry, Aden is never cold, even during the Cool Season temperatures match a summer in the Med, however North Africa and Europe were very different, especially as the winter of 1962-63 was to become one of the coldest on record. My gallant companion ignored any advice and packed his KD uniform, being rather more cautious I squashed a blue uniform into my flightbag, the only luggage space in the Hunter was in the unpressurised gun bay. This was shared by the battery, so any leak would leave small burn holes in the unsuspecting pilot’s bag and contents. Anti-G suits were not worn for such a long ferry, but folded on the seat as a rudimentary en route massage when pressing the test switch, as three hours on a hard dinghy pack were not as comfortable as the flight deck seat on a 747.

DIPLOMATIC CLEARANCE FOR TWO ARMED WARPLANES NEVER CROSSED OUR MINDS

Skirting Egypt

Setting off

Via Author

Below, photo of wingman taken over the Libyan desert. Note missing outboard fuel tanks. Below right: Mac climbing into XF455 on the ferry flight.

The direct track from Khartoum to El Adem was unavailable as it would have meant crossing a slice of Egypt, at that time no friend to the UK, so we routed via a point in the desert known as Nasser’s Corner, which meant a dogleg, thus extra time and distance. This last was a major consideration, as a three-hour sector meant reaching our destination rather short of gas. There was none of today’s airliner fuel plan of ‘alternate plus holding plus contingency’, just 15 minutes to dry tanks on arrival, assuming all went well. Cheered before leaving Aden that a Canberra from El Adem would be available to provide guidance over the desert turning point, we were less cheered by the news on leaving Khartoum that the said Canberra was still on the ground and likely to remain there all day. In typical single-seat fighter pilot mode, we thought the likely reason was that the two navigators in the crew were unable to agree their position. Cruising at M·87, much the same speed as the B747-400 I was to fly some 30 years later, but then sitting on a Martin Baker ejection seat, with a cockpit altitude of 22,000ft, breathing 100 percent oxygen, no autopilot, no navigation aids, and no

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We left at first light, as I walked round my aircraft for the external inspection my ground crew chief said “please don’t kick the tyres sir, she’s serviceable”, so I didn’t, as old XF455 showed the wear and tear of two year’s operations in a harsh climate. The first sector was from Aden overhead Asmara in Ethiopia to Khartoum, a two hour 25 minute flight, with a brisk low-level portion along the White Nile to bring us within landing weight, the Hunter with all the external tanks went from too heavy to low fuel in a surprisingly short time. Transit with refuel and sandwiches went pleasingly to schedule, our intention being to reach El Adem before dark, as no pilot enjoyed night flying in the Hunter without landing lights and dim cockpit lighting. In the event this was to prove an aim too far, although we had arrived in Khartoum without difficulty, departing was to prove less easy. RAF

Khartoum was there to service Transport Command aircraft on their way to East Africa and Aden, thus our RAFAIR callsign was considered a transport flight, so the obvious presence of two warplanes on their tarmac produced an official objection from the Sudanese authorities which took diplomacy an hour to overcome. Eventually clearance was given to depart, starter master switches to ON, the avpin starter motor gave its usual high pitch scream as the R-R Avon lit up and we were on our way once more, now too late to reach El Adem in daylight. Heavy weight at over 20000lbs required a long take off roll, no V1 on a single-engine jet, rotation around 150kts with a lift off nearer 170 made close formation takeoff an interesting exercise, normal climb to 40,000ft was 430kts to M·85, then maintaining a constant mach number of ·87 allowing the aircraft to climb to 45,000ft as weight reduced. There were no assigned flight levels in those days, as there was nobody else flying at our altitude, the age of the jet airliner was in still in its infancy.

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MARCH 2014

37

Aviation history 1960s long-range ferry flight

FUEL REMAINING AGAINST DISTANCE TO DESTINATION MEANT A WALK OF APPROXIMATELY 200 MILES ACROSS THE SAHARA

radio contact other than the wingman flying some 800 yards abreast, was very different from the jets of the 21st century. None of this was of the least concern to us at the time, until passing Nasser’s Corner near Jebel Uweinat my colleague reported that one of his 230IG tanks refused to feed the Avon. Fuel remaining against distance to destination meant a walk of approximately 200 miles across the Sahara, so it was unlikely he would reach El Adem before bar closing time. In those days I carried a camera in the cockpit, so offered to take a photo when, as looked inevitable, he decided to eject. He seemed unimpressed by my offer, however before reaching this point, using what today is known as Crew Resource Management, a rapid look at Pilots Notes, and a brief discussion of the problem, a decision was reached. He would jettison his now empty outboard 100IG tanks in the hope that the pressure surge would encourage the bigger inboard tank to feed. So off into the desert went the two phenol plastic tanks, in time for me to take a photo of the Hunter now flying on the inboards plus internal fuel. To our mutual, and his vast, relief the plan worked. The fuel started flowing correctly, and we were both now sure of reaching our destination by air.

The fickle finger of fate Fate has a way of catching one out when all seemed comfortable. Contacting El Adem, with clear skies, we were cleared for a high speed descent from our 45,000ft cruise in the remaining daylight, direct into the deepening dusk of the airfield, as a considerate leader I sent my wingman into land first, then followed some 15 seconds behind. Landing checks in the Hunter were simple Air Brake IN, indicator BLACK, undercarriage DOWN with 3 GREENS, then there was suddenly no point in continuing with the checklist or the circuit as the

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The Hunter ferry flight skirts Gozo on the approach to Luqa, Malta.

38

AEROSPACE / JUNE 2013

green lights remained obdurately out. A quick prod at the indicator showed that while the lights were working the undercarriage was not. Hawker's had kindly installed an emergency air bottle for such contingency, with a less kindly side effect. Once used, although the wheels would extend, all hydraulic fluid was lost, the result being a landing without power controls and only one flap selection, full down for landing. For Boeing 737 pilots, the manual flying control loads were very similar hard work, especially after a long day ending with a night landing. This was probably all my fault for having offered to photograph my chum in distress, one never learns to beware the fickle finger of fate until too late. So ATC was informed, the emergency services trundled out to meet a Hunter which, though not in distress, was certainly fatigued, as was the pilot. It took three days for repairs, the weather grew increasingly colder, as did my chum wandering around in the only KD on the station, wishing he had packed his blue uniform, and regretting the fruit he had loaded in his bag from Aden, which was by now was well past any sell by date. Our transit could be traced by abandoned mangoes and Hunter drop tanks. However eventually our refuelled and repaired aircraft were ready to continue the adventure. A third ferry Hunter from our squadron joined us for our onward leg to Malta, he had come from the Gulf via Cyprus, and would continue as our number 3 to the UK. El Adem to Luqa was a fairly short flight, low level to Benina, then on to Malta before dark in a little over two hours. Third to land on the southwest runway, touching down at 130knots, I saw the other two Hunters taxi off at the top of a marked slope, so it seemed to this rather unobservant pilot that they had reached the end and were waiting for their leader. Not a sound assessment, as on touchdown the brake chute promptly fell off its attachment, the anti-skid brakes were already worn to limits, and my aircraft surged relentlessly towards what I thought was a cliff, the sea and the end. I cut the fuel, mentioned the stopping problem and sat tight. My chums heard my call of brake failure, saw the chute was missing, and kindly pointed out that there was still plenty of tarmac ahead, as indeed there was once I had breasted the hill, so a quick restart was in order to avoid the humiliation of being towed, and breathing

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a sigh of relief, lead the formation into dispersal. The local Canberra crews were watching the arrival of three Hunters in their usual critical fashion, so it would have been very bad form to have run off the end in a crumpled heap. One night in the transit Officers Mess at RAF Luqa could have been compared to the Black Hole of Calcutta, though not as comfortable. Our local overseas allowance was a handful of British coins, Malta being considered cheaper than Aden, so a quiet and sober night was spent in the bar planning our next leg to Orange in France. As I left the Service the following year to join the Viscount flight of BEA my next Malta nightstop was based in the splendid Phoenicia Hotel funded by a wedge of pound notes. A small wedge perhaps, but a vast increase on the previous visit. However this was the RAF of the time, so we needed our coins as Aden currency, the East African Shilling was not recognised in Malta, credit cards were still decades away and the Mess bar prices were pleasantly affordable to transient crews.

Queen’s Flight. Our account of why and where was accepted with obvious reservations about an excellent lunch with our French friends. Clearly in his opinion fighter pilots were an unreliable lot. He may have been right, five days down route with two days of clean laundry meant we were far from being as smart as the CO of the Queen’s Flight. We never learned why he was in Orange, and he didn’t enlighten us. With three Hunters serviceable for once, I asked Orange ATC if we might do a low level pass to say farewell, this approved, after takeoff in close vic we came past the Heron at 100ft and 500kts, an 8 Sqn salute to a senior officer. Cruise climb in wide battle formation over France, well above the civil airways of the time made for an easy leg to RAF Lyneham to refuel, clear customs, and then fly to our respective destinations. The other two to St Athan in Wales and mine to Kemble not far from Little Rissington. However, first we had to meet Customs, who regarded arrivals from the Middle East with suspicion. Inspecting my Hunter the Customs Officer wanted to know what lay behind a panel in the middle of the RAF roundel on the fuselage. I had no idea, other than the R-R Avon 203, which aroused official suspicion, so my ground crew who did know, obediently opened the panel. The triumphant look on the Custom Officer's face vanished as he touched the hot turbine outer case, still at a healthy temperature after flight. Unhealthy for human hands however, and the inspection ceased forthwith as he disappeared to seek first aid. No, neither the ground crew nor pilot laughed — out loud anyway.

Stopover in France The Hunter could have reached Lyneham, just, from Malta, given a fair wind — or so the planning tables seemed to indicate, however a refuelling stop in France seemed preferable to arrival over England in winter weather low on fuel. The old adage that a pilot may worry about the weather or the fuel state, but never the two together, seemed good to us, so did lunch in Orange as we arrived there in a little over two hours from Luqa. The Armee de l’Air squadrons flew Mystere IV fighters, similar in performance to our Hunters, and made us welcome with an excellent lunch. Fresh bread was a rarity in Aden, as was the French habit of a modest glass of red wine with lunch. We followed their example, not unreasonably, only to be accosted by an RAF Wing Commander immaculate in No.1 Dress, curious about the presence of three junior officers in shabby tropical flying kit with equally shabby Hunters now parked alongside his shining scarlet Heron of the Below: Hunters XJ687and XE651 make contrails high above the Alps on the way home.

The three Hunter ferry pilots, Mac McLauchlan, Dave Edmonston and Pete Loveday, after landing at Luqa, Malta.

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End of an adventure

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So for the last leg to RAF Kemble, not far, however in the gathering gloom of a grey December evening it took a pilot more accustomed to the clear Arabian skies some 40 minutes to find his destination. No navaids, too proud to ask for radar assistance, we found the airfield eventually, and XF455 landed smoothl on Kemble’s runway; the end of an adventure, but great fun at the time. If I had been told then about a 747-400, a mere gleam in Joe Sutter’s eye at Boeing, I probably would have considered it as purely science fiction. It was all very different 51 years ago. www.aerosociety.com

THE TRIUMPHANT LOOK ON THE CUSTOM OFFICER'S FACE VANISHED AS HE TOUCHED THE HOT TURBINE OUTER CASE... APRIL 2014

39

ANNUAL BANQUET GUEST OF HONOUR: ACM SIR ANDREW PULFORD KCB CBE ADC RAF CHIEF OF THE AIR STAFF, ROYAL AIR FORCE

Supported by

LONDON / 21 MAY 2014

The Royal Aeronautical Society Annual Banquet is established as a key event in the social calendar of the aviation and aerospace community. Attracting high level industry attendance, it offers the ideal opportunity for networking and corporate entertainment. The 2014 event will be held at The InterContinental London Park Lane. Pre-dinner drinks will be served in the Park Lane Suite followed by a four-course dinner in the Ballroom, with fine wines, coffee and liqueurs included. Individual tickets and corporate tables are available with discounted rates for RAeS Members and Corporate Partners.

Venue The InterContinental London Park Lane, One Hamilton Place, London W1J 7QY, UK Programme Reception: 7.15pm Dinner: 8.00pm Dress code Dinner jacket and decorations Private Receptions at No.4 Hamilton Place Book a private pre-dinner drinks reception at No.4 Hamilton Place, historic home to the Royal Aeronautical Society. Located adjacent to The InterContinental London Park Lane, No.4 Hamilton Place offers a choice of elegant rooms for your exclusive reception. Package details are available on request.

TICKET PRICES: Individual tickets RAeS Individual members:

£145 + VAT per person

(applicant and first guest only)

RAeS Corporate Partners: Non members:

£188 + VAT per person £208 + VAT per person

Corporate tables (to seat 10 guests): RAeS Corporate Partners: £1,880 + VAT per table Non members: £2,080 + VAT per table

www.aerosociety.com/Banquet

Enquiries to: Gail Ward Events Manager – Corporate & Society Royal Aeronautical Society No.4 Hamilton Place London W1J 7BQ, UK Tel: +44 (0)1491 629 912 Fax: +44 (0)870 4583 722 Email: [email protected]

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Diary 17 April Cambridge Branch ExoMars Rover — engineering for the Red Planet Abigail Hutty, Airbus Defence and Space

The ExoMars Rover provides key mission capabilities: surface mobility, subsurface drilling and automatic sample collection, processing, and distribution to instruments. It hosts a suite of instruments, known as the Pasteur payload, dedicated to exobiology and geochemistry research. ESA.

42 Message from RAeS - President “Our engagement with both the Defence Growth Partnership (DGP) and the Aerospace Growth Partnership (AGP) continues. Skills requirements — both the pipeline and roadmap — will be good activities for us to be involved with.”

44 Book Reviews

54 Corporate Partners

Introduction to Avionics Systems, Avionics, Spitfire’s Forgotten Designer, Introduction to UAV Systems and International Aviation Law.

Three new members join the Society’s Corporate Partner Scheme.

47 Library Additions Books submitted to the National Aerospace Library.

- Chief Executive “I am delighted to welcome AVM Martin Clark, Director (Technical) at the Military Aviation Authority, to the Society’s Membership Grading Committee. Martin’s extensive experience will be most valuable to the Society and his ‘currency’ will help us to keep on track with the ever-changing expectations and demands in the field of membership and registration.”

48 Minutes of the 148th Annual General Meeting 51 Careers

55 Obituaries Prof Ray Stalker, Prof Ronald Milne and Gp Capt John Thorpe.

56 Elections New Society members elected in the past month.

57 Meggitt Lecture Smart Engineering for Metalised Foam Applications.

Ballantyne 2014 and Centennial Scholarships 2014.

52 Diary Find out when and where around the world the latest aeronautical and aerospace lectures and events are happening.

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APRIL 2014

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Message from RAeS OUR PRESIDENT Jenny Body

WE ARE HOPING TO RE-INVIGORATE THE SINGAPORE BRANCH WITH HELP FROM OUR ‘SISTER’ ORGANISATION, THE SINGAPORE INSTITUTE OF AEROSPACE ENGINEERS

A Branch visit to the RollsRoyce facilities at Selatar Aerospace Park.

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AEROSPACE / APRIL 2014

Another highlight of my Presidential year has been my recent visit to Singapore — a very busy three days! I visited the Singapore Aerospace Technology and Engineering Conference (SATEC) 2014, which was well attended by people from across the region, from Australasia, Europe and the US, and where my speech on ‘The Technology and Skills Challenges facing Aerospace’ was well received. The need to encourage young people to study STEM (Science, Technology, Engineering and Mathematics) subjects at school (see Mind the skills gap, pp 18-21) and move into professional engineering careers was endorsed by most present, as was the need for research to inform education. During the conference we heard about technology development and its drivers from across the world and from all related sectors — military and civil, manned and unmanned, airframe and engines. During my visit to the Singapore Air Show (see show report pp 26-31) I was pleased to meet a number of existing and potential Corporate Partners. I was also pleased to present Mr Akbar Al Baker, CEO of Qatar Airlines, with his certificate of Fellowship on board a Qatar Airlines 787 Dreamliner. I was particularly delighted to meet with a number of ‘local’ members of the Society from Singapore, Malaysia and Australia and we had a fascinating tour of the Rolls-Royce facilities at Seletar Aerospace Park. We are hoping to re-invigorate the Singapore Branch with help from our ‘sister’ organisation, the Singapore Institute of Aerospace Engineers. During my visit, I also managed to visit both the Airbus Helicopter Facility which services the region and have a very useful meeting with the Republic of Singapore Air Force (RSAF) about accreditation, membership and registration opportunities.

Singapore clearly has a vibrant and thriving aerospace and aviation community. On my return to UK I was glad to be able to present Paul Tan, Regional Vice President Europe, Singapore Airlines, with his certificate of Fellowship of the Society. Our engagement with both the Defence Growth Partnership (DGP) and the Aerospace Growth Partnership (AGP) continues. Skills requirements — both the pipeline and roadmap — will be good activities for us to be involved with. I chaired the first day of the AGP Technology Showcase with speakers from all aspects of aerospace, as well as keynote speeches from the joint chairs of the AGP — Rt Hon Michael Fallon MP, Minister of State for Business and Enterprise in the Department of Business, Innovation & Skills, and Marcus Bryson, CEO GKN Aerospace. I was also pleased to introduce the recently appointed Chair of the new UK Aerospace Technology Institute — Stephen Henwood. I visited Yeovil Branch again, for the Henson & Stringfellow Lecture given jointly by Bristow and AgustaWestland on the introduction of the new UK Search and Rescue Operation. I also met the Farnborough Branch for their Templer Branch Lecture given by Chris Clarkson of BAE Systems on unmanned vehicles and, in particular, Taranis. Both lectures demonstrated the breadth and depth of both our industry and the interest of our members. Finally, congratulations to The Honourable Company of Air Pilots (formally GAPAN) on the award of their Royal Charter and subsequent change of name. It was a privilege to attend their Royal Charter Banquet at the Guildhall when the Royal Charter and Ceremonial Sword were presented by their Patron, HRH The Duke of Edinburgh.

OUR CHIEF EXECUTIVE Simon C Luxmoore

... HELP US TO KEEP ON TRACK WITH THE EVERCHANGING EXPECTATIONS AND DEMANDS IN THE FIELD OF MEMBERSHIP AND REGISTRATION

 Andrew Haines, CEO of the Civil Aviation Authority, delivered an excellent Corporate Partner Briefing, to a large audience, on 4 February. This event was followed by an informal dinner for invited guests from across the industry, including airline and airport operators, together with MRO organisations. This is the third such event, aimed at giving senior industry figures, who might not otherwise have been fully aware of the Society, a taster of some of the benefits to be gained from Society membership.  I had the pleasure of attending the Coventry Branch’s Meggitt Lecture, delivered by the eversupportive Stephen Pilling of Meggitt, under the watchful eye of Branch President Air Marshal Sir Tim Jenner and Secretary Ron Carr. This is the fourth time in five years I have had the pleasure of attending this happy occasion which is always very well supported. On the same evening President Jenny Body was at Yeovil for the Branch’s Henson & Stringfellow Lecture & Dinner, while Ric Parker, Director of Research & Technology at Rolls-Royce, was delivering his lecture on Rolls-Royce future projects at the Birmingham, Wolverhampton & Cosford Branch at the RAF Museum Cosford. Unfortunate clashes but wonderful to see such a richness of activity.  I am delighted to welcome AVM Martin Clark, Director (Technical) at the Military Aviation

Authority, to the Society’s Membership Grading Committee. Martin’s extensive experience will be most valuable to the Society and his ‘currency’ will help us to keep on track with the everchanging expectations and demands in the field of membership and registration.  Singapore Airlines hosted a lunch to recognise the election to Fellowship of their Regional VP Europe Paul Tan. This was an excellent occasion at which the Society was presented with a magnificent model of an Airbus A380 in full Singapore Airlines livery which will remain on display in the Business Lounge.  I am absolutely delighted to welcome Pearl Mensah to the Society as our new Membership Manager. Bringing a wealth of Chartered Institution experience with her, I am certain that Pearl will be an important addition to our team.  Finally, for those who regularly visit No.4 Hamilton Place, in the interests of security a system of ‘finger print’ activated locks will be installed on the doors which give access to the staff offices. When meeting with staff this will underline the importance of registering at Reception on arrival and either notifying the staff member in advance of your visit to ensure that you will be met or, alternatively, making a telephone call to the respective member of staff on your arrival who will then meet you at the relevant door to the office.

RAeS COUNCIL ELECTIONS 2014

HAVE YOU VOTED IN THE RAeS COUNCIL ELECTION 2014 YET? Thank you for taking the time to vote in the 2014 RAeS Council Elections Find us on Twitter

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The Royal Aeronautical Society Council Election 2014 opened for voting on 1 March 2014. All voting members will now have received either an email or postal notice enabling you to vote. If you believe that you are a voting member but did not receive either an email or postal notice, then please contact our election provider, mi-voice, using the details below (we would advise you in the first instance to check Find us on LinkedIn

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your email account’s junk folder, in case your email settings determine this email as being spam). Please note that voting will close at 0900 on Wednesday 21 May 2014. Thank you for taking the time to vote in the 2014 RAeS Council Elections. For queries, E mi-voice at enquiries@mi-voice. com or T +44 (0)845 241 4148. APRIL 2014

43

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Book Reviews INTRODUCTION TO AVIONICS SYSTEMS Third Edition By R P G Collinson Springer, Tiergartenstrasse 17, D-69121 Heidelberg, Germany. 2011. 530pp. Illustrated. £49.99. ISBN 978-94-007-0707-8. This book written in 2010 (published 2011) as an update of the previous edition of some eight years earlier, “aims to explain the basic principles of the key avionic systems in modern aircraft.” In the key areas selected by the author it does so very well and in quite some detail, such as the calculations involved in HUD optics or inertial navigation and then goes on to describe the implementation that was typical of that time. If the reader has a need for information on these specific systems, then this is an excellent volume but caution may be needed to take account of changing technology. The concentration on a few key systems also means that some other equally important systems are barely mentioned so this book does not give the broader more generic coverage that one finds in other publications. Nevertheless, Dick Collinson’s book is well

written and, even if one skips over the more theoretical sections, as he suggests many readers might, it contains many very useful sections on technology of equipment, on design methods and on system, sub-system and down to, for example, sensor design. The problem is in finding these sections because the index though generally good does not go down to that level. The book claims to have been updated to 2010, so it a bit disappointing that topics such as Boeing 787 systems, ADS-B and TCAS which were all recently emerged technologies at that time have not been included and that some things seem to have been missed by the updating process,. For example, it is a pity that the Tiger 2 rather than the Apache is used to illustrate the application of the HMD in an attack helicopter. Overall, however, this book earns a place on the shelf to be dipped into as required rather than read through in its entirety. In many places this book also provides the historical background of how things came to be the way they are and these sections will be useful to those entering the aerosystems and avionic world (and interesting also to older hands) and may limit the scope for the re-invention of wheels.

Overall, however, this book earns a place on the shelf to be dipped into as required rather than read through in its entirety

John Campbell CEng FRAeS

AVIONICS Fundamentals of Aircraft Electronics. The Guide to Aviation Electronics Technician Certification By S Kenney Avotek Information Resources, LLC, PO Box 219, Weyers Cave, VA 24486, USA. 2013. Irregular pagination. Illustrated. $54.95 . ISBN 978-1933189-28-4. This is volume one in Avotek’s avionics series, written to provide the key elements of basic aircraft electronics. This edition is intended for either in a classroom setting or as a self-study volume. The book aims to create a solid foundation for the National Center for Aerospace & Transportation Technologies (NCATT) endorsements beyond the Aircraft Electronics Technician (AET) certification. The easy-to-read text is supported by very clear illustrations covering topics that would be expected in an introduction to avionics e.g. direct and alternating current, electronic components, semiconductors, generators, alternators, digital theory etc. It also includes good reference material for aircraft documentation, safety and test equipment.

44

AEROSPACE / APRIL 2014

There is a chapter covering corrosion, this has good content, however, the reviewer would have liked to see some links between corrosion and avionics. There is a chapter covering the storage of electrical power with lead-acid and nickel-cadmium batteries. The reviewer would have liked to see this chapter extended to include sealed lead-acid and lithium battery technology. There is a very comprehensive chapter covering the fundamentals of flight; this will be of interest to students progressing onto automatic flight control for fixed wing aircraft. Each chapter establishes the learning objectives; however, the student is not given the opportunity to assess if these objectives have been met. The publishers have elected to cover assessment in an accompanying workbook titled Avionics: Fundamentals of Aircraft Electronics Student Workbook. The workbook includes fill-in-the-blank, multiple choice and analysis-type questions. The editorial standard of this book is very high; it contains clear and concise text supported by charts, photographs and artwork. The use of colour further enhances the quality of artwork, e.g. colour coding of resistors through to multifunction displays. Although the book is primarily aimed at the US market, it will also be a very good resource in any educational establishment for the initial study of avionics.

Although the book is primarily aimed at the US market, it will also be a very good resource in any educational establishment for the initial study of avionics

David Wyatt CEng MRAeS

SPITFIRE’S FORGOTTEN DESIGNER The Career of Supermarine’s Joe Smith By M Roussel The History Press, The Mill, Brimscombe Port, Stroud, Gloucestershire GL5 2QG, UK. 2013. 352pp. Illustrated. £19.99. ISBN 978-0-75248759-5. After R J Mitchell’s untimely death in 1937, the task of overseeing the production and development of the Spitfire fell to Mitchell’s Chief Draughtsman, Joseph Smith. Initially he was appointed Design Manager and it was not until 1941 that he was confirmed as Chief Designer. One would assume from this book’s title that its contents provide a detailed biography of Smith but this is not quite the case. Rather the author has been assiduous in collecting and recording Supermarine’s ex-employees’ memories and those of their relatives and has fitted his narrative around these. One consequence is that both Smith and Mitchell tend rather to recede to the background of the author’s story. Moreover, readers interested to learn about the technical challenges faced by Smith and his team in the Spitfire’s development, and how such challenges were addressed and overcome, will be disappointed. Although the author quotes from Smith’s lecture to this Society (JRAeS, 1947, 51, pp 339-383) and from its Southampton Branch’s 1976 Mitchell Memorial Symposium, such quotations are not on technical matters and the latter’s rich seams in those two publications, and others, are scarcely mined. Indeed, those two publications are not listed in the bibliography. As a tribute to Joe Smith, the engineer, undeservedly far less known than Mitchell but who worked tirelessly and with great competence to take Mitchell’s design masterpiece far beyond its initial conception, the book is an opportunity missed. That being said, from the author’s peoplecentred approach emerges a clear and interesting impression of what it was like to work for this major British aircraft company in its heyday. As the author’s narrative threads its way through his collected reminiscences, many intriguing byways are explored. For example, we learn of the festivities at the Design Staff Annual Dinners, although in our current age of austerity it would be perhaps instructive to see the menus from those years of wartime and immediate post-war rationing. Nonetheless, readers interested in social history will find in this much which pleases. The book is divided into two parts. The first part, covering seven chapters, deals with the period during which Mitchell was in charge. The second part, of 16 chapters, deals with the period of Smith’s Find us on Twitter

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Top left: Joseph ‘Joe’ Smith CBE, 1897-1956. Top right: Supermarine Spitfire Is. Middle left: Supermarine Spitfire floatplane based on the MkIX. Middle right: Supermarine Spitfire F22, PK312. Bottom: Supermarine Spitfire I, P9374, at Duxford in 2012. RAeS (NAL).

reign and covers the war-time years of the Spitfire’s phenomenal development, the Spitfire’s successor the Spiteful, and the move into the jet era with the Attacker, Swift and Scimitar. The author writes well and his book contains many clearly reproduced black-and-white photographs, courtesy of the Solent Sky Aviation Museum, as well as a number of colour photographs of surviving Spitfires. Dr J A D Ackroyd CEng FRAeS

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... from the author’s people-centred approach emerges a clear and interesting impression of what it was like to work for this major British aircraft company in its heyday APRIL 2014

45

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Book Reviews INTRODUCTION TO UAV SYSTEMS By P G Fahlstrom and T J Gleason John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2012. 280pp. Illustrated. £75. ISBN 978-1-119-97866-4. A measure of the combined experience of the authors of this text is that this is the fourth edition of a book first published over 21 years ago. During that time the unmanned aircraft industry has grown from a niche technology to become one of the most exciting, fastest growing and talked about fields of aerospace and engineering, with markets still predicting enormous expansion to come. This book provides an overview of the primary components of unmanned air vehicles (UAVs), with the emphasis on a systems engineering view of the impact of integrating such elements together and the need for whole system (as opposed to individual component) design. Much of this discussion is informed by examples from the authors own experience with a US Army UAV system back in the 1970s and 1980s, which can at time feel dated but is still informative and relevant. Components covered include standard aerospace topics such as aerodynamics, propulsion, structures, stability

and control etc, as well as more UAV applicationspecific components, such as payloads, datalinks and launch and recovery elements. Although this is an introductory text, the level of detail provided for some sections (in particular reconnaissance payloads and datalinks) was greater than expected and likely to be sufficient for all but the practicing expert in each field. References are, of course, provided to guide a reader looking for additional detail. Although core UAV components are well covered, including many that are not UAV-specific, there is a range of UAV-specific topics that many readers would be interested in and are not addressed to any detail. These include issues such as certification, airspace integration, human factors design issues that arise when the pilot is moved from the air vehicle to a ground station, contingency management and many others. Additionally, the content is very military centric, with little or no mention of the rapid growth of civil applications of UAVs. However, criticising this book for what is does not cover risks unfairly bypassing the excellent content that is does provide, which is an excellent review of the primary components of UAV systems. Dr Andrew Berry ARAeS

USAF

INTERNATIONAL AVIATION LAW A Practical Guide By R I C Bartsch Ashgate Publishing Limited, Wey Court East, Union Road, Farnham, Surrey GU9 7PT, UK. 2012. 339pp. £65. ISBN 978-1-4094-3287-6. It has to be said at the start of this review that I think that for all Mr Bartsch’s protestations that “this is not a book for lawyers” but rather for aviation practitioners (I won’t rise to the bait on the purported distinction!), International Aviation Law is a rather useful book for aviation lawyers (as well as for many other branches of the aviation industry). In fact, I found it so interesting that I read it from cover to cover (which is rather unusual for me in relation to any book). Ronald Bartsch’s book proffers a good overview of the topics covered and, while I know what he means when he states that this is not a book for lawyers (as it really only touches on the topics which it addresses), Mr Bartsch has written a book which will be of interest to the newcomer to the aviation industry and to air law, as well as to the individual

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who wishes to refresh his memory on a particular topic. Indeed, most aviation practitioners will not, either at all or, at least, on a regular basis, deal with every aspect of the industry (ranging, say, from the emissions trading scheme, to the criminalisation of air accidents, to insurance cover, to accident investigations, to the attainment of an AOC) and so it is in the broad scope of topics covered by this book in which its particular appeal lies. It is, to use a colloquialism, a good one-stop shop and starting point for finding out a little bit more on a particular aspect of the industry. The book is peppered with illustrations of the points which the author wishes to make, taken from both case law and other incidents, and this is helpful in demonstrating the ‘real life’ application of the points being made. The only (minor) downfall of the book which I could find is one which it is difficult, if not impossible, to circumvent — trying to demonstrate the application of different legal principles across the globe. However, this is a minor point and not one which should deter anyone from reading this book. Alan Meneghetti Partner, Clyde & Co LLP, London

... so it is in the broad scope of topics covered by this book in which its particular appeal lies. It is, to use a colloquialism, a good onestop shop and starting point for finding out a little bit more on a particular aspect of the industry

Library Additions BOOKS AERODYNAMICS

Doc 7910/150 — 150th edition. International Civil Aviation Organization, 999 University Street, Montreal, Quebec, Canada, H3C 5H7. 2013. Irregular pagination.

Wind Tunnel Model of the Pressure Head of the Miles E.24/43 M.52 (five sheets). National Physical Laboratory, Teddington and Phillips & Powis Aircraft Ltd, Woodley. April-May 1944.

AVIONICS AND SYSTEMS PROPULSION Civil Avionics Systems — Second edition. I Moir et al. John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2013. 560pp. Illustrated. £81.95. ISBN 9781-118-34180-3.

Aerospace Propulsion. T-W Lee. John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2014. 304pp. Illustrated. £62.95. ISBN 9781-118-30798-4.

HISTORICAL

SERVICE AVIATION

Aircraft Dynamics and Control. W Durham. John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2013. 286pp. Illustrated. £75.50. ISBN 978-1-11864681-6. Annual Review of Fluid Mechanics Vol 46, 2014. Edited by S H Davis and P Moin. Annual Reviews, 4139 El Camino Way, Palo Alto, CA 94306, USA. 2014. 705pp. Illustrated. ISBN 978-0-82430746-2. ‘Stability Stratified Atmospheric Boundary Layers’, ‘Dynamics of Swirling Flames’, ‘Instabilities in ViscosityStratified Flow’, ‘Water Entry of Projectiles’, ‘Aerodynamics of Heavy Vehicles’, ‘LowFrequency Unsteadiness of Shock Wave/Turbulent Boundary Layer Interactions’, ‘Adjoint Equations in Stability Analysis’ and ‘The Fluid Dynamics of Competitive Swimming’ are among the subjects reviewed in the latest enlarged-format volume in this informative series reviewing developments in fluid dynamics research and applications. AEROMODELLING Flying North: a Record of the Models and Achievements of Jack North. Edited by D Beales and M Dilly. British Model Flying Association, Chacksfield House, 31 Sr Andres Road, Leicester LE2 8RE, UK. 2002. A well-illustrated compilation of drawings, articles and plans produced over 50 years by the research aerodynamicist and freeflight model flyer Jack North interspersed by personal recollections of those who knew him.

The Wright Company: from Invention to Industry. E J Roach. Ohio University Press, Athens OH 45701, USA. 2014. Distributed by Combined Academic Publishers Ltd, Windsor House, Cornwall Road, Harrogate HG1 2PW, UK. 218pp. Illustrated. £14.99. [25% discount available to RAeS members via www. combinedacademic.co.uk using CS314FLIGHT promotion code]. ISBN 978-0-82142051-5. Breguet 27, Potez 39, Mureaux 115/117. J Fernandez. Published by Stratus, Poland, on behalf of Mushroom Model Publications, 3 Gloucester Close, Petersfield, Hants GU32 3AX, UK (www.mmpbooks. biz). 2014. 80pp. Illustrated. £12.99. ISBN 978-8-36142177-1. Numerous photographs and colour diagrams (including markings variations) illustrate concise histories of these French aircraft designs. Blueprint Arrangement Drawing of Wind Tunnel Model of Miles M.52 (‘Secret’). Phillips & Powis Aircraft Ltd, Woodley. May 1944.

AIR TRANSPORT Location Indicators. ICAO Find us on Twitter

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Spitfire Ace of Aces: the Wartime Story of Johnnie Johnson. D Sarkar. Amberley Publishing, The Hill, Merrywalks, Stroud, Gloucestershire GL5 4EP, UK. 2014. 352pp. Illustrated. £12.99. ISBN 978-1-44561713-8. Based on a number of recorded interviews and the recollections of his contemporaries, this is a detailed biography of the famous Spitfire fighter pilot who was never shot down despite participating in over 1,000 operational sorties during WW2.

SPACE Wheels Stop: the Tragedies and Triumphs of the Space Shuttle Program, 1986-2011. R Houston. University of Nebraska Press, University of Nebraska Press, 1111 Lincoln Mall, Lincoln NE 68588-0630, USA. 2013. Distributed by Combined Academic Publishers Ltd, Windsor House, Cornwall Road, Harrogate HG1 2PW, UK. 428pp. Illustrated. £24.99. [25% discount available to RAeS members via www. combinedacademic.co.uk using CS314FLIGHT promotion code]. ISBN 978-0-80323534-2. UNMANNED AERIAL VEHICLES

Flight Formation Control. Edited by J A Guerrero and R Lozano. Co-published by John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK and ISTE Ltd, 27-37 St George’s Road, London SW19 4EU, UK. 2012. 328pp. Illustrated. £96.95. ISBN 9781-84821-323-4. SYMPOSIA Churchill and the Mad Mullah of Somaliland: Betrayal and Redemption 1899-1921. R Irons. Pen & Sword Military, Pen & Sword Books, 47 Church Street, Barnsley, S Yorkshire S70 2AS, UK. 2013. 238pp. Illustrated. £19.99. ISBN 978-1-78346380-0. A detailed history of the military campaigns to gain control of the strategically important British Protectorate located on the Gulf of Aden which culminated in the 1920 air strikes of the RAF ‘Z’ Force using DH9s, an early demonstration of the Trenchard airpower policy of ‘air control’ of overseas territories.

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History of Rocketry and Astronautics: Proceedings of the 43rd History Symposium of the International Academy of Astronautics, Daejeon, Republic of Korea, 2009. American Astronautical Society (AAS) History Series Vol 40. Edited by C Rothmund. Univelt, PO Box 28130, San Diego, CA 92198, USA. 2013. 329pp. Illustrated. $75. ISBN 978-0-87703-600-5. The XLR-99 rocket engine and the North American X-15, the Daimant-A launch vehicle, the SS-18 Satan missile family, rocketry and space development in Korea, the history of space development in Israel, China, Japan and the Ukraine and the

contributions of Gleb LozinoLozinskiy and Minoru Oda are among the subjects discussed over the 16 papers included in this volume. Guidance and Control 2013: Proceedings of the 36th Annual AAS Rocky Mountain Section Guidance and Control Conference held 1-6 February 2013, Breckenridge, Colorado. American Astronautical Society (AAS) Advances in the Astronautical Sciences Series Vol 149. Edited by L R Hardaway. Univelt, PO Box 28130, San Diego, CA 92198, USA. 2013. 1068pp. + CDROM. Illustrated. $215. ISBN 978-0-87703-601-2. ‘The Role of X-Rays in Future Space Navigation and Control’, ‘Blunt Body Dynamic Stability during Parachute Reefing Stages’, Deep Space satellite navigation, the HYDRA Star Tracker, Atlas V launch vehicle, Rosetta Comet Mission, Hayabusa 2, the Orion Multi-Purpose Crew Vehicle (MPCV), applications of the Global Positioning System (GPS), the Apollo Entry Guidance trajectory and the Mars Science Laboratory (MSL) are among the subjects discussed over the 120 papers included in this proceedings. Requirements for UTC and Civil Timekeeping on Earth: Proceedings of a colloquium addressing a Continuous Time Standard held 29-31 May 2013 at Jefferson Scholars Foundation (JSF), Charlottesville, Virginia. American Astronautical Society Science and Technology Series Vol 115. Edited by J H Seago et al. Univelt, PO Box 28130, San Diego, CA 92198, USA. 2013. 387pp + CD-ROM. $120. ISBN 978-0-87703-603-6. ‘Robust Navigation in Issues in the Event of GNSS Failures’, ‘Technical Aspects of Leap Second Propagation and Evaluation’ and ‘UTC (Co-ordinated Universal Time) in Astronomical Metadata Standards’ are among the issues discussed.

For further information contact the National Aerospace Library. T +44 (0)1252 701038 or 701060 E [email protected] APRIL 2014

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Society News 148th AGM

MINUTES OF THE 148th ANNUAL GENERAL MEETING of the Royal Aeronautical Society The 148th Annual General Meeting of the Royal Aeronautical Society was held in the Lecture Theatre at No.4 Hamilton Place, London, on Wednesday, 15 May 2013. The following were present: Mr P R Boyle (President), Mr P S Bailey, Mr L R Balthazor, Mr R Barkla, Mr P Barrett, Mrs J Body, Mr M T Broadhurst, Mr H Caplan, Mr T Clark, AVM D C Couzens, Capt H P K Dibley, Capt J P E Faulkner, Mr A Heaps, Mr P Holtby, Mr S C Luxmoore, Mr K D R Mans, Ms J Middleton, Mr T Owen, Air Cdre R Peacock-Edwards, Prof G Roe, Capt D C Rowland, Mr P Slomski, Sir Donald Spiers, Mr P Spiers, Mr R Taplin, Air Cdre E W Tyack and Mr M Winder.

Introductory Comments The President, Mr Boyle, took the chair. He introduced Mrs Body, the President-Elect, Mr Slomski, the Honorary Solicitor, Ms Middleton, the Finance Committee Chair and Mr Luxmoore, the Chief Executive. The papers circulated before the meeting were identified by the President as being: the Calling Notice and Agenda, the Minutes of the 2012 Annual General Meeting, the 2012 Annual Report & Accounts and the 2012 Annual Review. The Chief Executive, Mr Luxmoore, having confirmed that there was a quorum, read the Calling Notice, which had appeared in the April 2013 edition of The Aerospace Professional. Apologies for absence were noted from Mr R H Beazley, Mr P Brooks, Mr K Chambers, His Honour Harvey Crush and Mr D Lang. Mr Caplan commented that the Calling Notice as read out in the meeting, was different from that published in The Aerospace Professional in that it now correctly included a reference under agenda item 5 to the names of those appointed to Board of Trustees being received by the meeting.

Minutes of the 2012 AGM The President asked the meeting to consider the minutes of the 147th AGM held on 16 May 2012. The President reported that he received a

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suggested amendment from Mr Caplan to the following paragraph: “The President invited the meeting to raise any points. Mr H Caplan requested clarification in regards to the Society’s policy on its powers to invest, and the fact that the Annual Report and Accounts 2011 states that there is no restrictions in this area. He requested that attention be drawn to Clause 17 of the Royal Charter which does contain restrictions on the power to invest. Ms Middleton responded by stating that the Finance Board were now aware of the restriction and confirmed that action would be taken to ensure that the Society complies with the current Royal Charter.” Mr Caplan suggested that to ensure that any ambiguity regarding what was permissible at the time and what is allowed now under the new Royal Charter, that the above paragraph be replaced with the following: “When the President invited comment on the 2011 Annual Report, it was noted that the Report mistakenly indicated that, at the time, there were no restrictions on the Society’s investment policy. This has now been corrected in the archive edition of the Report. Furthermore, there are no such restrictions in the current amended Royal Charter allowed by the Privy Council in 2012.” The President was content to recommend the suggested amendment and with the meeting’s agreement, the meeting was content to receive and approve the minutes of the 2012 AGM, as proposed by Sir Colin Terry and seconded by Sir Donald Spiers.

2012 Annual Report and Accounts The meeting considered the Annual Report & Accounts for 2012. The President invited Ms Middleton to highlight some of the key points from the report. First, Ms Middleton reported that, despite operating in a difficult economic climate, the Society had achieved a satisfactory financial result in 2012. She reported that this was partly due to an increase in revenue income, a large part of

which had been due to hiring 4HP to the Japanese Olympic committee during the summer. She also reported that a donation from the Marshall family of Cambridge had made a significant impact. Ms Middleton stated that the Society’s membership subscriptions remain in a stable position and that the conference programme had been successful in providing funds to support the Society’s operations. With regard to the specific figures, Ms Middleton reported that 2012 had seen a surplus of £58,550 which showed a 30% increase on 2011. At the end of 2012, the unrestricted reserves stood at £6,214,627 and investments were valued at £2,127,240. Ms Middleton requested members to contact Mr Tony Homes, Finance Director, should they require any further information regarding the Society’s accounts. Ms Middleton thanked Mr Luxmoore and his team for their hard work in achieving the improved financial figures. Mr Caplan requested the current number of Society members, which the President confirmed as 18,271. Mr Caplan also requested confirmation that the Society had been granted observer status by ICAO in 2012. The President reported that the Society had been offered it a number of years ago but hadn’t accepted it for various reasons and confirmed that it had been reoffered in 2012. He confirmed that a Society Fellow had been proposed and agreed by Council as the nominated observer, that nomination then having been accepted by ICAO in 2013. In response to a query from Mr Caplan on the Greener by Design Committee and its place within the Society’s governance structure, the President commented that it had been set up in 2000 and that, three years ago, it had been agreed that it should become one of the Specialist Groups and report into the LSB. Mr Caplan asked if the Society planned to continue publishing a Council Communiqué in the monthly publication; Mr Bailey confirmed that the Society planned to migrate the Communiqués to the website. Mr Caplan asked whether the Society intended to publish papers/advice which had been submitted to government and Parliament. Air Cdre Tyack confirmed that, once advice has been used by Parliamentary Committees, it is published by the Society. Lastly, Mr Caplan commented that the Annual Report stated that the Society has a new Board of Trustees but didn’t state the effective date of the transition or when they were elected, meaning that he therefore believed that the election of the first trustees was not in accordance with the transitional provisions in Annex 4 of the new By-Laws with a Find us on Twitter

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consequential effect on the Council Elections and the number of remaining seats. The President said that Mr Caplan had previously communicated these issues to him. Furthermore, he stated that the matters had been extensively discussed with the Society’s internal and external professional advisors, The Charity Commission and the Privy Council. As a result of these discussions, he did not agree with Mr Caplan as to their potential importance.

Election of Auditors The President formally thanked Haysmacintyre for continuing to provide an excellent service during the year. He reported that they had also undertaken an audit of the new governance structure and the Society’s transition to its new By-Laws, which was very positive. It was proposed by Mrs Body and seconded by Mr Broadhurst that Haysmacintyre be reappointed as the Society’s Auditors for the coming year and this was unanimously carried.

Elections to Council The President announced the following full details of the ballot return and the votes received by each candidate in the order they appeared on the ballot paper: Number of Voting papers dispatched Number of Voting papers returned % of Voting papers returned Lara Small Dr Alisdair Wood Joanne Lindsay Prof Jonathan Cooper Lee Balthazor Mark Lees Keith Mans Dr Steven Bond Christopher Chambers Peter Bradbury Harold Caplan

8,210 1,657 20·2% 1,099 1,047 1,037 804 712 654 652 536 376 319 252

The President therefore declared that, in accordance with the Society’s By-Laws, the following candidates — in alphabetical order — had been duly elected to serve on Council for the three years 2013-2016: Lee Balthazor Prof Jonathan Cooper Joanne Lindsay Lara Small Dr Alisdair Wood The President offered his congratulations to those

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APRIL 2014

49

Society News elected to Council and added that he hoped that the unsuccessful candidates would stand again in the near future. The President thanked the following retiring members of Council for their help, support and hard work during this past year: Mr R H Beazley, Mr R J Carr, Mr K D R Mans and Sir Glenn Torpy. The meeting also received the names of the current members of the Board of Trustees: Mr Phil Boyle Mrs Jenny Body Air Cdre Bill Tyack Mr Keith Mans Dr Donald Richardson His Honour Harvey Crush Mr Howard Wheeldon Ms Jane Middleton Sir John O’Reilly The President reported that Mr K D R Mans would remain a Trustee of the Society, under By-Law 6.5, until the first meeting of the new Council year when the Council would elect a new nominated trustee.

Close of Meeting The President commented on the huge progress the Society had made over the course of the

year, drawing particular attention to the rising membership figures and fall in resignations. The President drew attention to the Haysmacintyre governance review, which praised the new governance procedures both for their classleading content and the flawless way in which they had been implemented. He also referenced the Society’s developing international relationships with India and ICAO which were progressing to a very positive stage. The President reported that the Society had been one of the first professional engineering institutions to sign up to the Royal Academy of Engineering’s Diversity Concordat. Finally, the President thanked the Society’s staff and volunteers who contribute so much to the successful running of the Society and he also thanked his wife, Bharti, for her unfailing support during his year as President. Mr Boyle then formally handed over the Presidency of the Society for the year 2013-2014 to Mrs Body. In taking over the Presidency, Mrs Body paid tribute to Mr Boyle for supporting the Society throughout its governance review and wished him luck in the position of Chairman of the Board of Trustees. She also congratulated the new Council members and expressed her enthusiasm in working with the President-Elect, Air Cdre Tyack.

149th Annual General Meeting of the Royal Aeronautical Society NOTICE IS HEREBY GIVEN that the 149th Annual General Meeting of the Royal Aeronautical Society incorporating the Institution of Aeronautical Engineers, the Helicopter Association of Great Britain and the Society of Licensed Aircraft Engineers and Technologists will be held on Wednesday, 21 May 2014, at 1800 hours in the offices of the Society, No.4 Hamilton Place, London W1J 7BQ, UK.

AGENDA 1. To read the Notice convening the Meeting. 2. To receive and consider the Minutes of the 148th Annual General Meeting held on 15 May 2013 (see pp 48-50). 3. To receive and consider the Audited Accounts and the Report of the Board of Trustees on the state of the Society for the year ending 31 December 2013. 4. To appoint the Auditors for the year 2014. 5. To receive the names of those appointed to the Board of Trustees and those newly-elected to Council for the years 2014-2017.

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Society News BALLANTYNE 2014

Diversity in aerospace and aviation The Society’s annual careers awareness and information event, the Ballantyne, is aimed at 14-18 year-olds and is open to youth groups, school groups and individual guests, providing inspirational careers information and advice and a chance to hear from early careers and experienced professionals about career opportunities and pathways in aerospace and aviation. The 2014 event will recognise the election of the Society’s first female President, Jenny Body OBE FRAeS, with the theme of ‘Diversity in aerospace and aviation’ and will take place on Wednesday 23 April 2014 at the Society’s HQ at No.4 Hamilton Place, London W1. The diversity theme will look at both diversity in people and entry routes into the sector, including apprenticeships, university study and flying career pathways, aiming to demonstrate that aerospace and aviation is open to all! The event will also look at how aerospace technology can be adapted to increase access to flying, providing budding engineers with some ‘food for thought’! During the lunch period there will be free pilot aptitude tests from The Honourable Company of Air Pilots (formerly GAPAN), engineering and soft skills challenges and more. The afternoon

will feature an ‘Ask the Expert’ Q&A session with the opportunity to meet apprentices, graduates and pilots and ask them your career questions. Introduced by Jenny Body, confirmed talks also include Gautam Lewis, founder of Freedom in the Air, on flying for the disabled and his unconventional approach to aviation, as well as female and BEM apprentices and graduates from aerospace engineering and aircraft maintenance. We are also delighted that to announce the Keynote Speaker, Felicity Fashade, Head of Systems Engineering, Raytheon UK, who will present on ‘Inspiring Careers in Engineering’ and would like to thank Raytheon UK, this year’s event sponsor, for its support without which the event would not be possible. Lunch is provided free of charge and there is no attendance fee for this event. All bookings must be made in advance and we expect the event to be very popular so please do not delay in reserving your space(s)!

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See more at: www. aerosociety.com/ Careers-Education/ Ballantyne

The event starts promptly at 9.45 and finishes at 15.00.

Bookings All group and individual bookings should be made via the Careers and Education department.

Contact E careers@aerosociety. com T +44 (0)20 7670 4326/5 or M +44 (0)7824 512941

RAeS Centennial Scholarships 2014 — Now open! The closing date for applications to the Royal Aeronautical Society’s Centennial Scholarship programme is 30 May 2014. The programme offers individual awards for students entering their Master’s year (engineering) or final year (non-engineering) of studies in fields relating to aerospace and aviation, including aeronautical engineering and design, air transport management, space engineering, safety, maintenance and human factors. The programme also includes the following Named Awards:  Robert Blackburn Award — for awards relating to aerospace engineering  Alan Snudden Award — for awards relating to aircraft maintenance and safety  G P Olley Award — for study/research in fields relating to aerospace medicine  British Aviation Group Scholarships. For the second year, the scheme includes two awards for students studying in fields relating to air transport, airport planning and infrastructure. In addition to the individual awards, the scheme also offers team awards which are aimed at groups Find us on Twitter

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and organisations running national programmes or projects to attract young people into aerospace, aviation and related STEM subjects. Previous team recipients include EDT Headstart, RMIT University, the Arkwright Scholarships Trust, Chippenham Air Scouts and the EDT Engineering Education Scheme (West Midlands). The results of 2014 applications will be announced in July 2014, so apply now if your course or project is running from 2014-2015! Please note there are no nationality restrictions for the programme but individual applicants should have joined the Society at the time of application and include their membership number on the application form. For a list of 2013 winners, further details on eligibility criteria and the application forms and guidelines, please visit: www.aerosociety.com/Careers-Education/ centennial Our thanks to the British Aviation Group and Blackburn, Snudden and Olley families for their support to the programme.

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Contact E careers@aerosociety. com T +44 (0)20 7670 4326/5 or M +44 (0)7824 512941 APRIL 2014

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Diary EVENTS

LECTURES

www.aerosociety/events

BEDFORD ARA Social Club, Manton Lane, Bedford. 6.30 pm. Marylyn Wood, T +44 (0)1933 353517. 9 April — Branch AGM followed by The Vulcan bomber. Robert Pleming.

1 April An Introduction to Professional UAS Operations Unmanned Air Systems Group Conference 9 April Alan Bristow Lecture: UK SAR Capability 2015 and Beyond Christopher Bond, Manager, Search and Rescue Standards Quality Assurance, Bristow Group and Damien Oliver, Change Manager, UK SAR H Programme, Maritime and Coast Guard Agency Rotorcraft Group Named Lecture 14 April Howard Pixton: Britain’s First Schneider Trophy Winner Phil Jarrett Historical Group Lecture

Sunil Prasannan

23 April Ballantyne 2014: Diversity in Aerospace and Aviation Annual young persons event for 14-18 year-olds

28 April Train Aerodynamics Prof Chris Baker, Director of the Birmingham Centre for Railway Research and Education Aerodynamics Group Lecture 29 April Handley Page Lecture: Clean Sky Programme Gareth Williams, VP Head of R&T Business Development and Partnerships, EDT Airbus Central Entity Named Lecture 6 May General Aviation Group AGM and Lecture 20 May The Future of Weapon Systems Trials — A Case for European Collaboration? Weapon Systems and Technology Group Conference Boscombe Down 21 May RAeS AGM and Annual Banquet 29 May Flight Test Group Lecture 4-5 June Keeping Flight Simulators Current and Capable Flight Simulation Group Conference 4 June Edwin A Link Lecture Flight Simulation Group Named Lecture 9 June The Introduction of the RAF Jet Aircraft: Engineering and Supply Issues Historical Group Lecture All lectures start at 18.00hrs unless otherwise stated. Conference proceedings are available at www.aerosociety.com/news/proceedings

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BIRMINGHAM, WOLVERHAMPTON AND COSFORD RAF Museum Cosford. 7 pm. Chris Hughs, T +44 (0)1902 844523. 17 April — Trenchard Lecture. Motion in flight simulation: how realistic and important is it? Bob Young, Business Development Manager (Europe), Environmental Tectonics Corporation. 15 May — Branch AGM (6.15 pm) followed by HMS Queen Elizabeth — The UK’s super carrier. Capt Simon Petitt and Cdr Andrew Blackburn, RN. 19 June — Autonomous Unmanned Air Systems in civil airspace. Pauli Markannen, ASTRAEA Programme, RollsRoyce. BOSCOMBE DOWN Lecture Theatre, Boscombe Down. Refreshments from 5 pm. Lecture 5.15 pm. Visitors please register at least four days in advance (name and car registration required) E secretary@ BoscombeDownRAeS.org 8 April — Branch AGM followed by SESAR and the future of European air travel. Craig Foster. BRISTOL Pugsley Lecture Theatre, Queens Building, University of Bristol. 6.30 pm. Alessandra Badino, T +44 (0)751 529 7787. 24 April — Africa as an emerging market. Miguel R Santos, VP, Boeing Africa. 14 May — Metallic technologies for the next generation airframe. Dr Adam Pitman, Airbus. Conference Room, Ground Floor, Pegasus House, Airbus Filton. Joint lecture with IOM3. 7.30 pm. Registration mandatory. BROUGH Cottingham Parks Golf & Country Club. 7.30 pm. Ben Groves, T +44 (0)1482 663938. 9 April — Sir George Cayley Lecture. Flying/operating the Hawk AJT aircraft. Wg Cdr Dan Beard, OC IV(R) Squadron RAF. 7 pm. CAMBRIDGE Lecture Theatre ‘O’ of the Cambridge University Engineering Department,

www.aerosociety/events Trumpington Street, Cambridge. 7.30 pm. Jin-Hyun Yu, T +44 (0)1223 373129. 3 April — Flying captured enemy aircraft in WW2. Capt Eric Brown. 17 April — Branch AGM (7.15 pm) followed by ExoMars Rover — engineering for the Red Planet. Abigail Hutty, Airbus Defence and Space. 8 May — Queen Elizabeth class aircraft carriers. David Downs, ACA Engineering Director. CANBERRA Military Theatre ADFA. 6 pm. Jon Pike, E [email protected] 8 April — Southern ocean rescue missions and high altitude atmospheric research. Wg Cdr Alf Jonas, Chief of Staff, Directorate of Defence Aviation and Air Force Safety. CARDIFF British Airways Avionic Engineering. 7 pm. Attendees should notify the Branch of their intention to attend by email to [email protected] by mid-day of the lecture day. 24 April — Branch AGM followed by Making the Airbus A350 XWB wing. Darren Winter, GKN Aerospace. CHESTER The Auditorium, Customer Support Building, Airbus UK, Chester Road, Broughton. 7.30 pm. Keith Housely, T +44 (0)151 336 1805. 9 April — F-35B — Joint Strike Fighter. 7 May — Branch AGM followed by I tell my story. Short talks by Chester Branch members. CHRISTCHURCH Lecture Theatre Block, Wallisdown Campus, Bournemouth University. 7.30 pm. Roger Starling, E rogerstarling593@btinternet. com 16 April — The work of the Network Rail Air Operations Unit. Wendy Welsh. Joint lecture with IET. 24 April — Branch AGM followed by Radio-controlled model gliding. Simon Vaitkevicius, Visiting Professor of Innovation, Bournemouth University. COVENTRY Lecture Theatre ECG26, Engineering and Computing Building, Coventry University. 7.30 pm. Janet Owen, T +44 (0)2476 464079. 16 April — Branch AGM followed by Schools Build-a-

Capt David Rowland will discuss Concorde at Derby on 16 April. Chris Male.

Plane project update. Helen Noble, Deputy Head, Ernsford Grange Community School. CRANFIELD Vincent Auditorium, Building 52, Cranfield University. 6 pm. 1 April — Branch AGM (4 pm) followed by ‘Forschen, Bauen, Fliegen!’ — gliding and education in aeronautical engineering. Doug Greenwell. CRANWELL RAF Cranwell. 7.30 pm. 7 April — Trenchard Lecture. Future SDSR. Paul Stoddart, debate chairman. 12 May — Branch AGM followed by RAF UAVs. Wg Cdr Andy Tait. 2 June — Op Taxable. DERBY Nightingale Hall, Moor Lane, Derby. 5.30 pm. Chris Sheaf, T +44 (0)1332 249474. 16 April — Branch AGM followed by Concorde, a real life time machine. Capt David Rowland. 21 May — The Dambusters raid. David Keen, RAF Museum Hendon. FARNBOROUGH Park Centre, BAE Systems, Farnborough. 7.30 pm. Dr Mike Philpot, T +44 (0)1252 614618. 15 April — Cody Lecture. The development of RFC operations during WW1. Capt David Rowland. 13 May — Branch AGM (7 pm) followed by The Sabre dual-cycle rocket engine and its applications. Mark Hempsell, Future Programmes Director, Reaction Engines. 17 June — Unmanned K-MAX

Please RSVP. Contact: Matt Cappell. 13 May — Branch AGM followed by Practical rocket engineering: taking a hobby to the extreme. Dr Russ Strand. The Lunch Pad Restaurant, Airbus Defence and Space, Gunnels Wood Road, Stevenage.

lift and shift in the battlefield. Andrew Horier, Lockheed Martin UK, and Dr Richard Markiewicz, Dstl. GATWICK Conference Rooms 1&2 at CAA Safety Regulation Group, Aviation House, Gatwick (next to the Beehive). 6.30 pm. Don Bates, T +44 (0)20 8654 1150. 9 April — A rummage in the attic. Graham Roe. 14 May — Branch AGM followed by What comes first — the aeroplane of the simulator? Thriving and surviving through technical innovation. Dr David White, L-3 Link. GLOUCESTER AND CHELTENHAM Messier-Bugatti-Dowty, Restaurant Conference Room, off Down Hatherley Lane. 7.30 pm. Peter Smith, T +44 (0)1452 857205. 14 April — Sir George Dowty Lecture and Dinner. The future of aerospace manufacturing. Iain Gray, CE, Manufacturing Technology Board. Hatherley Manor Hotel, Gloucester. 7 pm. 20 May — Alex Henshaw Sigh for a Merlin. Tony Edwards. HAMBURG Hochschule für Angewandte Wissenschaften Hamburg, Berliner Tor 5 (Neubau), Hörsaal 01.12, 20099 Hamburg. 6 pm. Richard Sanderson, T +49 (0)4167 92012. 3 April — 55 Years of Flying Fun. Clive Rustin. Joint lecture with DGLR and VDI. 22 May — X-Planes of Europe — secret research aircraft from the golden age 1947-1967. Tony Buttler. Joint lecture with DGLR and VDI. HATFIELD Room A154, Lindop Building, University of Hertfordshire, Hatfield. 6 pm. Maurice James, T +44 (0)7958 775441. 2 April — Sir Geoffrey de Havilland Lecture. Design features of the A350. Phillip Hamblin, Head of A350 Airframe and Cabin Architecture and Integration, Airbus Operations Ltd. The lecture is to be followed by the annual buffet. All welcome to the lecture, tickets required for Buffet. HEATHROW Community Learning Centre, Waterside, Harmondsworth. 6.15 pm. For security purposes please contact David Beaumont, E [email protected] Find us on Twitter

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BAE Systems Hawk T2 from RAF Valley. The Hawk AJT is the subject of the Sir George Cayley Lecture by Wg Cdr Dan Beard at the Brough Branch on 9 April. BAE Systems/Paul Heasman.

10 April — An Aviation Film Night, featuring airline archive material followed by the Branch AGM. HIGHLAND The Gallery, Elgin Library. 7.30 pm. Alex Gray, T +44 (0)1224 319464. 16 April — Op Taxable. Prof Richard Morris. 14 May — The Hubble Space Telescope. Chris Straddling. 18 June — Space talk. Dr Robin Catchpole. LOUGHBOROUGH Room U020, Brockington Building, Loughborough University. 7.30 pm. Colin Moss, T +44 (0)1509 239962 15 April — Branch AGM followed by Chasing the morning Sun. Manuel A J Querioz. MANCHESTER Newton Building, Salford University. 7 pm. Bryan Cowin, T +44 (0)161 799 8979. 9 April — Mini lectures and Branch AGM. MOSI. MEDWAY Staff Restaurant, BAE Systems, Airport Works, Marconi Way, Rochester, Kent. 7 pm. Robin Heaps, T +44 (0)1634 377973. 16 April — Helicopter loss of control on operations. Geoff Connelly. 21 May — Branch AGM followed by Britain’s Air Defences in World War 1. Roger Smith, Curator, Stow Maries Aerodrome. OXFORD The Magdalen Centre, Oxford Science Park, Oxford. 7 pm. Nigel Randell, E

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[email protected] 4 April — Sadler Lecture and Dinner. Introduction into service of the F-35 Lightning II. Cdre Rick Thompson RN, F-35 Project Team Leader. Sadler Building, Oxford Science Park, Oxford. 6.30 pm. 20 May — Branch AGM followed by Bloodhound SSC. Viv Cowley, Senior Lead of the Build Team. PRESTON Personnel and Conference Centre, BAE Systems, Warton. 7.30 pm. Alan Matthews, T +44 (0)1995 61470. 9 April — Landing gear. Bob Thompson, Wing and Landing Gear Architecture Integration, EIVW, Airbus. 14 May — History of the Hawk (first flight 40th anniversary). John Newton, Head of Hawk and T-45 Engineering, BAE Systems, Brough. 11 June — First flight anniversaries film night. PRESTWICK Aviator Suite, Terminal Building, Prestwick International Airport. 7.30 pm. John Wragg, T +44 (0)1655 750270. 14 April — Branch AGM followed by Aviation medicine: does CAA really stand for Committee Against Aviation. Dr Mike Timmons. QUEENSLAND Engineers Australia, 477 Upper Edward Street, Spring Hill. 6 pm. E stratos.p@ stratosaerospace.org 30 April — Brisbane Airport’s $1·35bn New Parallel Runway (NPR) Project. Paul Couglan, Project Director, Brisbane Airport Corporation.

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SHEFFIELD Knowledge Transfer Centre, University of Sheffield, Brunel Way, Catcliffe, Rotherham. 7 pm. 29 April — Aviation history — so what have we done since 1866? Sir Donald Spiers. 27 May — Understanding GPS without mathematics. Prof Dave Allerton. St George’s Church Lecture Theatre, University of Sheffield, 17 Mappin Street, Sheffield. 24 June — Airbus: How Europe nearly missed the ‘bus’. Prof Keith Hayward, RAeS Head of Research. SOLENT 7 pm. Andy Rankine, T +44 (0)7752 012849. 16 April — Business offshore Pacific Indian Areas. Portsmouth 28 May — Branch AGM followed by lecture by Clive Rustin. Solent Sky Museum. SOUTHEND The Royal Naval Association, 79 East Street, Southend-onSea. 8 pm. Sean Corr, T +44 (0)20 7788 0566. 8 April — Branch AGM. 13 May — Ernest Dove Lecture. Cutting edge — the hybrid Sabre spaceplane engine. Richard Varvill, Technical Director and Chief Designer, Reaction Engines. STEVENAGE The Quadrangle & Metropolitan Restaurant, MBDA, Six Hills Way, Stevenage. 6 pm. Matt Cappell, E [email protected] 10 April — Leslie Bedford Lecture. 21st century air power. ACM Sir Andrew Pulford, Chief of the Air Staff. Followed by invitation Dinner

SWINDON The Montgomery Theatre, The Defence Academy of the United Kingdom, Joint Services Command Staff College, Shrivenham. 7 pm. Anyone wishing to attend must provide details of the vehicle they will be using not later than five days before the event. Photo ID will be required at the gate (Driving Licence/Passport). Advise attendance preferably via email to [email protected] or Branch Secretary Colin Irvin, T +44 (0)7740 136609. 2 April — 100 years of naval aviation. Prof Geoffrey Till, Professor of Maritime Studies, Kings College London. 7 May — Base visit to Boscombe Down. TOULOUSE Symposium Room, Airbus SAS/HQ, B01, Campus 1, Blagnac. 5 pm. Contact: [email protected] for a security pass. 20 May — Martin-Baker ejection seats. Steve Roberts, Martin-Baker Aircraft. 27 June — Informal Annual Dinner. Le Chateau de Lârroque, Route de Toulouse, 3200 Gimont, France, 40 km west of Toulouse airport towards Auch. 7 pm. WEYBRIDGE Brooklands Museum, Weybridge. 6.45 pm. Ken Davies, T +44 (0)1483 531529. 16 April — Branch AGM. YEOVIL Dallas Conference Room 1A, AgustaWestland, Yeovil. 6 pm. David McCallum, E david. Mccallum@agustawestland. com 17 April — The Reggie Brie Awards. 15 May — Branch AGM followed by lecture. 19 June — From Lysander to Lightning: Teddy Petter, Aircraft Designer — book launch. Glyn Davies. YEOVILTON Nuffield Bar, Little Yeovilton, RNAS Yeovilton. 6 pm. 29 April — Flight, camera, action. R Folkes. 27 May — F-35 Lightning II. Cdre R Thompson. 24 June — Airfix models. Simon Owen. APRIL 2014

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Afterburner

Corporate Partners NEW PARTNERS The Royal Aeronautical Society would like to welcome the following as Corporate Partners.

SEAGER PUBLISHING LTD 9 Riverside Court, Lower Bristol Road, Bath BA2 3DZ, UK T +44 (0)1225 481440 E [email protected] W www.flyer.co.uk Contact Ian Seager, Managing Director Seager Publishing is the publisher of Flyer magazine, The Learn to Fly Guide and several aviation-related books and websites. We are also the organisers of the Professional Flight Training series of events throughout Europe.

EVENTS Please note: attendance at Corporate Partner Briefings is strictly exclusive to staff of RAeS Corporate Partners. Both individual and corporate members are welcome at the Annual Banquet and the Aerospace Golf Day. Unless otherwise advised, registration for Corporate Partner Briefings is at 16.30 hrs. Wednesday 21 May 2014 / London Annual Banquet Supported by AlixPartners Tuesday 11 June 2014 / London Managing the future pilot shortage (title tbc) Corporate Partner Briefing by Mark Searle, Chairman, BALPA Wednesday 18 June 2014 / Frilford Heath, Oxfordshire Aerospace Golf Day Tuesday 1 July 2014 / London Corporate Partner Briefing by Bernard Gray, Chief of Defence Materiel, Ministry of Defence www.aerosociety.com/events For further information, please contact Gail Ward E [email protected] or T +44 (0)1491 629912

SAUDI AVIATION FLIGHT ACADEMY King Khaled National Park, Thumamah Airfield, PO Box 305695, Riyadh 11361, Saudi Arabia T +966 11 415 1987 F +966 11 415 1153 E [email protected] W www.saflightacademy.com Contact Capt William Roe, Managing Director SAFA is a GACAR Part 141 approved, pilot training academy with ultra-modern facilities contained in a purpose-built campus at the Thumamah Airfield, located 28km northeast of King Khaled International Airport in Riyadh, Kingdom of Saudi Arabia. SAFA offers a hybrid mix of technically advanced training aircraft and simulation ensuring students the most cost-effective, high quality training available today. The range of programmes offered includes private pilot, instrument rating, commercial pilot, jet transition and upset recovery (UPRT) training. All SAFA curricula is approved by the General Authority of Civil Aviation (GACA) and includes the training required to take students from zero experience to possessing the skills and credentials necessary to become a professional, disciplined and successful pilot.

THE AIM OF THE CORPORATE PARTNER SCHEME IS TO BRING TOGETHER ORGANISATIONS TO PROMOTE BEST PRACTICE WITHIN THE INTERNATIONAL AEROSPACE SECTOR

Contact: Simon Levy Corporate Partner Manager E [email protected] T +44 (0)20 7670 4346

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AEROSPACE / APRIL 2014

IAAFA PO Box 75769, Dubai, United Arab Emirates T +971 50 655 1958 W www.iaafa.com Contact Capt Colin Locke An association of Commercial and Corporate Aviation Flight Auditors, whose aims include: a. To promote best audit practices across the sphere of flight operations. b. Enhance flight safety through our unique opportunity to observe without judgement. c. Advance audit techniques across aviation by comparing and improving procedures across various domains. d. Bring together commercial and corporate aviation under one, de-identified Operational Audit umbrella. e. Add value to the flight safety process by providing an exchange of data to flight safety organisations on Audit findings.

Obituaries EMERITUS PROFESSOR RAYMOND JOHN STALKER, AO FIE(Aust) FTSE FAA FAIAA HonFRAeS 1930–2014 Ray Stalker, Australia’s first Professor of Space Engineering and pioneer of scramjets, died on 9 February. Ray was born in Dimboola in 1930. He won a scholarship to Geelong Grammar, a scholarship to Melbourne University, then a scholarship to Sydney University, where he won the Sydney University Medal on graduation. In 1958 Ray and his wife Judy moved to Canada. Upon returning to Australia and taking up a Readership in Physics at the Australian National University in 1962 Ray began researching flight at very high speeds. During the 1960s he designed the first high-performance shock tubes, used for

A full obituary for Ray may be found on the Society’s website at: www.aerosociety. com/ News/SocietyNews/1903/ OBITUARY

testing aircraft technology and aerodynamics at supersonic speeds. In 1977 Ray and his family moved to Queensland where he became Australia’s first Professor of Space Engineering at the University of Queensland. During this time he developed a series of shock tubes, known as ‘Stalker Tubes’ which allowed researchers to test new engine and spacecraft designs. During the 1980s Ray built up a major research group, the Centre for Hypersonics, in the Department of Mechanical Engineering at the University of Queensland and led pioneering work on scramjet technology until the late 1990s, when he went into semi-retirement following a stroke. Caroline Stalker

PROF RONALD DOUGLAS MILNE BSc PhD FRAeS FIMA 1930–2014

A full obituary for Ronald may be found on the Society’s website at: www.aerosociety.com/ News/Society-News/

Ronald Milne qualified at Aberdeen University and Cranfield College of Aeronautics. He worked at Fairey Aviation and English Electric before joining Queen Mary College, London, as a Lecturer in Aeronautical Engineering in 1954. During his time at QMC he made some remarkable contributions to aeronautics. He developed a unified mathematical framework for aeroelasticity, published in a series of papers, his PhD thesis and the milestone ARC report ‘Dynamics of the Deformable Aeroplane’. Ronald’s work revealed the critical importance of the reference axes system for describing the motion of flexible aircraft. In 1971 Ronald was appointed to the Chair of Theoretical Mechanics at Bristol University. He was

Dean of Engineering from 1980-83, a period which involved him in the University’s response to the severe cuts imposed on the UK university system. It was widely felt that Ronald handled this unhappy task with skill and excellent judgement. In his continuing research Ronald contributed to a rigorous treatment of the strain pattern analysis method for re-constructing the deformation of helicopter blades in flight, and made advances in understanding the mechanics of the golf swing. As an educator, Ronald touched the lives, and inspired the careers, of many student engineers who were fortunate to come under his wing. Ronald died peacefully in January after a long illness. He is survived by his widow Dorothy, his children Alisoun and Douglas and three grandchildren. Prof Gareth D Padfield FREng FRAeS Prof Dick Clements MRAeS

GP CAPT JOHN WINSTON THORPE AFC FRAeS RAF (Retired) 1945–2013

A full obituary for John may be found on the Society’s website at: www.aerosociety.com/ News/Society-News/

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On leaving school John joined the Royal Air Force as a trainee pilot. Following training he was posted to the RAF College at Cranwell as a flying instructor. He was then accepted for training as an experimental test pilot graduating from the Empire Test Pilots’ School in 1974. He then joined A Squadron at Boscombe Down. His experience was well used as a test pilot on Harrier, Sea Harrier and Hawk programmes, with supporting work on the Jaguar and Phantom. Joining ETPS as a fixed-wing tutor, his quiet but effective instructional technique won him many friends. On leaving John was awarded his second QCVSA. Following a ground appointment

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and a Staff College course he returned to Boscombe Down in 1988 to command Fixed Wing Test Squadron. He subsequently took the position of Assistant Director within the Directorate of Flying MoD(PE), responsible for the regulation and supervision of research, development and production of UK MoD aircraft both at home and overseas. Returning to active flying in the appointment of Chief Test Pilot, again at Boscombe Down, he was in post during a particularly difficult time of management and structural change. In 1999 John retired from the RAF as Director of Flying MoD(PE). In 2005, John and his wife Jenny moved to the Calgary area in Canada. Roger Beazley CBE AFC BA FRAeS APRIL 2014

55

Afterburner

Elections MEMBERS

Jonathan Howe Paul Kevin Short ASSOCIATES

Rupert Adams Elena Barbarella Nicola Barratt Graham Boyle Adam Brooke Munro Cathcart Michael Cockerill Sam Detzler Alessandro Di Palma Matthew Enright Rhys Evans Thomas Grinyer Hussein Hijazi

Colin Hughes Satish Khakhar Steven Luong Jude Mudannayake Emma Platt Hitesh Premjani Guillermo Rodriguez Mortes Stephen Ryan Shehzad Salim Emma Shires Lachlan Sutherland

SOCIETY OFFICERS

AFFILIATES

Paul Harris Darren Olivier Bruce Reilly Leigh White

President: Jenny Body President-Elect: Air Cdre Bill Tyack BOARD CHAIRMEN

APPRENTICE AFFILIATES

Aiden Birks STUDENT AFFILIATES

E-ASSOCIATES

Jack Allen Oladapo Ogunbodede Steven Rogers Ziyaad Soreefan

ADVERTISING To advertise in any of the Royal Aeronautical Society’s publications, website or e-media please contact: Emma Bossom T +44 (0)20 7670 4342 E [email protected]

Samuel Adekoya Jose Oliveira

Audit and Compliance Chairman: Prof David Allerton Learned Society Chairman: Prof Graham Roe Membership Services Chairman: Martin Broadhurst Professional Standards Chairman: Prof Chris Atkin DIVISION PRESIDENTS

News of members David Gibbings CEng FRAeS has been appointed MBE ‘For services to aviation heritage and the defence industry’.

Australia: Air Cdre Noel G Schmidt New Zealand: Gp Capt Frank Sharp Pakistan: AM Salim Arshad South African: Prof Laurent Dala

WITH REGRET The RAeS announces with regret the deaths of the following members: Capt Richard Kenneth John Hadlow FRAeS 78 Edward John Hidson CEng MRAeS 93 Charles ‘Sox’ Thomas Denneny Hosegood FRAeS 93 Dr Assad Kotaite FRAeS 89 Glenn Royston Luke FRAeS 58 Prof Denys John Mead CEng FRAeS 88 Harry Usher Midwood CEng MRAeS 90 George William Pawson IEng AMRAeS 97 Eric Rose CEng MRAeS 84 Prof Raymond John Stalker AO HonFRAeS 83

RAF TriStars retiring USAF

1 May 2014 Raoul Hafner Lecture Operational development of the CV-22 Osprey Speaker from the USAF Venue: Defence Helicopter Flying School, RAF Shawbury Places are limited, any requests to attend should be directed to: E [email protected]

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AEROSPACE / APRIL 2014

The RAF’s retirement of its TriStar tanker/transports has begun after over 30 years service following the introduction of the Airbus Voyager into the RAF. Crown copyright/Sgt Pete Mobbs RAF.

Society News COVENTRY BRANCH MEGGITT LECTURE

Smart Engineering for Metalised Foam Applications The Meggitt sponsored talk is an integral part of the Coventry Branch annual lecture programme. This year’s Meggitt talk was titled ‘Smart engineering for metalised foam applications’ and was presented by both Eur Ing Stephen Pilling CEng FIMechE and Chris Elliot CEng MIMechE, at the Holiday Inn, Coventry, on Thursday 20 February 2014. Retimet™ is the trade name for Meggitt’s special metal foam material, which was developed in the late 1960s by Dunlop Aerospace (now a Meggitt Group company) at the Dunlop Technology Centre, Fort Dunlop. Retimet means reticulated metal. Some of the properties that make Retimet™ uniquely suited to extreme environments are heat resistance, acoustic attenuation, high permeability, corrosion resistant, non magnetic and high strength/ weight ratio. It is also extremely strong compared to polymer foams and meshes. Its applications include the air/oil separator on the EJ200 engine used on the Typhoon. Other engine aero engine applications include the Airbus A380 and Boeing Dreamliner.

Above: Coventry Branch Committee, Simon Luxmoore, RAeS Chief Executive (centre) and speaker (right). Left: Magnified view of the Retimet™ structure.

AEROSPACE GOLF DAY

FOR INDIVIDUAL AND CORPORATE MEMBERS FRILFORD HEATH GOLF COURSE, OXFORDSHIRE / WEDNESDAY 18 JUNE 2014 18 hole Stableford Points competition

Join us at our 2014 Golf Day for some healthy competition with fellow golfers in the aviation community.

9 hole Texas Scramble competition

This event is ideal for networking in a relaxed and informal setting.

Individual and corporate team prizes

Enter a corporate 4-ball team or opt to be teamed up with other individual players.

Lunch, refreshments and afternoon tea

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Optional Social Supper on 17 June 2014 Facebook www.aerosociety.com f Find us on

For further details please apply to: Gail Ward Events Manager — Corporate and Society Royal Aeronautical Society T +44 (0)1491 629912 E [email protected] APRIL 2014

57

The Last Word COMMENTARY FROM Professor Keith Hayward RAeS Head of Research

US Technology Transfer Controls

or how to shoot yourself in your commercial foot Having recently had several master classes in the newly reformed US system of technology transfer controls, it only served to confirm just how strong the law of unintended consequences can be. In general the constraints imposed by US regulations — ITAR for short — and the struggle on the part of Anglo-American industry to make sense of them in a world of global technological flows, formed a large part of my career as an industry lobbyist in the late 1990s. I still recall a Lockheed Martin executive using a roll of wallpaper and three sides of a large room to describe the process. Eventually, the UK got some sort of dispensation by Treaty; but even now UK companies may wonder just how much has really changed.

THE PROSPECT IN THE LONG TERM OF US COMPANIES CHALLENGING FOR A SHARE OF THE EUROPEAN SATELLITE INDUSTRY SHOULD ACT TO CONCENTRATE MINDS ON MAINTAINING TECHNOLOGICAL QUALITY

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Space singled out for control The space sector was put into an even stranger part of the Red Queen’s garden. Following some shenanigans involving a US satellite and a Chinese launcher — later underlined by Congressional reaction to Chinese domestic repression, virtually all of the space sector was placed under ITAR control. This had no discernable affect on the rate of progress by China towards a fully comprehensive grasp of civil and military space. It probably took some business away from the Long March launcher, as satellites with US components were ITAR’d. It encouraged the EU and ESA to fund a ‘designout’ campaign — at some cost, and probably helped to sell package deals of (relatively) cheap Chinese satellites and launches to developing world customers. The result overall was to cost US industry a shedload of money and lost markets for a generation. Apart from increasing the attractiveness of China as a space supplier, Europe was a major beneficiary, with a number of American component and sub-systems suppliers out of play. It should be said that economies of scale rarely, if ever, apply to space manufacturing but if you can produce

some standard parts and equipment off the huge US civil and military market, there are some price advantages to the supplier and savings to the systems integrator. Despite several billions of Euros in ITARproofing European satellites, it turns out that there is enough leakage of US componentry to stymy this neat piece of marketing. Reforming the space ITAR But, at last, sense returns to both the US Executive Branch and Congress (with the latter having the decisive Damascene flash) and much of US commercial space technology is now on the brink of being returned to the much more permissive Department of Commerce control list. This does not mean that Europe is about to be overwhelmed by US suppliers offering cut price bits of space kit. Systems integrators and even more so their commercial customers are highly risk averse. Once on a platform, heritage matters; reputation for reliability and resilience matters more than cost. It will take some time successfully to challenge existing proven suppliers. However, the prospect in the long term of US companies challenging for a share of the European satellite industry should act to concentrate minds on maintaining technological quality and keeping up to speed with innovative solutions as well as looking for some process savings. It might also undermine expensive strategies designed to obviate the use of US technology, as well as expensive ‘juste retour’ contracting on the part of ESA. But still don’t mention China But what one Congress gives, another can take away. Dependence on US technology may not be so wise and some insurance on European shores might be prudent. And, of course, you may still want to deal with China, which is still likely to incur the full weight of US disapproval.

Piecing together airline training for the region Asia Pacific Airline Training Symposium in partnership with

23-24 September 2014 e Centara Grand Convention Centre Bangkok, Thailand

Fantastic images from the National Aerospace Library Collection of the Royal Aeronautical Society are now available to purchase as reproduction prints and giftware items. View the complete collection at:

www.prints-online.com

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Academic excellence for business and the professions

Land yourself a postgraduate qualification in Aviation Management City University London offers air transport professionals three MSc courses in Aviation Management, accredited by the Royal Aeronautical Society and supported by the Guild of Air Pilots and Air Navigators (GAPAN). >> Air Safety Management >> Air Transport Management >> Aircraft Maintenance Management

The courses are the largest mid-career Masters in air transport globally and have flexible modules delivered in Bahrain, Dubai, Frankfurt and London. Taught frequently throughout the year, our modules are designed to fit in with tight rosters and changing work patterns. For more information, please visit our website: www.city.ac.uk

Weapon Systems and Technology Group Conference

Flight Simulation Conference

KEEPING FLIGHT SIMULATORS CURRENT AND CAPABLE

THE FUTURE OF WEAPON SYSTEMS TRIALS A CASE FOR EUROPEAN COLLABORATION? MOD BOSCOMBE DOWN / 20 MAY 2014

LONDON / 4 - 5 JUNE 2014

This conference looks to address the concern that Europe has insufficient capability to prove future Weapon Systems.

The aim of this flight simulation conference is to discuss the challenges associated with keeping flight simulators current and capable from both a concurrency and technological aspect.

The programme will cover a variety of topics including why we have trials and what the current capabilities and limitations of European ranges are. ©Lockheed Martin

www.aerosociety.com/events Sponsorship opportunities are available for this conference. For further information contact: [email protected]

UAS Conference

This applies to military and civil flight simulators across fixed wing and rotary wing communities and includes full flight simulators as well as lower level devices. www.aerosociety.com/events Register before 4 April 2014 to receive a £100 discount on your registration fee (this excludes the RAeS baseline member rate)

Rotorcraft Group Conference

RPAS TODAY

TECHNOLOGY: FRIEND OR FOE?

OPPORTUNITIES AND CHALLENGES

THE INTRODUCTION OF AUTOMATION TO OFFSHORE OPERATIONS

LONDON / 10 - 12 JUNE 2014

LONDON / 3 - 4 JULY 2014

The UAS Annual Conference will continue the tradition of gathering together the people that shape industry both in the UK and abroad to share their thoughts, perspectives and visions for one of the world’s fastest growing industries – Unmanned Aircraft Systems.

Image copyright: Thales / Richard Seymour Photography

This conference will focus on automation in modern complex helicopters engaged in offshore operations worldwide, and the underlying design, operational and training issues. The conference has been endorsed by key stakeholders such as the European Helicopter Operator’s Committee, Oil & Gas UK and the International Association of Oil and Gas Producers.

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www.aerosociety.com/events

Sponsorship opportunities are available for this conference:

Sponsorship opportunities are available for this conference. Please contact [email protected] for further information.

Please contact [email protected] for further information. Register before 25 April 2014 to receive a £100 discount on your registration fee (this excludes the RAeS baseline member rate)