UNLOCKING THE SKIES · UNLOCKING THE SKIES ICAO’S GLOBAL ATM PLAN. GET THEIR CAREERS OFF TO A FLYING START IN AEROSPACE & DEFENCE Futures Day 18 July 2014 Futures Day at Farnborough

F-35 — THE TEST PILOTS’ VIEW

WHAT HAPPENED TO MH370?

ROLLS-ROYCE FUTURE ENGINES

May 2014

www.aerosociety.com

UNLOCKING THE SKIESICAO’S GLOBAL ATM PLAN

GET THEIR CAREERS OFF TO A FLYING START IN AEROSPACE & DEFENCE

Futures Day18 July 2014Futures Day at Farnborough International Airshow 2014 has been designed to give groups of young people aged 11 – 21 a chance to see the exciting career opportunities available in the dynamic sectors of Aerospace and Defence.

Groups from schools, universities and youth associations can experience the exciting prospects available and be motivated in their study of STEM subjects.

The interactive, informative and engaging

variety, innovation and expertise that makes a career in these key sectors so rewarding.

NOT TO BE MISSED…Careers fair

Interactive area

Demonstrations

Lectures

Flight simulator

Awards presentations

RESERVE YOUR FREE TICKETS TODAY!Contact Claire Parsons on 020 7091 4507 or email [email protected]

www.adsfarnborough.co.uk/futures

1i f

NEWS IN BRIEF

MAY 2014@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com

Editor-in-ChiefTim Robinson +44 (0)20 7670 4353 [email protected]

Deputy Editor Bill Read +44 (0)20 7670 4351 [email protected]

Publications Manager Chris Male +44 (0)20 7670 4352 [email protected]

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

Editorial Offi ceRoyal Aeronautical SocietyNo.4 Hamilton PlaceLondon W1J 7BQ, UK+44 (0)20 7670 4300 [email protected]

www.aerosociety.com

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

Chief Executive Simon C Luxmoore

Advertising Emma Bossom+44 (0)20 7670 [email protected]

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

Reproduction of material used in this publication is not permitted without the written consent of the Editor-in-Chief.

Printed by Buxton Press Limited, Palace Road, Buxton, Derbyshire SK17 6AE, UK

Distributed by Royal Mail

AEROSPACE subscription rates: Non-members, £150

Please send your order to: Dovetail Services Ltd, 800 Guillat Avenue, Kent Science Park, Sittingbourne, Kent ME9 8GU, UK. +44 (0)844 848 8426+44 (0)844 856 0650 (fax)[email protected]

Any member not requiring a print version of this magazine, please contact: [email protected]

USA: Periodical postage paid at Champlain New York and additional offi ces.

Postmaster: Send address changes to IMS of New York, PO Box 1518, Champlain NY 12919-1518, USA.

ISSN 2052-451X

Contents

Comment

Flexibility of airpower

Regulars

Afterburner

Powerplant revolutionRolls-Royce reveals two new engine designs for the 2020s.

Gaining lift — Russia’s rotorcraft industryNew models and an eye on the global civil market means Russia’s helicopter industry is embracing growth.

4 RadomeThe latest aviation and aeronautical intelligence, analysis and comment.

10 Antenna Howard Wheeldon looks at the introduction of the F-35 into UK service.

12 TransmissionYour letters, emails, tweets and feedback.

58 The Last WordKeith Hayward on the implications for air transport of Flight MH370.

42 Message from our President

43 Message from our Chief Executive

44 Book Reviews

47 Library Additions

48 Aircraft Company Publications

51 Cambridge and

Farnborough Lectures

52 Diary

54 Corporate Partners

55 Obituaries

56 RAeS Elections

57 With Regret

41

Features

ATM — Global Vision 2014ICAO’s new plan for the future of air traffi c control.

Make way for the drones The future development of remotely piloted aircraft.

14 24

34

OnlineAdditional features and content are available to view online on www.media.aerosociety.com/

aerospace-insightIncluding: Eavesdropping from space, MH 370

— implications of a ‘Black Swan’ aviation event,

What happened to Flight MH 370?, Video of

Schools Build a Plane challenge

— in their own words

Volume 41 Number 5 May 2014

3

Struck by LightningA UK F-35 test pilot explains why this aircraft is truly a game-changer.

Game on for aerospaceHow video gaming technology will allow aerospace workers to ‘level-up’ their skills.

18 38

Front cover: Data visualisation of fl ights over the UK. NATS

28

The giant F-35 programme has endured its fair share of fl ak from many quarters. Its ‘affordable’ tag now seems like a cruel joke to some potential customers and questions still remain about the readiness of its software as it counts down to initial operating capability. Only time will truly tell if it performs as well as the glossy brochure says. Two articles this month (one from a F-35 test pilot), however, hint that its true capabilities may prove a big leap once in service.

Though much criticised, the UK’s switch from CV to STOVL variant, there may, perhaps, be one big advantage going for the F-35B that arguably outweighs its payload and range drawbacks. That is fl exibility in its ability to operate from airbases, ships and shorter, more austere airstrips. Though its complex systems and stealth coatings mean that it would be perhaps unlikely to operate from rough ‘Harrier hides’ inside German forests, the ability to quickly disperse to a wider set of airfi elds or operating bases than other combat aircraft brings its own advantages and complicates enemy targeting. With a new Cold War brewing, the amalgamation of air force assets into a few giant superbases would present in the time of confl ict, an irresistible target to enemy attacks. As the attack on Bastion in 2012 demonstrated — even supposedly impregnable, well-defended superbases can be vulnerable to determined attackers on foot — let alone the proliferation of lower-cost precision weapons and missiles that can target hangars and parking spots easily found on Google Earth.

While taking F-35s ‘off-piste’ in this way may be diffi cult, crucially it may not be impossible — especially in improvising a defence against a surprise attack. The F-35, then scores extremely highly in one of the key tenants of air power — fl exibility and versatility.

Indeed, there are already signs that this vulnerability is a concern in Washington. Under the ‘Rapid Raptor’ concept, the US Air Force plans to disperse handfuls of F-22s across the Pacifi c, complicating any temptation by adversaries to shut down its operations by attacking key superbases.

As the ultimate in a fl exible based fi ghter, could then, the F-35B fi nd itself being exactly the right aircraft, at the right time for the new geopolitical realties?

Tim Robinson

[email protected]

NAT

S

Aer

tec

Rol

ls-R

oyce

Nor

thro

p G

rum

man

Rus

sian

Hel

icop

ters

22 What happened to MH370?RAeS experts consider what might have happened to the missing Malaysian airliner.

32 100 not outAustralia celebrates its centenary of militaryaviation.

Lock

heed

Mar

tin

Lock

heed

Mar

tin

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

NEWS IN BRIEF

?????? ???? ???? ??? ??? ????? ????? ??????

?????? ???? ???? ??? ??? ????? ????? ??????

?????? ???? ???? ??? ??? ????? ????? ??????

?????? ???? ???? ??? ??? ????? ????? ??????

?????? ???? ???? ??? ??? ????? ?????

4

Radome

AEROSPACE / MAY 2014

INTELLIGENCE / ANALYSIS / COMMENT

Flight planThe 2015 round-the-world fl ight will see the Solar Impulse take off from the Gulf, before heading east over India and China, crossing the Pacifi c, over the US, across the Atlantic, Europe and North Africa. The entire trip, split into fi ve-to-six day legs, will take fi ve months.

Sol

ar Im

puls

e

Lightweight constructionDespite a 72m wingspan, Solar Impluse 2 only weighs 5,000lb, thanks to advanced composite and carbon fi bre materials — that are lighter in weight than ever.

Concept of operationsThe two pilots will take turns to fl y the aircraft in fi ve or six-day legs. During the day the aircraft will cruise at 28,000ft. At night it will slowly descend to 5,000ft before climbing again when the sun comes up.

AEROSPACE

Round-the-world — without a drop of fuelRevealed in Payerne, Switzerland, on 9 April by adventurer Bertrand Piccard and André Borschberg was Solar Impulse 2, a solar-powered aircraft that they aim to fl y in a round-the-world fl ight in 2015. The lightweight Solar Impulse 2 is a bigger and more sophisticated version of the fi rst Solar Impulse HB-SIA demonstrator, which performed a number of successful solar fl ights including a transAmerican crossing last year. Flight tests of Solar Impulse 2 will begin this month.

5MAY 2014

CockpitThe unpressurised, unheated 3·8m3 single-pilot cockpit features a reclining seat and toilet. A 'virtual co-pilot' will allow the human pilot to sleep and alert him if the autopilot strays off course.

Solar panelsThe top surface of the aircraft contains 17,248 solar panels which drive four electric motors and top-up lithium-polymer batteries for fl ight during the night.

fi

Engine power Solar panels supply four electric motors (17·5 CV each) with power — giving a top speed of 105mph during the day. The brushless electric motors are 94% effi cient.

@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com

6

Radome


NEWS IN BRIEF

The European Parliament has voted to back proposals that non-EU airlines should be exempt from reinstated payments for carbon emissions. The change was demanded by China, Russia, India and the US.

Singaporean budget carrier Tiger Airways has placed a $3·8bn order for up to 50 A320neo single-aisle airliners from Airbus. The order breaks down into

37 fi rm A320neos and 13 options. The airline will now cancel an earlier order for nine A320s — which were set for delivery this year.

Four RAF Typhoons have been offered by the UK to bolster the Baltic Air Policing mission next month. Other NATO countries, including France, Denmark and Germany have also offered fi ghters.

India has successfully launched IRNSS-1B, the

second of seven Indian Regional Navigation Satellite System (IRNSS) satellites. The satellite was put into orbit on 4 April by a Polar Satellite Launch Vehicle (PSLV) launched from Satish Dhawan Space Centre.

Textron Aviation will be the name of a new combined $4·6bn division that merges Beechcraft and Cessna together under one brand. The new arm, which excludes Textron’s

helicopter division Bell, is part of Textron’s $1·4bn acquisition of Beechcraft — which in 2013 shed its Hawker bizjet business to concentrate on turboprops and special mission aircraft.

London Mayor Boris Johnson has unveiled plans for how Heathrow airport could be redeveloped into a new residential district, if the decision was made to move airline operations

to a new Thames Estuary airport. The report commissioned by the Mayor showed how Heathrow could be turned into a new mini-city with homes for 200,000 and would sustain some 100,000 jobs.

Japanese carrier ANA has ordered 70 new Boeing and Airbus aircraft. The order comprises 14 Boeing 787s, six 777-300ERs, 20 777Xs and 30 Airbus A320 and A321neos.

DEFENCE

Learjet 85 makes fi rst fl ight

The Gulf state of Qatar has announced defence deals worth some £23bn — including attack helicopters, missiles and aerial tankers.Among the purchases are two Airbus Defence

On 2 April, Lufthansa pilots began a three-day strike in a dispute over retirement contracts. The strike caused the German fl ag carrier to cancel 3,800 fl ights. The industrial action also affected cargo

GENERAL AVIATION

AEROSPACE

and Space A330 MRTT tankers, 22 NH90 military helicopters, a Patriot missile system, along with 24 AH-64E Apache attack helicopters and three Boeing 737 AEW&C aircraft. U

S N

avy

Qatar goes on £23bn spending spree

As AEROSPACE went to press, a total of 15 aircraft and 13 ships were engaged in the continuing search for the missing Malaysian fl ight MH370 777 after ‘pings’ were detected by several search ships in the southern Indian Ocean, including Australian naval vessel Ocean Shield which is operating a US Navy towed pinger locator. A statement from the Australian Prime Minister Tony Abbott said that authorities were now confi dent that the signals were coming from the black box fl ight recorders from the missing airliner and that their location was now known to within a few kilometres at a depth of 2·6 miles beneath the ocean. However, there have not yet been any confi rmed sightings of wreckage from the aircraft.

Bombardier has fl own its new Learjet 85 business jet for the fi rst time. The test aircraft took off from Wichita Mid-Continent Airport on 10 April for a fl ight lasting two hours 15 minutes, during which it reached an altitude of

30,000ft and a speed of 250kt. The maiden fl ight of the all-composite Learjet 85, the biggest Learjet model yet, had been delayed for about a year, with Bombardier not yet announcing a new entry into service schedule.

AIR TRANSPORTStrikes ground Lufthansa

Underwater pings narrow search for MH370

operations and Lufthansa’s Germanwings low-cost subsidiary. Lufthansa is now to hold further talks with the Vereinigung Cockpit pilots’ union, which represents most of the airlines' 5,400 pilots.

Bom

bard

ier

7i f MAY 2014

Turkey has taken delivery of the fi rst of an eventual ten Airbus Defence and Space A400M transport aircraft, making it the second country to receive the A400M after France.

US commercial space company Sierra Nevada Corporation and Lockheed Martin have announced that work has begun on manufacturing the fi rst Dream Chaser orbital vehicle.

Piper Aircraft has achieved the milestone of the delivery of the 550th Meridian turboprop. The 550th Meridian, which fi rst entered service in 2000, went to a Swedish customer

China has signed a deal to buy 70 airliners worth up to $10bn with European aircraft manufacturer Airbus. The order was originally put on hold over a dispute over the emissions

tax for aircraft fl ying over Europe. The deal will involve 43 A320-family aircraft and 27 Airbus A330 aircraft.

Lebanese air traffi c controllers staged a two- hour strike on 1 April in protest over pay. The temporary stoppage delayed 13 incoming and outgoing fl ights.

Saab has announced it has fl own a Selex ES IRST (Infra Red Search and

Track) sensor on a Gripen fi ghter for the fi rst time.The Selex ES Skyward-G IRST is a passive sensor set to be incorporated on the Gripen E.

NASA has cut all space project co-operation with Russia with the exception of the International Space Station (ISS) in protest over the Russian intervention in Ukraine.

Beijing-based 999 Emergency Rescue Center,

a subisidiary of the Beijing Red Cross Foundation, has signed an order for an Airbus Helicopter light twin EC135 P2e plus one option. The aircraft is due for delivery before the end of this year.

Engine manufacturer GE has announced it is to build a new $100m factory for the CFM LEAP turbofan engine in Lafayette, Indiana. It is expected to create up to 200 jobs by 2020.

SPACEFLIGHT AEROSPACE

Airbus Defence and Space has opened a new extended ‘simulated Mars’ test area at its site in Stevenage, UK. The 30m x 13m facility, with 300tonnes of sand, will be used to test Europe’s ExoMars rover before it is launched to the Red Planet in 2018.

Northrop Grumman's X-47B UCAS-D demonstrator team has won the prestigious US 2014 Collier Trophy for outstanding achievement in aeronautics. The National

Aeronautic Association (NAA) awarded the X-47B the top spot due to being the fi rst unmanned, autonomous air system to demonstrate operations from an aircraft carrier.

A

Paveway IV hits bullseye with fi rst export orderRaytheon UK’s freefall smart weapon, the Paveway IV, has won its fi rst export order, securing a currently unnamed customer, believed to be Saudi Arabia. The company also

recently delivered the 4,000th Paveway IV weapon to the

RAF. Raytheon also begun initial tests of new variants of the weapon, including a

low-collateral warhead, a

penetrator and an anti-GPS jammer upgrade as part of the UK's SPEAR Cap 1 future smart weapon requirement.

AIR TRANSPORTDEFENCE

'Mars Yard' unveiled in Stevenage

Airb

us D

efen

ce a

nd S

pace

Nor

thro

p G

rum

man

@aerosociety Find us on linkedin Find us on facebook www.aerosociety.com

Back in black

The fi rst Boeing 787-9 for Air New Zealand has emerged for the paint hangar in the airlines' striking 'All-Blacks' livery. Air New Zealand, the launch customer for the 787-9 is set to receive ten 787-9s.

X-47B wins Collier Trophy

Boe

ing

Ray

theo

n


Hawaii’s Island Air has placed an order for up to six Q400 NextGen turboprop airliners from Bombardier. The deal breaks down into fi rm orders for two, with options for an additional four.

The UK and France have signed a contract with MBDA, worth more £500m to develop a new helicopter-launched anti-ship missile for their navies.The FASGW/ANL missile

will equip Royal Navy Fleet Air Arm (FAA) Wildcat helicopters as well as French Navy NH90s and Panthers.

NASA has delayed the fi rst uncrewed test fl ight of the Orion spacecraft to December this year.The slippage of Exploration Flight Test -1 (EFT-1) is due to a higher priority for the mission's launcher — a Delta IV rocket — which will launch a USAF military satellite fi rst.

Private helicopter operator Columbia Helicopters has acquired fi ve Boeing CH-47D Chinook helicopters from the US Army. The ex-military aircraft will be refurbished and used for construction, oil and gas and fi re-fi ghting missions.

The US Federal Aviation Administration (FAA) has given the go-ahead for Boeing subsidiary Insitu to operate three ScanEagle UAVs over northern Alaska.

The unmanned aircraft will be used over the summer to track ice pack movements and marine mammal migration on behalf of ConocoPhillips.

Lufthansa has ordered CFM LEAP-1A engines to power 15 Airbus A320neos and 25 A321neos. The order is valued at over $1bn.

Lockheed Martin has delivered the fi rst two Republic of Korea Air

Force C-130J transports on 27 March. The fi rst two South Korean Hercules form part of an order placed for four C-130Js in 2010 by Seoul.

On 22 March an Ariane 5 ECA rocket successfully launched two satellites into orbit from the ESA spaceport in Kourou, French Guiana. The payload was telecommunications satellites Astra 5B and Amazonas 4A.

NEWS IN BRIEF

Radome

AEROSPACE

AIR TRANSPORT

GENERAL AVIATION

Brazil's Embraer has reported the milestone of the 300th Phenom 100 light business jet delivered to a customer. The seven-seat

aircraft was delivered to Laticínios Bela Vista,

an agribusiness in central Brazil which already operates one Phenom 100. The fi rst

Phenom 100 was delivered in

2008.

DEFENCE

StratoBus concept promises fi ve-year eye-in-the-sky

India lifts A380 banA

irbus

AIR TRANSPORT

The fi rst Airbus A380 for Japan's Skymark Airlines made its fi rst fl ight on 8 April in Toulouse, France. The aircraft will now be fl own to Hamburg for cabin

Turkish F-16 shoots down Syrian MiGOn 23 March, a F-16 from the Turkish Air Force engaged and shot down a Syrian AF MiG-23BN Floggers that had intruded into its airspace.The MiG was reported to be one of two that was attacking Syrian rebels

Thal

es A

leni

a S

pace

outfi tting and painting. Skymark is the fi rst Japanese A380 customer and has six on order. It will operate its A380s on Japanese-US routes.

Skymark's fi rst A380 fl ies

Thales Alenia Space has revealed this concept for a high-altitude geostationary airship — the StratoBus. Described as 'halfway between a drone and a satellite' the solar-powered, StratoBus would operate at 65,000ft, using small electric engines to keep it on station for up to fi ve years. Uses could include communication relays, survelliance and GPS augmentation.

on the ground in one of the border towns in the Lakatia province when it crossed over into Turkish airspace and was shot down by a TuAF F-16 from 181 Filo. The Syrian AF pilot was reported to have ejected safely.

300th Phenom 100 delivered

Em

brae

r

i f MAY 2014 9

On 28 March, an Indian Air Force Lockheed Martin C-130J crashed in India with the loss of fi ve personnel on the aircraft, including two Wing Commanders.

The incident happened some 72miles from the Gwalior airbase while it was on a training mission. The C-130J had only entered IAF service some three years ago.

INFOGRAPHIC: 60 seconds in aviation

DA

RPA

DEFENCE

Europe has launched the fi rst satellite in its fl agship £6·2bn Copernicus Earth observation project, when ESA’s Sentinel-1a was launched from French Guiana by a Soyuz rocket. The Sentinel launched on 3 April, is a radar satellite, and once linked with other Earth monitoring satellites in the Copernicus network by 2019, will generate some eight terabytes of data each day.

ATA

G

Shell unveils ACE programmeAviation fuel and lubricant providers Shell Aviation has launched its Aviation Centre of Excellence (ACE) programme — aimed at FBOs and small to medium-size airports. The ACE covers marketing support, supply security, dedicated technical support and inspection and safety operations management.

Heathrow Airport CEO Colin Matthews is to step down from the company later this year.

The new Chairman of the National Aeronautic Association is Jim Albaugh.

David Loso has been elected as Chairman for the Aircraft Electronics Association.

ON THE MOVE

AEROSPACEVTOL X-planesselection


SPACEFLIGHT

AIR TRANSPORT

Sentinel-1alaunched

Indian C-130J crashes

US defence research agency DARPA has downselected four companies for Phase 1 of a project to develop an unmanned VTOL X-plane for a next gen tiltrotor-style capability. The four companies are Aurora Flight Sciences (middle, right), Boeing (top, right), Karem Aircraft (not shown) and Sikorsky (bottom, right).

ES

A

10 AEROSPACE / MAY 2014

antenna:

With the UK MoD close to confi rming orders for the fi rst 14 F-35B STOVL Lightning ll aircraft planned as part of the joint Royal Air Force and Royal

Navy-operated future carrier force, interesting winds of change are blowing across the air power community. Just as it is in the US, air power remains the essential core competency for future UK defence. The Joint Combat Aircraft, as it was originally known in UK military parlance, will form an intrinsic part of Britain's future combat air capability. Training of UK pilots, together with the engineers that will be responsible for maintaining the UK’s F-35 fl eet, is a massive task and it is one that has been meticulously planned. To achieve the F-35 training goals, RAF and RN staff have embedded with the 33rd Fighter Wing, a graduate fl ying and maintenance training wing located at Eglin Air Force Base, Florida. This is the centre of excellence of F-35 training capability, including pilots, maintainers, air battle managers and intelligence personnel. The plan is that, by 2018, the facility will have an annual capacity to train 100 pilots and 2,100 maintainers. For Britain, which is a Tier One partner on the F-35 programme, the ability of our pilots and engineers to train alongside US military personnel is another example of how the UK pools and share assets and expertise with its largest ally.

Last month I saw for myself the superb F-35 training facilities at Eglin Air Base and got to talk with a number of RAF and RN personnel engaged in the F-35 Lightning ll programme. The facilities and particularly the Academic Training Centre are, to say the least, remarkable. UK military embedded at Eglin are highly motivated professionals who are clearly dedicated to the job in hand. In a relatively short period of time, have come a very long way in developing the relationship with the new F-35. In turn, they will become trainers themselves, ensuring that, by the time the jets to be acquired by the UK are fully operational, all the required support is available.

A 3,000+ aircraft programme

While the original UK planning assumption was that a total 140 F-35s would be acquired, the Secretary of State for Defence has subsequently confi rmed that the UK will acquire 48 F-35B

Global Outlook and Analysis with HOWARD WHEELDON

UK steps up F-35 preparationsLED BY BAE

SYSTEMS, HUNDREDS OF UK COMPANIES ARE AND WILL CONTINUE TO BE PERMANENTLY ENGAGED IN THE F-35 MANUFACTURING PROGRAMME

STOVL variants on top of the four development aircraft already acquired and of which three have so far been delivered. By any standards imaginable and not withstanding concerns over defence cuts, timing and maybe the potential for lowering of aircraft acquisition numbers by some nations, the F-35 is a 3,000 plus aircraft programme. Eight international partners including the UK, Australia, Italy, Netherlands, Canada, Denmark, Norway and Turkey are joined at the hip on the F-35 programme. But for Britain, as a full Level One partner and having invested $2bn in the F-35 development project, the importance and success of the F-35 programme is far greater than that. Level One partner status meant that, right from the start, our F-35 programme requirements have been formally incorporated into the Joint Operational Requirements Document. In practice this means that, ever since F-35 programme inception back in 2001, Britain has enjoyed signifi cant infl uence on the aircraft development. It has also meant that, led by BAE Systems, hundreds of UK companies are and will continue to be permanently engaged in the F-35 manufacturing programme.

Two-year upgrade cycle

Following the well reasoned change back to the original decision that the UK would acquire the F-35B STOVL version of the aircraft (this followed realisation of potentially very high cost and large scale risk involved in fi tting a system of electronic ‘cats and traps’ to the new Queen Elizabeth class aircraft carrier) it seems to me that the principle remaining area of debate around the UK purchase of F-35s is centred on future aircraft upgrades. Back in 2006, the UK and US signed the ‘Production Sustainment and Follow-on Development (PSFD) agreement. This is the MoU governing how follow-on development and all future upgrades will work. It also includes scope and the full cost-sharing arrangements across the international partnership. The F-35 upgrade strategy has, in fact, been designed to fi eld capability and sustainability improvements on the aircraft every two years with the scope of upgrades being jointly agreed by the international partnership. The UK Government can rightly claim that the PSFD MoU provides the UK with full visibility of cost and it in part explains too why UK personnel are embedded

11APRIL 2014@aerosociety Find us on LinkedIn Find us on Fac www.aerosociety.comi f

The UK's third F-35B, ZM137, made its fi rst fl ight in April 2013.

not only at Eglin AFB but in Washington DC as well. Over an anticipated 30-year programme life,

Lockheed Martin expects to produce well over 3,000 F-35s, of which up to a half will likely be exported. The intention is that Fort Worth will eventually produce 100 F-35s annually and, while it is true that the programme is behind the original schedule and that there are some issues left to resolve, such as recently-found cracking on the STOVL version of the aircraft, the programme is progressing very well. Considered a dream for pilots to fl y and operate in a denied environment the F-35 relies on no fewer than 8·4m separate lines of code that allow it to do the job effectively. In today’s world of military aviation it is the capability as opposed to the airframe that matters. While the vast majority of required work on F-35 coding lines is now complete, some work remains to be done. Having seen the aircraft fl y and the STOVL version in hover at Eglin Air Base and having had the opportunity to speak to two of our fully trained F-35 pilots, I am hugely impressed with how the whole F-35 programme is now progressing.

In July Her Majesty the Queen will offi cially launch the fi rst of Britain’s two new ‘Queen Elizabeth’ class carriers currently under construction in Glasgow and Rosyth and from which the UK’s Lightning ll aircraft will eventually operate. Sea trials for the fi rst carrier, HMS Queen Elizabeth, are due to begin in 2016 and two years later, in 2018, the trials will be further enhanced when the fi rst F-35s are expected to join the ship.

As mentioned, the UK has already received three of the four F-35Bs, as part of a well planned and co-ordinated pre-operational build up and training process. The UK aircraft, numbered BK1, BK2 and BK3, had, at the time of my recent visit to Eglin, already notched up 144, 158 and 98 hours, respectively. Three RAF and RN pilots have so far completed Lightning ll training and a fourth pilot is expected to complete the course shortly. In total, 44 UK military personnel are now embedded at Eglin. More UK military support engineers have begun the F-35 maintainer course and, on completion, some will be posted either to Edwards or the Marine Corp Air Station (MCAS) Beaufort, South Carolina.

Clichés are, of course, easy to come by but, when an experienced military pilot emphasises that this an aircraft that will not only keep you out of harm’s way but also one that makes us very relevant, I fi nd such a view compelling. There is no doubt that from a pilot's perspective the F-35 is different from anything that has gone before. Stealth is built-in as an inherent part of the design but the real point behind F-35 for me is that the aircraft offers a giant leap forward in systems management capability within a denied battlespace environment. The bottom line is that an F-35 pilot is far better able not only to make relevant weapons based decisions but also to act on them. The UK’s fi rst squadron of Lightning lls is planned to stand up at RAF Marham as the revived 617 Squadron some time during 2018 when initial operational capability in a land based role has been completed. When not engaged in carrier strike operation all the UK’s F-35Bs will be based at RAF Marham. In the meantime the RN has resurrected 809 Naval Air Squadron as being the fi rst formation to fl y the aircraft.

Lightning Academy

UK involvement in the programme is growing and the F-35B variants already purchased and that will remain in the US as part of our training capability are all fully engaged in both the testing assessment and training programmes. The three UK pilots that fl y the aircraft together with 13 maintenance engineers that support the UK’s Eglin- based aircraft do so under a partnership agreement with the USMC. The Lightning Academic Training Centre facility at Eglin currently supports all F-35 training activities. Designed and built for purely in connection with F-35 training, the impressive centre at Eglin currently houses six of an intended ten full mission simulators. Maintainers and engineers will spend a full fi ve months at in the Lightning Academy being taught in classes of about 12. A further 12 UK engineers recently arrived at Eglin to begin the fi ve month process of F-35 training and the numbers are likely to increase over the coming months.

Lock

heed

Mar

tin

Lock

heed

Mar

tin


TransmissionLETTERS AND ONLINE

From Hunters to HarriersI should like to congratulate Captain Anthony C ‘Mac’ McLauchlan for his excellent and amusing article concerning a long- distance Hunter ferry fl ight(1). It gave me a wry smile thinking back to my days as an engineering offi cer on a Harrier GR3 squadron in Germany. The Harrier in those days was not much more than a Hunter with VSTOL paraphernalia attached, with a not dissimilar serviceability record. As the Squadron operated around the globe I spent much of my time retrieving broken jets; indeed, considering what was achieved by this venerable aircraft, especially over the Falklands period, it says a lot about the spirit of the Harrier Force to manage to deliver what it did. There again, many of the air and ground crews came from the Hunter Force!

Nicholas J E Kurth FRAeS

What happened to Flight MH 370?Excellent summary of the most likely causes of the disappearance of MH370(2) and a very good initiative to ask the experts at the FOG conference for their views.

Clare Walker CRAeS

Thank you for the summary. I would agree with points 4 and 5 with some other explanation that the reason for pirating was due to the cargo being carried, which to date has never been disclosed entirely (other than some laptop batteries). I hold great doubts about explanations 1, 2 and 3, as the fl ight diverted and continued for far too long for these to be reasonable.

Black Swan events(3)

Perhaps the RAeS would like to pave the way and demand Public Transport Regulatory change to negate ‘losing’ aircraft in future through continuous ADS-B type tracking utilising current satellite technology. Low power/size requirements would allow a new unit to be sited with few design complications — remote from pax/aircrew both physically and electronically. Let the discussion commence!

Mike Wood

did it in that way, no matter the trouble he had.

Johnny S. It is hard to believe that with so much in the way of comm. equipment on board, that both pilots were not able to send off some sort of MAYDAY call if there was a fi re in the avionics. It takes very little time for a MAYDAY to go out — one pilot could have done it while the other dealt with the circuit breakers (CB). Flying an airliner and transmitting at the same time is usual for an airline pilot. This is particularly important when the aircraft changed its course and could possibly cause a collision hazard to other air traffi c. Pulling out CBs is only used to isolate the fi re. When that is done CBs are reactivated to see which ones affected the fi re. The pilots would have been on oxygen and would probably have carried out an emergency descent. They may have turned back to look for a suitable landing fi eld. In this scenario the fact that the plane continued to fl y for hours does not fi t. Nor does the fact that an ‘unidentifi ed’ aeroplane fl ew over the Malaysian airspace unchallenged. What were the military

i

There are some issues identifi ed in press releases which start to give more reasonableness to scenarios 4 & 5: 1. The woman who called on the non-contract cell phone (burner phone) 2. The visual sighting by Mike McKay of the burning about the same time radio and radar contact was lost (most likely due to the operation of the aircraft’s anti-missile system — chaff) 3. The access of the aircraft by two individuals via false identifi cation 4. The practicing by the pilot on his own private fl ight simulator 5. The disconnection of ACARS 6. The visual sightings of the aircraft on a Westerly heading over the Maldives 7. The avoidance of radar contact. All of these start to add up to covert activity which is most likely related to smuggled cargo that may well be linked to the indications of military grade weapons systems gone missing from two Ukraine military bases. It would be my assumption that specifi c state players would not want key weapons systems to fall into the wrong hands. It could be reasonably surmised that MH370 was forced into the deepest depths of the ocean in order to keep its cargo from falling into the wrong hands. The P-8 Poseidon being part of the task force aligns with this thought (deter unwanted submarine access or guide friendly submarines to key target areas).

Jeffery Sikes

What is the possible reason why anyone should be allowed to switch off a transponder on an aircraft, especially a large commercial airliner?

José Martins

One scenario not covered is engine explosion. I have in mind the Qantas A380 turbine disc disintegration when the biggest chunk of it did not hit the aircraft and smaller pieces did not cause decompression. Large pieces hitting the fuselage could cause damage to electrics, electronics and sudden and chaotic decompression. The Qantas immediate cause was rectifi ed but turbine discs can be subject to failure from other causes.

David Ferry

I seem to remember we had an aeroplane called Nimrod capable of being refuelled in fl ight thus able to stay on station for extended periods. What a pity we were able only to commit a surface vessel and a submarine to help in the search for evidence.

Gp Capt K Bonney

I am a 64-year old Captain, I fl ew seven years for Varig Brazilian Airlines and retired as a MD-11 Master Captain. The same occured with a Boeing 707 Cargo (reg PP-VLU) that vanished in the air when fl ying from TYO to LAX. Never found, not even traces. Nothing. Ney Langsch Senandes

RA

eS N

AL

Speculation continues over the fate of the missing Malaysian Boeing 777.

Hans N. [on What happened to Flight MH 370(2)]. Just a theory: if there was a cockpit fi re in the avionics, the pilot would take all circuit brakers, and try to pull out the fi re, that would also close down the ability to use tracking of any kind. the following is the pilots’ reactions, aviate, navigate, communicate. I’m sure he

i f@aerosociety linkedin.com/raes facebook.com/raes www.aerosociety.com 13MAY 2014

OnlineAdditional features and content are available to view online at http://media.aerosociety.com/aerospace-insight

1. From Aden to UK — by Hunter, AEROSPACE, April 2014, p 36.2. http://aerosociety.com/News/Insight-Blog/2007/What-happened-to-fl ight-MH370 (reprinted on p 22 of this issue)3. http://aerosociety.com/News/Insight-Blog/1955/MH370-implications-of-a-Black-Swan-aviation-event4. http://aerosociety.com/News/Insight-Blog/1944/Twilight-of-the-trijets5. http://aerosociety.com/News/Insight-Blog/2034/VIDEO-Schools-Build-a-Plane-Challenge-in-their-own-words

radars doing.? There are too many unexplained factors in this accident that will only (possibly) be resolved when the wreck and the fl ight and voice recorders are found.

Hans K [on MH370 – implications of a Black Swan aviation event(3)]. Am I missing something. Inmarsat could support accurate fl ight tracking unsung ADS protocols 20 years ago. I pioneered and commercialised satcom tracking on helicopters. Is it a matter of coincidence that the US Patent and Trademark Offi ce published two patents this week focused on aircraft navigation and communications?

Balachandran P. Assistant Director Airworthiness CAD (Retd) [On Twilight of the Tri-jets(4)] Except for the FOD problems. turbofan engines with wide intakes have established that two of these can deliver the same performance as that of four turboshaft engines. Hence, we can conclude that four-engine aircraft will become a part of history. Moreover, introduc-tion of composite material for construction of aircraft has also reduced the need for four engines.

James J. engineering & aerospace consultant I believe it is. The old saying of ‘four engines for long haul’ really isn’t the case anymore. Twins can fl y further and faster, and are more importantly for the operators — cheaper to operate.

Graham L, Director at Glowe Services Ltd Interesting. Do you think the next generation of Jumbos would cope with two engines? I’m thinking of the upgrade/replacement for the A380.

@aerosociety Find us on LinkedIn Find us on Facebook. www.aerosociety.comi f

Ioan E, Aircraft Engineer at GE Aviation ETOPS was established seven years ago. Today’s engines are very reliable. There is every likelihood that the value/cost equation in the future will favour two engines over four.

Thomas M, Technical Director and System Safety Consultant ETOPS has been in place far longer than seven years. The 777 was the fi rst aircraft to formalise ETOPS requirements. Then, an ARAC committee in 2001-2003 (GE had a representative on that committee as well as RR and P&W) further developed the ETOPS or LROPS rules. It’s unclear if four-engine passenger aircraft are history but clearly the thrust capability and reliability of the latest engines and those coming in the next few years suggest that four-engine aircraft may be hard to justify economically as well as from a safety viewpoint.

RA

eS N

AL

RAF fi ghter formation at RAF Coltishall on the 20th anniversary of the Battle of Britain, Sept 1960.

@CombatHeloDev [On Top 10 Aviation fi lms] I highly recommend Ernest K Ganns movie Island in the Sky starring John Wayne. And Flight of the Phoenix (natch)

@angusbatey: [On What happened to MH370 blog post(2)] Cogent, un-sensationalised expert insight into #MH370 from @AeroSociety

@CBrenchley Great summary

@Lara_Small Great intro to the latest AEROSPACE magazine — cost shouldn’t be the driving force on aircraft connectivity.

@PremiAirLondon [On A350XWB business class reveal] A little busy but I like the cocooned feel of each seat. Plenty of personal space

@FirstWaveAero-space [On Schools Build-a-Plane in their own words(5)] Forget the science fairs, it is all about building airplanes!

@LJ_Skipper [On RAF MPA options] I know C-295 is very strong on price point. No mention of Sea Herc but not to say list was exhaustive.

@matt-williams20 [On Captain Eric Brown’s lec-ture at RAeS Cambridge Branch] And what a great lecture it was! Legend, doesn’t come close! Thank you.

@pietro_nurra I note it but there is a natural en-thusiasm in Test Pilots for their project plane I’d like to see Red Flag reports

@DMVanderhoof [On RAF MPA options] would the Dash 8 or 295 be a downgrade?

@Jollycurator [On RAF fi ghter through the ages picture — see below] Sept 1960, prior to Coltishall’s ‘At Home’ day, 20th Battle of Britain anniversary. I have a lovely colour version of this.

@JoedeBrig [On F-35 test pilot saying it is big-ger jumper than Gladiator to Spitfi re] How would he know that F-35 is ‘bigger jump’, when it still has no combat capability at all? Propellers should spin, not pilots.

@bondaviation [On delivery of a new S-92 to Bond Aviation] Tim Robinson @RAeSTimR improves our news S-92 headline immeasurably... ‘Why Mr Bond, I’ve been expecting you...’

@thrustvector nice! Interesting that neither Javelin not Lightning look to be at particularly high AOA; Spit and Hurri must have gone fl at out!

@DzirhanDefence Very good stuff, and way better than all put out by the cranks calling themselves TV news channels like Fox and CNN.

In October 2013 the Assembly of ICAO member states adopted the new, fourth edition of the Global Air Navigation Plan (GANP). The new GANP, part of a system of regional performance dashboards and global

performance reporting, provides the strategic direction for ATM change programmes worldwide.

The GANP’s Aviation System Block Upgrades (ASBU) planning and integration framework is one of the keys to achieving global interoperability. It was formulated in 2010/2011 refl ecting the SESAR, CARATS and NextGen plans and architecture and the ICAO Global ATM Operational Concept (GATMOC).

The ASBU framework contains 51 modules, each representing a specifi c improvement in a capability in one of the Performance Improvement Areas (PIAs). The modules are organised into time blocks (0 to 3) with milestone dates of 2013, 2018, 2023 and 2028 respectively. These are the availability dates of the technologies and global standards and procedures for the modules in each block. Work will then be completed at Regional and State level to prepare for operation. Implementation, in line with local

requirements and priorities, will follow; for example, Block 1 modules will generally be implemented, where required, between 2018 and 2023.

The development of a capability forms a thread of modules across the blocks. Not all modules are required in all States, and not all threads have modules in all blocks (see table on next page).

The short term priority is implementation of Performance-Based Navigation (PBN), the foundation of Block 0. For Block 1, modules have been categorised as essential, desirable, specifi c or optional, to aid planning.

The Block Upgrades are supplemented by technology roadmaps for the Communication, Surveillance, Navigation, Information Management and Avionics areas. An ATM logical architecture is being developed, to describe the linkages between ASBU modules, GATMOC components and the operational environment.

ICAO is working with ARINC, RTCA and EUROCAE, standardisation bodies who are developing technical standards. CANSO (the ANSP association) actively supports and promotes the ASBU system.

ICA

O

World air traffi c is expected to double between 2012 and 2030. ATMmodernisation programmes have made major advances towards the goalof a safe and effi cient global air navigation system to meet future needs. The agreement of the new ICAO Global Air Navigation Plan is a signifi cant milestone. JOHN PLUQUET reports.

AIR TRAFFIC MANAGEMENTICAO Global Navigation Plan

15i f MAY 2014@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com

FAA

USA: NextGen and the FAA

The Nextgen programme was launched in 2003 to improve the safety, security, effi ciency, quality and affordability of the US airspace system.

In addition to their research and development work, recent progress includes:

Deployment of key capabilities, including near-term improvements to ATM at congested airports in major cities

Deployment of key NextGen foundation projects: (i) En-route automation (ERAM) — a new computer

system for the 20 US en-route control centres — implementation expected to be complete by March 2015

(ii) ADS-B — to extend aircraft surveillance coverage — deployment to be completed by end 2014

Investment decisions for DataComm, SWIM and the NAS Voice System

Senior appointments to strengthen programme management.

The FAA NextGen Implementation Plan (2013) details the development and delivery of NextGen Operational Improvements (OIs), in time segments from 2012 to 2016+, grouped into portfolios:

Improved surface operations Improved approaches and low-visibility operations Improved multiple runway operations Performance based navigation Time based fl ow management Collaborative air traffi c management Separation management On-demand NAS Information Environment and energy System safety management NextGen infrastructure

The FAA has established an Operational Incentives programme to encourage aircraft operators to invest in the required equipment and training, and demonstrating the benefi ts is high on the FAA’s agenda.

The Single European Sky (SES)

The political Single European Sky initiative was launched in 1999, to drive cost and capacity improvements in European ATM. Functional Airspace Blocks (FABs) and the ANSP Performance Scheme are cornerstones of SES. The nine FABs (where ATM is harmonised across borders) are in operation, and have begun to achieve positive results. For example, the UK-Ireland FAB expects cumulative savings to customers to exceed €300m by 2020. As FABs mature and collaboration develops, benefi ts delivery will accelerate. The Performance Scheme was introduced in 2012. Targets for 2015-2019 have recently been agreed. They include a 3·3% annual ATM cost reduction.

SES2+, controversial new legislation to accelerate SES, was launched in 2013. SES2+

The ASBU Framework: PIAs, Threads, Modules and Blocks.

The NextGen Vision.

consolidates the SES2 legislation of 2009, contains powers for the European Commission and introduces changes and new provisions.

ANSP Alliances such as A6 (SESAR ANSPs) and Borealis offer a strong co-operative network alongside the formal FAB system. The strategic role of National Supervisory Authorities (NSAs) will be crucial. SES2+ recognises the importance of extra-FAB collaboration and aims to strengthen NSA independence and promote inter-NSA collaboration.

ICA

O

Acronym Capability developed B0 2013 B1 2018 B2 2023 B3 2028.. PIA1: Airport Operations

APTA Approaches with vertical guidance

WAKE Wake Turbulence Separation

RSEQ Sequencing AMAN/DMAN/SMAN

SURF Surface Operations ACDM Airport CDM RATS Remotely Operated

Aerodrome Control PIA2: Globally Interoperable Systems and Data

FICE Data Sharing and FF-ICE

DATM Digital ATM Information

SWIM System-Wide Information Mgt

AMET Meteorological Information

PIA3: Optimum Capacity and Flexible Flights FRTO ATS Routing (Free) NOPS Network Planning &

Management ASUR Ground Surveillance ASEP Airborne Separation/Sit

Awareness OPFL Optimum Flight Levels ACAS Collision Avoidance

System SNET Safety Nets

PIA4: Efficient Flight Paths CDO Continuous Descent

Operations TBO Trajectory-based

Operations CCO Continuous Climb

Operations RPAS RPAS Integration


AIR TRAFFIC MANAGEMENTICAO Global Navigation Plan

NAT

S

SES2+ contains a framework for SESAR Common Projects (see below), proposals for unbundling non-core ATM support services and a clearer division of responsibilities between the EC (economic), EASA (technical) and Eurocontrol (operational e.g. network management). EASA will be renamed the European Aviation Authority.

The European Parliament made a number of amendments, including removal of a reference to high seas North Atlantic airspace. SES2+ now requires approval by the Council of the EU, which is expected to make further changes. Other European developments and proposals include:

Centralised Services (CS) — the Eurocontrol initiative for centralisation of selected support services currently provided by individual ANSPs

Network Manager — Eurocontrol will continue in this role, until end 2019 when re-appointment will be sought; in SES2+, consideration is given to making the Network Manager a free-standing industrial partnership

Standardised European Rules of the Air (SERA) — implementation of a single set of operational rules, based on existing ICAO requirements, is in progress.

SESAR

The SESAR programme is the technology pillar of SES. Under the annual ‘release’ system, fl ight trials and simulations verify and validate SESAR solutions. 68 exercises took place in 2011-2013, and a further 20 are planned for Release 4 (2014). Solutions validated so far, or planned for 2014, include:

Point merge in complex TMA (exploiting fl ight management systems to reduce vectoring and traditional holding)

Free routing (allowing airspace users to plan their routes freely between specifi ed entry and exit points)

Initial 4D trajectory (i4D) and fl ying to a time in

en-route and TMA airspace — the fi rst i4D fl ight was in February 2012

Remote tower services and infrastructure.

The revised European ATM Master Plan (version 2, October 2012) has four steps:

Deployment baseline Step 1 — Time-based operations Step 2 — Trajectory-based operations Step 3 — Performance-based operations and provides

three views: Performance — needs and targets Deployment — achieving targets — what, how and when Business — costs and benefi ts

There is growing emphasis on SESAR deployment planning. In 2015, the Interim Deployment Programme will hand over to the Deployment Manager (to be appointed). The latter will manage the Common Projects to deploy functionality essential to the future ATM system. The fi rst has been defi ned. The Pilot Common Project covers four functional areas, initially:

Extended AMAN and PBN in high density TMAs Airport integration and throughput Flexible airspace management and free Route Network collaborative management.

Incentives will support the Common Projects, and EU funding is expected.

SESAR, NextGen and the ASBU Framework

The ASBU modules are the hub of interoperability. The modules can be used as a template for defi ning a new programme, or for checking the coverage of a defi ned plan. They facilitate the planning and management of collaboration by aiding identifi cation of common elements and activities, and by providing shared terminology.

The SESAR programme has mapped its OIs to ASBU modules, and the results are summarised below. SESAR’s plans effectively address all ASBU modules. For Blocks 0 and 1, available information confi rms that NextGen presents a similar picture.

SESAR/NextGen collaboration is facilitated by the 2011 Memorandum of Understanding between the FAA and the EC. Key areas include:

Transversal activities e.g. concept of operations, separation provision, road-mapping, investment

Key relationships between European, US and ICAO ATC systems.

SESAR ATC improvements currently under test:

Reduction in holding times

Free routing between specifi ed entry and exit points)

4D trajectory fl ying

Remote tower services

Manchester Airport control tower.


planning, environment and support of global and ICAO standardisation

Information Management — SWIM and AIM interoperability and information exchange

CNS & Airborne Interoperability, including ACAS, Data link, PBN, GNSS applications and ADS

Trajectory management and 4D Trajectory planning and exchange (in the ASBU framework, PIA 4 is Effi cient Flight Path — Through Trajectory-based Operations, with ten modules across the blocks, and corresponding OIs in NextGen and SESAR).

Feedback on progress is positive, with regular reporting being instituted. Recent discussions have envisaged exploration of opportunities for demonstrations, and further refi nement of co-ordination plans.

Florian Guillermet, Executive Director of the SESAR Joint Undertaking (SJU), stresses the importance of interoperability and collaboration, and SESAR’s commitment to interoperability, “Since the outset, the SESAR Programme — with the European ATM Master Plan — has been committed to and focused on global interoperability and harmonisation, recognising these as prerequisites for a smooth and seamless transition towards a global air traffi c management (ATM) system. We therefore actively support the ICAO Global Air Navigation Plan with the ASBUs together with International partners. On the same note, we work closely with industry standardisation bodies both at European and global level to advance relevant common industry standards and procedures.”

The SJU have in place, or are discussing, demonstration activities and co-operative agreements with Japan, Singapore, Canada, Mexico, Brazil, the Gulf States, China, Australia and the Ukraine, and the FAA’s co-operative links include those with Canada, China, Japan and other Asia Pacifi c countries. The Japanese (CARATS), Indian (FIANS), Brazilian (SIRIUS), Chinese and Canadian programmes are examples of the many other ATM improvement initiatives across the globe.

RPAS integration

The challenge of integrating remotely-piloted aircraft (RPA) into the air navigation system is being addressed at state, regional and global levels.

ICAO is working on the development of the required standards and procedures and ASBU modules have been defi ned:

B1-RPAS (readiness date 2018) — basic RPAS operation

B2-RPAS (2023) — wider access to airspace B3-RPAS (2028) — safe operation in all classes of

airspace

Progress is being made in the technical priority areas of frequency spectrum, communications infrastructure and Detect and Avoid. Regional planning and development for RPAS integration continues. Roadmaps have been published in both Europe and the USA. Test operations continue with sites and programmes under development or in operation.

Conclusion

Approval of the new GANP and the ASBU framework is much more than a formal milestone. It provides an agreed framework for planning and coordinating the delivery of both interoperability and programme-specifi c goals, and for making informed investment decisions.

Using the framework, SESAR and NextGen are progressing towards their goals, and have links with many of the other programmes world-wide which are aiming for alignment with the framework; ANSPs are forming alliances and other groupings to increase effi ciency; ICAO is working closely with technical standardisation bodies to ensure that global standards and procedures will be ready when needed.

At national, regional and global levels, partnership and collaboration will be the keys to success.

Acronym Thread Content B0 1 2 3APTA Approaches with vertical guidance S SWAKE Wake Turbulence Separation S S SRSEQ Sequencing AMAN/DMAN/SMAN S S S SSURF Surface Operations S S SACDM Airport CDM S SRATS Remotely Operated Aerodrome Control SFICE FF-ICE S S S SDATM Digital ATM Information S SSWIM System-Wide Information Mgt S SAMET Meteorological Information S S SFRTO ATS Routing (Free) S SNOPS Network Operations S S S SASUR Ground Surveillance SASEP Airborne Separation/Sit Awareness S SOPFL Optimum Flight Levels SACAS Collision Avoidance System S SSNET Safety Nets S SCDO Continuous Descent Operations S S STBO Trajectory-based Operations S SCCO Continuous Climb Operations SRPAS RPAS Integration S S S

SESAR OIs and ASBU Modules.

ICAO’s timetable for the introduction of remotely piloted aircraft systems (RPAS) into the air navigation system:

2018 Basic RPAS operation

2023Wider access to airspace

2028Safe operation in all classes of airspace


DEFENCEF-35 test pilot

Struck by Lightning As we count down to the start of operationaltest for the Lockheed Martin F-35 Lightning II,UK Lightning Requirements Manager andF-35 test pilot Wing Commander JIMSCHOFIELD, RAF talks to AEROSPACEabout the generational leap he believes thefi ghter will bring to air forces.

AEROSPACE: What is your background. How did you get to become an F-35 test pilot?

JS: I joined the Royal Air Force in 1996 and after fl ying training, started to fl y the Harrier in the night attack role. It was a fantastic experience with the full range of combat and operations in the desert, arctic and maritime environments. So a great operational background to get my teeth into. I was then lucky enough to be selected for the Empire Test Pilots' School in 2004. After which I went on to test the Harrier and help introduce the GR9 to front-line service. After that, I went back to ETPS to become the principal tutor fi xed-wing, which was a busy couple of years. Then I went to HQ 1 Group to be the Joint Combat Aircraft (JCA) desk offi cer. Then out to Patuxent River to test F-35s for two and a half years.

Q: What is your current job title and role?

JS: I’m the Lightning Requirements Manager. So I work for Air Capability on the Lightning Project

Team at MoD Abbey Wood. In broad terms I make sure the project team understand the capability that Air Command need from the aircraft and I feedback to Air Command any programmatics they need to be aware of.

Q: Describe a typical day at Pax River in F-35 testing.

JS: In common with most fl ights of any aircraft, you start off by checking the weather. There is then a pre-fl ight brief which, in this case, was normally and hour and a half long. With 40 fl ight test engineers in the room, it was quite different to the test fl ying I was used to in the UK, just the scale of it. Then I got dressed, walked to the aircraft, went fl ying, executed the mission, landed, and had a debrief that could be anywhere from half an hour to an hour. Then came the exciting bit — writing the report on the fl ight which could take up to three hours. The differences there with the front line are the content of the mission, which varied every day. There was never a dull moment, it could be testing the mission systems one day and then fl ying a fl utter mission the next day, which would look at the aircraft’s response to disturbances. The other difference was the ancillary

Jim Schofi eld in the cockpit of a F-35C at NAS Patuxent River

US

Nav

y

UK

MoD

19MAY 2014

test pilot duties, reviewing test cards for missions or future sorties and make sure the test points on those cards are all safe to fl y.

Q: And you fl ew the F-35B STOVL and F-35C carrier variants out at Pax, as well as the chase-plane F-18 Hornet?

JS: That’s right. And the B and the C variants were very diffi cult to tell apart when they were fl ying. The cockpit is identical. There are slight differences in the handling but really the two aircraft fl y very similarly. Q: We’re about half way through the fl ight test programme. How is it evolving? What test points are upcoming?

A: Most of the envelope has been cleared now. So we’ve also carried out the airstart testing out at Edwards, which was turning the engine off and on again. The high angle-of-attack fl ying has been fi nished on the ‘A’ now, is underway on the ‘C’ and has just started on the ‘B’ variant. We’ve taken two jets to the Marine Corps carriers twice now and a lot of the STOVL clean envelope expansion has been done. Really we are looking ahead to events such as expanding the envelope with external weapons, testing with the ski-jump at Pax River. There’s also a lot of mission systems testing to come — fi nishing the Block 2 software testing and starting off on Block 3.

Q: The helmet has had some issues — is that now behind us now? Is it diffi cult adjusting to a fi ghter without a traditional head-up display (HUD)?

A: Personally I never had any problems with the Gen II helmet but I know problems were identifi ed with it. Happily they’ve developed a Gen III helmet which was designed to overcome the defi ciencies of the Gen II. We’ll start testing with that fairly shortly. It was very easy adjusting to a fi ghter without a HUD because there is a ‘virtual HUD’ where the HUD would have been. In addition you get a lot of other information when you look away from the ‘virtual HUD’. So really the diffi culty for me was adjusting to a fi ghter with a HUD, whenever I fl ew the F-18. The Distributed Aperture System (DAS) is fully functional. The pilot can project that image

in his helmet and wherever he looks, he’ll get an infrared image of the world around him, which is jaw-dropping really, the fi rst time you use it and see everything below you.

Q: Can you say something about the UK and joint RAF/RN input to the F-35 fl ight test programme?

A: As a Level 1 Partner the UK gets a big vote in how the jet is developed. We've got service personnel and UK industry representation within the F-35 Integrated Test Force at Naval Air Station Patuxent River, Maryland, and Edwards AFB, California. These include an RN Commander in charge of the UK contingent, a test pilot, a mission systems specialist, fl ight test specialists and around eight RAF and RN maintainers. So we've got very good representation in all of the key areas we would wish to gain early exposure to the aircraft. In addition, we’ve also got a few personnel at Edwards in anticipation of the start of UK operational testing (OT) later this year. We’re also putting people through the ‘schoolhouse’ through training down at Eglin in Florida. They will feed into Edwards to

THE PILOT CAN PROJECT THAT [DISTRIBUTED APERTURE SYSTEM] IMAGE IN HIS HELMET AND WHEREVER HE LOOKS HE'LL GET AN INFRARED IMAGE OF THE WORLD AROUND HIM

i f

Lock

heed

Mar

tin


The F-35B has completed two test deployments on USS Wasp-class assault carriers

Lock

heed

Mar

tin


DEFENCEAfghanistan drawdown

support operational test. The UK has three aircraft at the moment. We’ve signed on the line for a fourth. Two of the current three will be going to Edwards for operational testing, as will the fourth. The third will remain at Eglin AFB being fl own by UK and US pilots in a pooling agreement with the US Marine Corps. 17 (R) Sqn will be the unit carrying out the operational test while the USMC Squadron at Eglin is VMFAT-501, which is their training squadron. VMFAT-501 will move to Beaufort, Carolina sometime in the next year. 617 Squadron meanwhile will stand up in 2016 at Beaufort and return to the UK in 2018. Q: Given the complex software and mission systems — does that mean that fl ight testing today is more diffi cult in spotting software ‘bugs’ — rather than assessing the performance/handling of a combat aircraft?

JS: I think at its most basic, the testing is no more diffi cult, because you are generally just concentrating on one thing at a time. When the baseline capabilities have been proven, however you throw it all together in a more operationally representative manner. The jet can do an awful lot of things; with that great range of capabilities and complexity, you could argue it’s more diffi cult for the pilot to spot one given bug in the systems. But, the mission systems have undergone an awful lot of rig testing before they even get on the aircraft. Then they are fl own in quite a wide-ranging test programme. These bugs we wouldn’t expect to get at the front line. In addition, the automatics, the autopilot and the great fl ying qualities of the aircraft mean the pilot can dedicate all their attention to testing, whereas previously you’d be concentrating much more on fl ying the aircraft.

Q: The true capabilities of the jet are obviously highly classifi ed — but could as a test pilot could you give us a clue in perhaps comparing it to a

previous leap in fi ghter capability — such as from the Gladiator to the Spitfi re or the Me109 to the Me262?

JS: I think we are talking about a bigger step than any of those really. No-one has ever put all the things this aircraft can do into one package. I liken it to a combination of the introduction of the Harrier, so you can do STOVL now. Not only that, but also it's a stealthy aircraft, so akin to the introduction of F-117. It also has impressive performance and unparalleled handling — which neither of those aircraft had. You’ve then got a platform with all of the sensors and all that information fused and presented to the pilot in an easy-to-comprehend manner. Really those systems have no parallel in any past aircraft. That would be the closest I could come to describing it in those terms.

Q: Since the end of the Cold War, we’ve moved away from the idea of dispersing our air forces to complicate an attackers targeting (although the US is now looking at this with F-22s in the Pacifi c). The F-35B is obviously much more complex than the Harrier but could it bring back some of that operational fl exibility?

JS: Yes I think so. We’ve really missed the Harrier’s capabilities. Being able to have the jet at a deployed operating base with, for example, a shorter runway or potentially in the woods, as you allude to. That’s a fantastic capability to have, in addition to all the other things the aircraft brings.

Q: As a single seat jet — what steps have been taken to reduce information overload to the pilot?

F-35 training at Eglin AFB

BA

E S

yste

ms

Pilots trained

100Maintainers trained

1,000

Four F-35s in formation over Edwards Air Force Base.

UK and US pilots are now de-risking F-35 ship integration using simulators such as this one at BAE Systems Warton.

F-35s at Eglin

45Training sorties

4,100+

@aerosociety Find us on linkedin Find us on facebook www.aerosociety.com 21MAY 2014

Are you happy that the cockpit designers have done a good job?

JS: I am. I’ve talked about the fl ying qualities and the autopilot before. I should add that you can engage the autopilot with a button on the stick and then you can steer the aircraft with your feet. That enables you to concentrate more on the screens in front of you. With the range of sensors it has, the aircraft does a great job of presenting the information that all those sensors generate into an easy-to-understand picture for the pilot. There’s no traditional radar screen as pilots would be used to — instead there's a tactical situational display which tells you what is going on all around you. It’s much easier to assimilate that information than it was in previous fi ghters where you had one screen per sensor system.

Q: Any issues with the touch sensitive displays in using gloves or during turbulence?

JS: The screen is designed to operate with fl ying gloves on. It works perfectly well like that. There is a red cross that appears under your fi nger. You put your fi nger on the screen, then drag it to where you need it. It works even in turbulence.

Q: One report from pilots who had fl own the F-35 criticised the rear canopy visibility in a close-in dogfi ght. Is that a valid concern?

JS: No it's not. In the unlikely event that the fi ghter manages to track you on radar and gets within visual range of you, not only can you see through the cockpit transparency as you could in legacy

aircraft, you can see through the aircraft’s structure with DAS. In many ways you are well ahead of where we used to be with conventional fi ghters.

Q: In terms of pure performance the F-35 has plenty of power but is heavily wing-loaded — which legacy aircraft do you think comes closest?

JS: It’s a diffi cult one to answer. I fl ew F-18 concurrently with F-35. In terms of handling, it fl ies like a F-18 but a generation on — it's much nicer in every respect. In performance terms, those fi gures are classifi ed, so I can’t really comment.

Q: All ‘beloved’ aircraft get a nickname — has the F-35 got one yet?

JS: It hasn’t got one yet — but I am convinced it will become a beloved aircraft — assuming it isn’t already — which it may well be. There’s certain to be one in the pipeline.

Q: For pilots on the front line — what do you think will be the biggest surprise (welcome or otherwise) for them when transitioning to the F-35?

JS: I think the biggest surprise, (and they’ll probably be aware of it from having read about it), but until you’re fl ying this aircraft does it really hit home, that you can do so much with one aircraft. You can get airborne from a short strip. You can fl y a mission that includes going supersonic. It’s stealthy, so you can operate in areas that were previously denied to you with unbelievable situational awareness. Then you can come back and land vertically on a pad. So they are going to be very pleasantly surprised by that.

NO ONE HAS EVER PUT ALL THE THINGS THIS AIRCRAFT CAN DO IN ONE PACKAGE

i f

Lock

heed

Mar

tinLo

ckhe

ed M

artin

F-35B performing a vertical landing at dusk on a US assault carrier.


Air TransportMalaysian Flight MH370

Since the disappearance of Malaysian fl ight MH370, there have been manytheories put forward as to what might have happened aboard the aircraft. At a recent high level-RAeS Flight Operations Group conference, BILL READpolled a selection of the experts with some of the most vital technical and operational questions still outstanding.

On 8 March, a Malaysian Boeing 777-200, 9M-MRO, on an overnight fl ight from Kuala Lumpur to Beijing lost contact with air traffi c controllers less than an hour after take-off. No distress call was made.

The aircraft was initially thought to have crashed into the Indian Ocean but evidence subsequently emerged that suggested the aircraft’s transponder and ACARS system had both been deliberately switched off while the aircraft changed direction but continued fl ying. Investigators now believe that the aircraft eventually crashed into the Southern Indian Ocean where satellite images of wreckage have been seen and sonar ‘pings’ have been detected which may have come from the aircraft’s black boxes. As AEROSPACE goes to press, search efforts are continuing to locate any trace of the missing aircraft but nothing has yet been found.

A gathering of experts

Since the disappearance of fl ight MH370, there have been many theories put forward as to what might have happened aboard the aircraft. On 25-26 March the RAeS Flight Operations Group (FOG) held a two-day conference at No.4 Hamilton Place on the subject of the role of the Aircraft Commander in the

FOR EVERY PLAUSIBLE SCENARIO SUGGESTED SO FAR AS TO WHAT MIGHT HAVE HAPPENED TO MH370, THERE IS AT LEAST ONE CONTRADICTORY STATEMENT

21st Century* which included speakers representing pilots, airlines, manufacturers and regulators. AEROSPACE took the opportunity of the event to ask a selection of these highly experienced and extremely knowledgeable speakers some questions as to what might have happened aboard the missing Malaysian 777. A summary of their amalgamated answers appears below:

What are your views on these alternative theories?

1. The aircraft depressurised but continued to fl yIt’s possible. This would explain the initial change in altitude and heading, as well as subsequent lack of communication but not why the ACARS and transponder were turned off.

2. The aircraft was overcome by toxic fumesUnlikely. The pilots should have been able to send out a distress call and, again, it does not explain why the ACARS and transponder were turned off.

3. There was an onboard fi re which damaged the communications systemsAgain unlikely. This would explain the lack of communication but it is unlikely that the aircraft would have then continued to fl y as long as it did if the fi re continued to burn.

RA

eS N

AL

WHAT HAPPENED TO Flight MH370?

23i f MAY 2014@aerosociety Find us on Linkedin Find us on Facebook www.aerosociety.com

Left: The disappearance of a 777 and 239 people has been described as an ‘unprecedented’ event.

4. The aircraft was hijackedA possible theory but the aircraft was not fl own to another destination nor was it used as a weapon for a suicide terrorist attack. If it was an individual hijacker, then no one person or motive has been established and, if it was a group, no organisation has claimed responsibility.

5. The aircraft was deliberately diverted by the pilot/co-pilotPossible again but no reason for this has been identifi ed. If it was a suicide attempt then why did the aircraft continue to fl y for so long?

Technical questions:

1. How easy is it to turn off ACARS and the transponder?Turning off the transponder can be done from the cockpit and is done routinely whenever aircraft have landed. Turning off ACARS is more complicated and would need someone with systems knowledge having to go into the aircraft’s avionics bay.

2. Could the aircraft’s communication systems have been disabled by any other means – such as fi re/birdstrike/power failure/sabotage by third party from the avionics bay?Birdstrike is unlikely to have caused such damage but the other explanations are all possible. It is possible to disconnect the communication systems from the avionics bay but this should have been prevented if security was adequate.

3. The IFE moving map would have shown that the aircraft was going off course. So why were there no mobile phone calls sent from passengers or cabin crew aboard the fl ight?The IFE map may have been turned off. Most of the passengers may have been asleep and not realised anything was wrong until it was too late to do anything. If they tried to phone later in the fl ight, the aircraft would have been in a remote area over the ocean where there was no signal. Alternatively, the passengers and cabin crew may have been incapacitated in some way, such as by hypoxia due to cabin depressurisation.

4. How long could the aircraft be fl own if depressurised?The aircraft could continue to fl y automatically untiI the fuel ran out. The effect on the people on board would vary depending on the altitude of the aircraft. If the aircraft was above 35,000ft, it would take about one minute before everyone was incapacitated. However, if the aircraft had depressurised, oxygen masks for the passengers should have descended automatically which would work for around 15 minutes. The fl ight crew could have lasted longer using oxygen masks depending on whether they used pure oxygen or an oxygen mix.

5. Could either the data or the homing beacon on the ‘black boxes’ be tampered with during fl ight?No. The cockpit voice recorder (CVR) and fl ight data recorder (FDR) cannot be tampered with.

6. Could data from the aircraft still be sent to a satellite if aircraft had landed/crashed in the sea?

No.

7. The RAeS Flight Operations Group has written a report about dangers of

lithium-ion batteries as cargo. Could they be responsible for a fi re?Possible but unlikely. It has been reported that lithium batteries were being carried in the rear hold of the aircraft but the aircraft is unlikely to have continued fl ying for so long if a fi re had broken

out. It also does not explain why the communication systems were turned off.

8. What happens when an aircraft fl ying on autopilot comes to the end of a FMS

waypoint? Carry straight on, circle etc?There are options for the aircraft to either continue on its current heading or to begin circling.

9. Is live (or triggered) streaming of black-box data feasible?Yes it can be done but it would be very expensive for an airline to fi t such systems to every aircraft in its fl eet.

10. What do you think will be the implications of this incident for the aviation industry?— A change in ATC procedures as to when an aircraft must make contact.— Improved communications between different international civil and military organisations.

— All airlines need to have a ‘crisis cell’ which is activated for aircraft accidents.

— Aircraft positions and status could be transmitted regularly to airline and

manufacturers — but systems would be expensive to install.

Simultaneous failures?

One technical expert highlighted the fact that, for every plausible

scenario suggested so far as to what might have happened to MH370, there

is at least one contradictory statement. “If it was hypoxia, then who turned the aircraft?” he asked. “If it was a fi re, then how did it continue fl ying?” “If it was the fl ight crew, then why did the cabin crew not intervene?” He suggested that, perhaps, more than one scenario occurred simultaneously — such as a wiring fi re and depressurisation.

But, until more evidence is found, nothing can be proved.

US Navy crew members onboard a Boeing P-8A Poseidon man their workstations while assisting in search and rescue operations for Flight MH370. (Wikipedia/US Navy)

HMAS Success conducts a replenishment at sea with Malaysian frigate KD Lekiu as part of the international search for MH370. (CPOIS David Connolly/Commonwealth of Australia)

* A full report on the RAeS Aircraft Commander in the 21st Century conference will be published in an upcoming issue.


PROFESSOR KEITH HAYWARD, RAeS Head of Research, reports on thefuture development and applications of remotely piloted and autonomousunmanned aircraft in the US and Europe and their implications.

Nor

thro

p G

rum

man

With the publication of its new 20-year road map for the future of remotely piloted aerospace systems (RPAS) and other robotic platforms,

the US Department of Defense has underlined its commitment to RPAS development. Combined with moves by the Federal Aviation Administration (FAA) to test concepts that will bring closer more ambitious civil uses of RPAS, the US has staked out a claim to dominate the RPAS market into the next decade and beyond.

Europe on the other hand, despite some innovative developments, is still far from getting its collective act together. There is a risk that a nascent European RPAS industry could fall still further behind the US and Israel, as well as other new entrants with ambitions to establish a foothold in a new aerospace arena.

The DoD Road Map

US forward planning for new RPAS development has been outlined in the Department of Defense (DoD) RPAS Road Map out to 2038. The Congressionally sanctioned road map describes the challenges of logistics and sustainment, training and

international co-operation while providing insight on the strategic planning and policy, capability needs, technology development and operational environments relevant to the spectrum of unmanned systems, aerial, terrestrial and maritime.

The road map recognises the need to be prepared for more technologically advanced potential adversaries. This will entail modifi ed

systems or upgrades, including electronic warfare technology, in order to operate. In practice, this may entail manned and unmanned aircraft working in tandem with long range strike assets, jamming and electronic warfare gear in order to access contested areas.

There is considerable emphasis on affordability over the full platform life-cycle and the need to reduce the costs of development, deployment, and training. This will require greater standardisation among the various US military users, more modular development of equipment and a reduction in the costs of satellite communications links between platform and control centres. With unmanned capabilities holding much promise for domestic commercial applications and personal consumer use, this could reduce the costs of future systems for the military. However, growing on-board processing needs, combined

UAVsFuture development

Make way for the drones

ut t

poten

urw

affthedepgreamilitaequipcommcentrepromi


US

Dep

artm

ent o

f Def

ense

with demands for increased duration will require substantial improvements in power generation, implying a new range of miniaturised equipment and advanced propulsion systems. Again, converging civil-military markets could help to spread the cost of developing this technology, but some requirements, such as stealth, defensive aides and specialised weapons are defence specifi c.

Autonomous control

Expanding both civil and military RPAS operations will require development of full autonomous control, not just automatic fl ight. Autonomy will imply decision-making capabilities for all but the most sensitive aspects of a mission, such as weapons release. Autonomous platforms will be the only realistic way of overcoming control bandwidth congestion that is becoming a major problem in crowded operational theatres. Increased civil use will also bring similar problems as well as spectrum interference with other communications users. However, highly automated operations in controlled airspace will demand highly sophisticated ‘see and avoid’ capabilities and rigorous fail-safe procedures. However, a minimum level of control authority expected of the remote pilot has still to be agreed.

The DoD is also increasingly aware of the ethical and legal sensitivities surrounding ‘drone’ use as a weapon. The Road map states explicitly that a specifi c commitment to anything like a fully autonomous RPAS will require high-level political authorisation.

Although budget cuts will impact on US RPAS acquisition — overall, the fi scal year 2014 budget requests $4·1bn for all unmanned systems, citing $3·7bn for unmanned air systems, $13m for ground systems and $330m for maritime systems, respectively. This is a 34% reduction over the previous year’s budget. However, this is substantially higher than any other national investment in RPAS technology and procurement.

Despite the impending cuts to the RPAS budget, a new, large, classifi ed unmanned aircraft developed by Northrop Grumman is now fl ying — demonstrating a major advance in combining stealth and aerodynamic effi ciency. The new RPAS is designed for intelligence, surveillance and reconnaissance (ISR) missions and could be operational by 2015.

FAA test sites

The FAA has selected six research sites to help it test and map out the best way to safely bring unmanned aircraft into the heavily used US airspace. This will take the US a long way towards

opening up a potentially lucrative market for RPAS applications and services based on RPAS use. The FAA’s programme follows a Congressional mandate to develop a plan safely to integrate privately operated unmanned aircraft by 2015. This will enable much more sophisticated commercial RPAS operations.

The six FAA-sponsored sites are well distributed across the US: the University of Alaska, the state of Nevada, Griffi ss International Airport in Rome, New York, the North Dakota Department of Commerce, Texas A&M University, Corpus Christi and Virginia Tech. Virginia Tech’s research will also involve collaboration with Rutgers University in New Jersey.

Criterion for selection included differences in climate and geography, available infrastructure, aviation experience, aviation traffi c volume and specifi c research proposals. The projects will cover safety and logistical concerns, including detection and avoidance of other aircraft, and that the aircraft can operate safely if links to the ground are lost. Other aspects to be investigated include environmental impacts and the development of pilot training and standardised regulatory requirements.

The speed at which states develop an effective regime for RPAS operations in civil airspace will help to determine the winners and losers in the civil RPAS market. The US RPAS trade association (AUVSI) predicts an impact of $13·6bn on the US economy in the fi rst three years of RPAS operation in civil airspace, creating 70,000 new jobs. Similar values are likely to be earned in other world markets. This includes not only the hardware suppliers, many of whom are likely to be from outside the traditional

... HIGHLY AUTOMATED OPERATIONS IN CONTROLLED AIRSPACE WILL DEMAND HIGHLY SOPHISTICATED ‘SEE AND AVOID’ CAPABILITIES AND RIGOROUS FAIL-SAFE PROCEDURES

An illustration from the DoD Unmanned Systems Integrated Roadmap showing the increasing variety and specialisations of UAVs.

Left: Northrop Grumman/Cassidian Air Aystems Euro Hawk UAS demonstrator lands at EADS’ Manching site near Munich on 21 July 2011 after a 22hr transatlantic fl ight from Edwards Air Force Base.

Throughout the EU, small companies and research institutes are working on

a range of innovative small RPAS platforms to operate in dangerous

and challenging environments such as nuclear accident clear-up, as well as more routine commercial applications in security, agriculture and resource management. Movement on the regulatory

front would help European RPAS innovators to win a share of future

commercial markets, as well as facilitate the evolution of full turn-

key service packages exploiting fully the unique characteristics of RPAS platforms.

Military manoeuvres

In the military arena, Europe is still bogged down in national versus bilateral, versus multilateral approaches. European aerospace companies are pressing hard for a $1·35bn, pan-European commitment to RPAS R&D in order to fi ll the gap in European provision for a medium altitude long-endurance (MALE). The December 2013 EU defence summit in Brussels failed to produce specifi c actions to develop a European RPAS programme, although the 28 heads of government did agree to move forward, albeit slowly, on the joint development of common roadmaps and requirements in several key areas including a next-generation RPAS.

The January 2014 Brize Norton meeting between President Hollande and Prime Minister Cameron had mixed results; while they agreed to shelve work on a MALE aircraft, they committed £120m to a feasibility study of an advanced combat RPAS. As if to underline the urgency for further action, BAE Systems announced successful fl ights of its Taranis technology demonstrator in February. The Dassault-led Neuron international team is also making progress. Although the Brize Norton agreement did not specify which companies would partner in a bilateral UCAV project, BAE and Dassault were already teaming on preliminary studies. A bilateral memorandum of understanding is expected to be signed at the Farnborough Air Show in July. The two heads of government also agreed to sponsor a European Predator users group.

Italy is also moving ahead independently to develop RPAS hardware and to market ‘turnkey’ services based on an unmanned platform. Germany remains in something of an RPAS no-mans land, still reeling from the embarrassment of the Global Hawk fi asco and still an onlooker to the Anglo-French moves (although Paris would prefer an early German involvement).


UAVsFuture developmentHybrid Air Vehicles

aerospace industrial community, but providers of a wide range of services centred on a RPAS platform. As in the space sector, increasing platform availability and capability will generate a new wave of ‘downstream’ applications where the platform hardware comprises a relatively small element in the total value chain.

European moves

For its part, the EU has set out a Road Map for a phased approach over the next 15 years to achieve full RPAS integration with European air traffi c management. In the fi rst instance this will be directed at harmonising the current regulations adopted by over 15 individual European states, and to bring these in line with work undertaken by the European Aviation Safety Agency (EASA), which will be expected to take the lead in certifying future pan-European rules. Each of the national approaches differs in several key respects and if left unco-ordinated, would constrain cross-border operations. The aim of the Road Map is to create a true European Single Market for RPAS based on common rules. This will be a necessary step to encourage the development of a European RPAS industry. However, if the harmonised rules turn out to be more restrictive than those currently adopted, for example in the UK, then European commercial RPAS activity would be seriously hampered.

In the UK, the $90m ASTRAEA (Autonomous Systems Technology Related Airborne Evaluation & Assessment) technology demonstration programme focused on the technologies, systems, facilities, procedures and regulations required to allow autonomous vehicles to operate safely and routinely in civil airspace. The aim of this government-industry programme was to enable the routine use of RPAS in all classes of airspace without the need for restrictive or specialised conditions of operation. A third initial phase of ASTRAEA, 3A, is now underway and the consortium is in the process of bidding for funding for a larger 3B phase.

Eur

opea

n D

efen

ce A

genc

y

BAE Systems’ Taranis UAS technology demonstrator.BAE Systems

The DeSIRE (Demonstration of Satellites enabling the Insertion of RPAS in Europe) demonstration project is a joint ESA-EDA initiative aimed at demonstrating the safe insertion of RPAS in non-segregated airspace. Carried out by an international consortium led by Indra, DeSIRE is controlling a Heron 1 RPAS (below) using satellites, command and control ATC communications and mission data transfer to ground.


The European Defence Agency (EDA) has been active in promoting work on RPAS. In November 2013, a group-of-seven European defence ministers (including France, Germany and Italy) signed a ‘letter of intent’ which required the EDA to draw up a study on joint production of a MALE RPAS, which could be used to strike military targets or for surveillance of migrant boats in the Mediterranean Sea. The EDA is also working on integrating RPAS into civilian airspace. The EDA and the European Space Agency are working together to test RPAS command and control via satellite in the $3·4m DeSIRE programme. But collectively there is still much to be done to produce an effective European RPAS capability that could meet future civil and military requirements.

Foreign imports

Meanwhile, current military exigencies are leading inexorably to more US imports, with the Dutch joining France, Italy and Britain as Reaper RPAS customers. And Israel has embarked on an export push for its family of RPAS platforms. In 2013 Israel sold $4·62bn of RPAS goods and services abroad, second only to the US.

In any event, Europe has to think beyond reinventing Reaper and focus R&D on more fundamental technology acquisition that will underpin the next generation of small and medium- sized RPAS. The European Defence Agency and Commission are making an effort to unite disparate RPAS research and to invest in dual-use technology, but resources are limited and could be affected

by political divisions over the future generally of European security.

Conclusions

The RPAS world is expanding: currently, over 40 states have some form of unmanned programme, although a signifi cant number are proposals. Equally, the number of platform makers is also widespread (over 20 countries have at least one RPAS platform manufacturer), and many of these are not drawn from the established ranks of aerospace companies.

Similarly, with so much of the UAS capability dependent on

communications equipment and sensor packages, the

avionics and software community may have as much right to claim

systems integrator status as the traditional prime contractor. This

means that established aerospace companies will have to share the market with a number of ambitious

and highly innovative newcomers; existing aerospace centres will have new

entrants snapping at their heels. Making a success of the European

RPAS industry also demands looking beyond the interests of conventional aerospace systems

integrators with a desperate need to protect existing capabilities. Admittedly, this is an important goal, but not to the exclusion of encouraging other potential players in what is becoming a much more complex and fragmented RPAS market. There is plenty of innovative European RPAS activity in the small, line-of-sight arena. But the US (and for that matter Israel) already has a big lead in developing and deploying RPAS for military and security uses; with the benefi t of a single approach to solving problems and a clear political mandate, the US appears better positioned to make the break through into wider commercial applications.

The UK’s ASTRAEA programme is looking at the technologies, systems, facilities, procedures and regulations required to allow RPAS to operate safely in civil airspace.

Northrop Grumman Bat

UAS.

THE RPAS WORLD IS EXPANDING: CURRENTLY, OVER 40 STATES HAVE SOME FORM OF UNMANNED PROGRAMME, ALTHOUGH A SIGNIFICANT NUMBER ARE PROPOSALS RATHER THAN FLYING VEHICLES

In early 2014, Rolls-Royce revealed details of two

next generation aeroengine designs which are being developed

to power aircraft of the 2020s and beyond. BILL READ reports from Derby.

Pow

erp

lan

tre

volu

tion

CTi composite fan under test on the Rolls-Royce ALPS demonstrator.Rolls-Royce


UltraFan

25%More effi cient than Trent 700

15+Bypass ratio

70+Overall pressure ratio

2025+Entry into service

Rolls-Royce is not a company which rests on its laurels. As well as producing the hugely successful

Trent family of aero engines, including powerplants for both the new Airbus A350 XWB and Boeing 787, the UK-based engine manufacturer is also working on new designs which will be available to power the aircraft of the future. “Innovators don’t stand still and we want to maintain our position in the market,” says Simon Carlisle, EVP — Strategy & Future Technology — Civil Engines. “The demands from industry are getting much greater and we invest around £1bn a year into our aerospace and non-aerospace businesses.”

As part of this investment, Rolls-Royce has announced details of two new engine designs that it is currently developing which will be available to power aircraft in the 2020s: the Advance and the UltraFan (a name trademarked by Rolls-Royce). The names for the new engines refer only to the development versions; the production versions will be given ‘family names in line with Rolls-Royce tradition’. According to Rolls-Royce, the Advance will offer a 20% better fuel burn and lower CO2 emissions than the Trent 700 fi rst generation of Trent engines while the UltraFan will offer a 25% improvement. The Advance will also be 5% more effi cient than Rolls’ current most effi cient engine — the Trent XWB — while the UltraFan will be 10% more effi cient.

Both new engine designs will feature a number of architecture and technology improvements, including:

A new engine core architecture designed to increase fuel burn effi ciency and reduce emissions.

Carbon/titanium (CTi) fan blades and composite casing that will reduce engine weight by up to 1,500lb per aircraft.

Advanced heat-resistant ceramic matrix composites that can operate more effectively in high turbine temperatures.

The engines will incorporate many more composite components than previous Trent engines, including third generation CTi fan blades, composite radial drive shaft, composite containment casing and composite rear casing. By using more lightweight materials, Rolls estimates that it will reduce weight by 750lb per engine for just the CTi fan system alone.

“Traditionally, technology progress follows an ‘S curve’,” explains Carlisle. “To begin with, performance improves slowly

as the design is refi ned, then faster, and then slowly again. What

we want to do with these engines is to jump from one S curve to the steep part of the

next S curve.”

All change

“These new engines have been made possible by developments in new technology,” explains Alan Newby, Chief Engineer Future Programmes. “We are building around the things that have made Trent successful. The Trent XWB has a single stage high pressure (HP) turbine and a two-stage intermediate (IP) turbine. These drive an HP and IP compressor, respectively, with the majority of the pressure rise (work) done by the IP compressor. However, the Advance engine will have a different core architecture. We have changed the work split at the heart of the engine by having a two-stage HP and a one-stage IP turbine, thus the majority of the pressure rise is now done by the HP compressor. By using new material and aerodynamic capabilities, together with more effi cient components, we can increase the pressure ratio and have a more effi cient engine which uses fewer systems and components with reduced cooling air fl ows and a lighter core.

“Flying is now routine and is no longer a special event,” says

Simon Carlisle, “This has increased the importance of the reliability of the product.

Another recent trend has been the increase in fuel prices

and, therefore, the need for airlines to keep operating economics down. In addition,

there are also environmental considerations which need engines to be fuel effi cient and quiet. These trends are driving the design of new engines. To increase the bypass ratio fans are getting bigger while the core of the engine is getting smaller — to improve thermal effi ciency. Therefore, to improve effi ciency and reduce noise, the engine fan will be bigger. A bigger fan means more weight, so we replace the titanium fan blades with carbon titanium (CTi). We will also be using composites for the fan casing. A bigger fan also means that the low pressure (LP) turbine has to do more work, therefore, the LP system is larger and needs to be more lightweight. Meanwhile, the engine core is getting smaller. The harder you run the engine — the more effi cient it is. However, this drives up temperatures and the overall pressure ratio (OPR), so new materials are needed that can cope with such conditions, including next

Advance

20%More effi cient than Trent 700

11+Bypass ratio

60+Overall pressure ratio

2020+Entry into service

Rol

ls-R

oyce

Rol

ls-R

oyce


RESEARCHFuture aero enginesHybrid Air Vehicles

OUR AMBITION IS TO COVER THE WHOLE SPECTRUM OF AEROSPACE APPLICATIONS. WE ARE LOOKING MOSTLY AT WIDEBODIES BUT THE DESIGN IS SCALABLE AND COULD BE ADAPTED FOR OTHER PLATFORMS

Simon Carlisle Rolls-Royce EVP Strategy & Future Technology — Civil Engines

generation nickel alloys, advanced cooling designs and ceramix matrix composites (CMCs), to name just a few.”

UltraFan

The UltraFan will feature two further innovations — a variable pitch fan system and a gearbox. “As the name implies, the UltraFan has an even bigger fan,” explains Alan Newby. “However, this poses a signifi cant challenge in the size and weight of the LP (lower pressure) turbine that would conventionally drive it. So the UltraFan deletes the LP turbine and uses an enhanced multi-stage IP turbine to drive the fan via a power gearbox. The HP spool and IP compressor remains the same as that on the Advance, we have merely swopped the LP turbine for a gearbox. We can also change the pitch of the fan and, in so doing saving additional weight by doing away with the thrust reverser in the nacelle.” “The UltraFan builds on the Advance,” adds Carlisle. “We are taking the Advance core and wrapping a geared system around it. We have a long heritage of gear design capability from turboshaft, turboprop, LiftFan and Open Rotor gearbox designs and will use that

knowledge and capability to develop technology for the very high bypass ratio designs of future engines.” The UltraFan will have increased operating pressure and a bypass ratio of over 15 and will also feature a fully integrated slimline nacelle, low-speed fan system, integrated health management system, multi-stage intermediate pressure (IP) turbine system and an integrated oil system.

Demonstrators

Much of the new engine technology is already being demonstrated through testing on a series of engine demonstrators. These include EFE (Environmentally Friendly Engine three-shaft core technology demonstrator) which was based on a Trent 1000 core; ALECSYS lean burn combustion system, LEMCOTEC (Low emissions core technologies) and ALPS (Advanced Low Pressure System) engine. The ALPS demonstrator is currently being used to test the new generation of carbon titanium fan blades which will be used on the new engines (see panel below). “We have gained a lot of knowledge from core rigs and demonstrators which we can use to verify our computer modelling of how the engines

Rolls-Royce is currently using its Advanced Low Pressure System (ALPS) demonstrator engine to test composite components for the new Advance engine. In 2013 ALPS was run using composites dressings on the externals of the fan case. At the end of January, ALPS was put on the test bed again, this time fi tted with composite fan blades, dressings and annulus fi llers. The tests took just over a week and achieved ten hours of running.

“That may not sound much but we got a lot of data from running the engine for that time,” comments Mark Pacey, Chief Project Engineer — ALPS. “We ran the fan system at just under maximum speed and achieved all the test points that we set out to reach. The next stage is to take the engine into one of the calibrative beds where we’ll be doing fl utter work and performance work. We’re mapping out the full capability of the fan and taking that data to validate the computational models to ensure that the fan is behaving as we predicted. The plan is then to take the engine to our outdoor test facility in Stennis, in the US where we’ll be exploring ground plane effects, vortex congestion and crosswind effects in which we distort the air fl ow in front of the engine and see how the fan behaves under those conditions. Later in the year we’ll be taking a separate engine which we’ve already started building to put under the wing of our 747 fl ying test bed at Tucson. We’ll take the engine up to altitude and make sure that all the preparatory modelling we’ve done on the ground is achieved in the air when the engine is subjected to more extreme conditions.”

Based on the Trent 1000, the ALPS demonstrator is an ex-fl ight development engine which is now used to test advanced LP system technologies (fan and turbine) . “Other than the technology, we’ve made no changes to the engine,” says Pacey. “The whole fan rotor is different, it’s got 18 new blades instead of 20 and blade protection features. The blades are more swept, it’s more open and there’s more space between the blades. The only part that is still standard Trent 1000 is the cone on the front. The performance effi ciency of this matches the Trent 1000 very well. In a year we’ll do a further build of this engine with a composite fan case as well.”

Scaling the ALPS

Rol

ls-R

oyce


will behave,” says Mark Pacey. “We will be running the fi rst Advance engine demonstrator in 2015, followed by the UltraFan demonstrator, which we are looking to test and fl y by the end of the decade.”

Work has also begun on testing the new gearboxes. On 7 March Rolls-Royce announced plans to build a new €65m facility in Dahlewitz, Germany, for testing power gearboxes for its next generation aero engine designs. Around 20% of the investment will be funded by the German and the Brandenburg government.

Chicken or egg?

The Advance is scheduled to be ready for service in 2020 with the UltraFan to follow in 2025. At

present, neither engine has an aircraft to go on. The size of aircraft that the new engines might be suitable for is not yet determined but Rolls is confi dent that there will be a demand once manufacturers know the engine is available. “It depends on the requirements of airframers,” commented Carlisle. “Our ambition is to cover the whole spectrum of aerospace applications. We are looking mostly at widebodies but the design is scalable and could be adapted for other platforms.”

Much of the technology being developed and tested for the UltraFan could also be used to support the development of an open rotor engine concept. “We are positioned to mature open rotor technology should there be clear market demand for such a product,” adds Carlisle.

Blade runnerThe new composite blades for the ALPS demonstrator were constructed by Composite Technology and Applications (CTAL), a former Rolls-Royce/GKN joint venture which was bought out entirely by R-R in February. CTAL specialises in the manufacturing and process development of composite materials.

“When you talk of composites as a technology, you’ve got to see it holistically,” explains CTAL’s Managing Director, Andy Webb. “Unlike a metallic component, where you take a large piece and then reduce it into the shape you want, with carbon fi bre you make a composite structure by additive methods. The phrase we use is ‘fl y to buy ratio’ — with a carbon composite you’ll fi nd around 90% of the starting material ends up in fl ying material, compared to around 20% for a large metal forging. There is also the environmental benefi t that the processes we use in making carbon tend to be much less energy intensive than metals. There are many different factors involved in making a composite structure, there’s a huge interaction between the manufacturing process, the materials that you use and the performance and behaviour of the material. To get an optimum design, sometimes we end up producing a part which is also partially metallic.”

Carbon advantage

Andy Webb can see many advantages for using carbon fi bre in engine components. “Weight is the biggest driver,” he states. “Carbon fi bre is a third of the density of titanium so, for the same volume, you can have a third of the weight. Reduced weight then offers our customers a variety of benefi ts. Airlines can use the weight benefi t in a variety of ways: reduced fuel burn, reduced emissions, longer range or more passengers. In addition, if you take carbon fi bre

in tension, it’s stronger than steel. The key is the precise engineering of the structure and how you use the carbon fi bre to build up a structure that will enable you to get the benefi t of those structural properties and to get that weight benefi t. The other thing you get from composites is an outstanding fatigue life. It’s wear resistant, durable and highly repairable.”

Making blades

Webb admits that making a better fan blade has been a challenge. “The Trent generation

of engines have hollow titanium fan blades,” he explains. “These were very effi cient and it’s been

diffi cult to make one of carbon which can compete. However, the past decade has brought on some

tremendous materials development, computational methods and computational capability. When we started

this programme we didn’t just want to take a standard resin carbon off-the-shelf, so we brought together our

best materials engineers and the best chemists from our suppliers and we’ve invented our own bespoke resin with a

very high fracture resistance. We’ve got about 20-25 individual processes from start to completion of a blade and we looked at how we could use automation techniques to make things consistently and reliably. We build a blade up from single pre-preg narrow strips of carbon fi bre layer after layer and we tailor their direction to get different properties, stiffness, strength and impact capability. Unlike titanium blades, there is no void in the composite blade, it’s a solid laminate

structure. We also have material running in a third dimension to reduce the effect of cracks, like a knot in wood. Once it’s

ready, the blade shape is hot pressed in a steel in the autoclave and then we trim it with water jets and add surface protection to avoid erosion. Then we add leading edges using technology

already learned from titanium blades.”

RRRRRRRR iinnuuriringngng ererererererrrereerriaialss. ooolololooolololoolooooogygygyyyygyyyyg ,,,,,L’L’L’L’L’L’sssssss

eetatalllllllliccicicicicic dddddd thththtthththt eneneenenenenee

ononnnonnn fififififififififififififibbbbbbbbbbbbrere mmmmmmmmeteteeeeeee hohooohohodsddsd . .aaa cccararaararbobobobobobobonnnnnnnnnntitinggngng matatatatatatatatata eeeeeererereereeerere iaiaiaiaiaiaialllll

ndndddddddddddddddd 2220%0%%%%0%0%%%%0%0%%%%0%0%% ffffffffffffffffororororororoo aaaaaaaa memememememmmeemmmmmmm ntntntnnntaaaalaaalaaa bbbbbbenenenefiefifiefitttttttt teneneeeeee dddd tttototototoototottott bbbbbbbbbeeeeeeeee e

rre e e ee e ararararararara e e mmmmmaammamaaaanynynynynyy sisisis teteteeteteteeetee sssstttrtrttrucucucucucucuuccucccuuu tutututututtutttutuuttttttt rrrererere,,ffacctutututtutuuuririr nnnggggnggnnnggnggnggnng

pepepepepepeepeppeeepepeeppeeppp rfrfooroororororoo mamamamamammmmamaancncncncnccccncncccce eeeeeemmmmmmmmumumummumummumumumuu dddddddesessessssigigiggn,nn,n,n,n,nnnn,n hhhhhh iiiissssssss alalalallllsoso

ing ccacaaaaaaaaaarbrbbonon ggggegegeeegeeeeestst

hheeeeeeeee dedensnsitityyyyyyyyyyyyyhhavavee a a ererss ououuuuuuuuuuuuouour rr r usususususeeeeeeeeeeeeee tttthththht e e e ee ueueeueueueuueueueeuueueuu lrrre e brbrbrbrrrrre eee

inin tteeprpreceususeeeeeeeeeeeenenennnaaaaaaapppprprppppp ooththiiffareree

MMMMMMMMMMM

WWWWWWWWWWWWWWWWWWWhahahah

ofoffoof eeeeeexexexexeexexexxexexpppppppppp

dddiddddd fffffffiffiffffff ccHHHHoHoHHHoHHHHHHHHHH wwwewewewewewewewwewwewew

trttrtrtrtrtrtt ememeememememememmmenmmmememememeemmm ththhhthhhththhhhthtt ododododdododododododododdssssssssssss

thththththththttt isisissssississsss pppppppppprorogrg arererereeeererrrerereeeeesisin n cacacaaaaacacacacac rbrbrbrbrbrbrbrbrbrrboo

bebeeeeeebeestststststsstststt mmatatterererrrererree iiaiaiaiaiaiasusupppppppppliliiilililieerererererereeere ss anannnnnnnnddddddddddddd

veveveveveveveveeev ryryr hhigighhhhhhhhhh frfrfrfrfrfrfrfrfrfrfrffrfrfrfrfrf acacacacaaaaa tttpprprprprprprpprprp oocococococococcocoooco eseseseeseeseesseese seseseseeses s s frffrfrooooooooooooatat hhhhhhhhhhhowowowowowowowowooooo wwwwwwwwwwwe eeeeeeeeee cocoocococococococooococooonsnsnssssssssssssnnn sisisssisissisisisisisi tetetetetettett ntntntnntnnnntntntnnnnnnttllylylllprprprrrrrrrrrre-e-e-eeeeeeeeeee ppprprprprprrrpppppp egegegegegegege nnnnnnnnnnnnnararrweww ttaaiiiilolololoolololl rr rrrrrr thhhhheeeeeeeeeeeeeeststrereengngggggn ttttthtthhththttt aaaaanddddddttththtttthhthhhererererererererre eeeeeee isisssisissss nnnnnooooooo vov

sstttttttttruructcturureeee..ee WWWWWWWee ato rrrrrrrrrededucucee ttttttthththtttt ee e e e e efefe

reaadddddddddy,y, tthehee bbllaalallllllll dddedde ssanndd ththenen wwweeeeee eeeeeee trtrrrimimtot avvvovovovovooov ididdiddid eeeeeeeerorororororrossssssisiisssssss ononnn..

alalrer addy llleleeeeleeleeeeearararararaarnnenenenned d d fffrfrffrfffff omommm

Rol

ls-R

oyce

RICHARD GARDNER reports on how Australia recentlycelebrated its first 100 years of military aviation.

On 1 March 1914, Lt Eric Harrison, an aviation instructor with the Central Flying School at Point Cook, Victoria, made an inaugural fl ight in a Bristol Boxkite. This is recognised as the

birth of military aviation in Australia and, exactly one hundred years later, to the exact minute, another Boxkite took off from exactly the same location at Point Cook. This was the highlight of a weekend of celebrations refl ecting a proud and globally accomplished air nation which has made a powerful contribution to two world wars, as well as the Korean and Vietnam wars and, subsequently as a signifi cant coalition partner in a succession of post-Cold War confl icts, right up to today.

The Australian Military Board of Defence had considered a plan for the formation of an Australian Aviation Corps as early as 1910 but, at the time, the British Army had not selected an approved aircraft for military purposes so, in 1911, the Commonwealth Gazette advertised for two ‘mechanists and aviators’ who would be paid a salary of £400 per annum, adding: ‘The Commonwealth Government will accept no liability for accidents.’ An Australian motor mechanic, Eric Harrison, had gone to Great Britain to learn to fl y and Henry Petre, a former London barrister, both received their aviator’s certifi cates from the Royal Aero Club in 1911 and were later appointed as commissioned fl ying instructors by the Australian government. In October 1912, approval was granted for the formation of an Australian Flying Corps and orders were placed for the fi rst aeroplanes. In 1913 Harrison and Petre

arrived back at Point Cook with two Royal Aircraft Factory BE2a biplanes and two Type A Deperdussin monoplanes. A Bristol Boxkite was also ordered and Point Cook became the home of the fi rst fl ying training school. Today it houses a number of Royal Australian Air Force units and is the location for the RAAF Museum.

Into battle

WW1 erupted only a year after the fi rst military pilots and aircraft had arrived in Australia. Flying training was undertaken in the frail fl ying machines as volunteers rushed to learn to fl y and soon aerial military operations were being fl own in British-supplied aircraft in Mesopotamia against the Turks and in Egypt. Four new Australian Flying Corps squadrons were formed and served with distinction alongside the Royal Flying Corps in Palestine and in France. After the war the squadrons were all disbanded but, following the establishment in March 1921 of the Australian Air Force, the ‘Royal’ prefi x was granted in August of that year and the RAAF was born. The British Government made an Imperial Gift of 128 aircraft, plus engines and spare parts, to establish the new air service on a stronger basis. Initial types included DH9s, DH9As and SE5s. Additional aircraft included Avro 504K trainers, Sopwith Pups and Fairey IIID seaplanes. Examples of many of these types have been preserved and are now displayed at the RAAF Museum.

The Museum’s celebrations in March of this year were considerably enhanced by the


THE AUSTRALIAN MILITARY BOARD OF DEFENCE HAD CONSIDERED A PLAN FOR THE FORMATION OF AN AUSTRALIAN AVIATION CORPS AS EARLY AS 1910

DEFENCEAustralian military aviation centenary

100 not out

33i f MAY 2014

The RAAF today. KC-30A MRTT fl ies in formation with four F/A-18 Hornets

Roy

al A

ustra

lian

Air

Forc

e

P-51 Mustang and Sabre fl ew together in the display at the air show.

Alf

Bat

chel

der

@aerosociety Find us on linkedin Find us on facebook www.aerosociety.com

Bristol Boxkite replica takes to the air on 1 March at Point Cook, Australia to mark 100 years of military aviation.

presence of very authentic replicas of the Boxkite, Deperdussin and BE2a. The Boxkite fl ying replica had been designed and built over a seven-year period by museum volunteers Ron Gretton and Geoff Matthews. The Deperdussin was one of two replicas built by the late Jack Gillies. The BE2a was built entirely by Andrew Willox over some six years and was based on detailed original Royal Aircraft Factory drawings and details provided by Farnborough Air Sciences Trust. The engine was fi tted this year and the fi nal canvas covering added and doped by museum staff just a few weeks before the celebrations.

The air show over the CMA14 weekend at Point Cook included examples, in the static displays and in the air, of many of the classic RAAF aircraft from the WW2. During this confl ict the RAAF provided crews and pilots in every theatre of operations, from Europe and North Africa to the Far East and Pacifi c, fl ying every major type from Spitfi res, Kittyhawks and Mustangs to Mosquitos, Beauforts, Beaufi ghters, Mitchells, Bostons, Dakotas, Lancasters, Wellingtons, Liberators, Catalinas and Sunderlands.

After the war, the RAAF continued to fl y many UK-designed types, including the Meteor, Vampire, Canberra and Lincoln. During the Korean War RAAF Meteors fought alongside USAF Sabres against MiG-15s in the fi rst large-scale jet-to-jet air combat missions, where the Meteor’s shortcomings as a dogfi ghter soon became apparent.

The RAAF became a big Sabre operator itself, using the fi ghter throughout the 1950s and 60s, followed by the Mirage IIIO, Phantom F-4E and F-111. Now the Hawk 127 is the advanced fast jet and lead-in fi ghter trainer, with the F/A-18A Hornet and F/A-18F Super Hornet providing air defence and attack capability.

The RAAF today — a potent air arm

Today, the RAAF ranks as a leading world-class military air power in its own right, with one of the most powerful and far-reaching air forces in the Asia-Pacifi c region, challenged in size only by China, India and Japan but, arguably, the most

effective by far in terms of overall and specialist capabilities, with signifi cant naval and army aviation strengths, as well as air force power projection. The RAAF has embarked on a very ambitious defence modernisation programme, across all three services but, as a refl ection of its key strategic position in the Southern hemisphere, it is continuing to invest in a broad range of air platforms and advanced systems that give it world-class status in terms of ISTAR and global reach.

A recent example is the Air 7000 programme to replace its 19-strong fl eet of AP-3C Orion maritime patrol aircraft with a mixed force of up to 12 Boeing P-8A Poseidon jets (Phase 2B) and also high- altitude, long-endurance MQ-4C Triton maritime surveillance UAVs (Phase 1B). This will dovetail well with the similar mix of platforms in the US Navy’s Broad Area Maritime Surveillance programme that is coming into operation in the Pacifi c region. The massive air search for the missing Malaysian 777 in the South Indian Ocean has seen RAAF P-3s and USN P-8s operating side-by-side out of Perth.

The RAAF has also procured new C-17 heavy- lift transports, C-130J tactical transports and is in the process of acquiring ten C-27J Spartan medium-size battlefi eld transports. Together with Chinook and NH-90 helicopters, this gives Australian forces a very fl exible air mobility force. The fl eet of Boeing 737-based Wedgetail AEW&C radar patrol platforms enhance the network capabilities and will, in due course, work alongside the RAAF’s next generation combat platform, the F-35A multi-role stealth aircraft. The long-serving F/A-18As are being retained and have been supplemented by additional advanced F/A-18F Super Hornets, some of which are capable of conversion into the ‘Growler’ electronic warfare role. Another major investment has been the purchase of Airbus KC-30A MRTT (A330) tanker/transports, fi tted with both boom and hose and drogue AAR systems.

The RAAF is now recognised by the US as a major partner in ‘Oceana’, so the celebration of one hundred years of Australian military aviation is a highly topical reminder that, in the 21st century, air power has no geographical limits.

Ric

hard

Gar

dner

Last year was successful for the Russian helicopter industry, as the total of production of Russia Helicopters, Russia’s monopoly for the production of helicopters, (part of Russian State

Technologies Corporation), reached 303 helicopters, while its revenue exceeded140bn rubles ($3·9bn), which is a record fi gure for the past few years.

The fi rm order book in 2013 totalled 772 helicopters worth more than 370bn rubles ($10·28bn). For future orders in 2014 and 2015 its

portfolio of commercial orders is fully formed, while for 2016 it is currently formed by 25%. In the past the majority of production was accounted for by civil helicopters, which were mostly supplied to foreign customers, now Russia has signifi cantly increased the production and supplies of military helicopters to its national army.

In addition to the domestic market, the volume of foreign sales of Russian helicopters has also increased. In 2013 Russia’s share in the global helicopter market reached 16·3%, mainly due to the growth of sales of military helicopters.


The Mil Mi-38 fi rst fl ew in 2003 and is intended as a replacement for the Mi-8/17 family.

ROTORCRAFTRussian Helicopters

The Russian helicopter industry is steadily developing,amid ever-growing demand for rotary-wing products bothin the domestic and global market. EUGENE GERDENassesses Russia’s helicopter sector.

Gaining lift — Russia’s rotorcraft industry

Rus

sian

Hel

icop

ters

Sales success

Analysts believe that this is a great success for the Russian helicopter industry compared to its small share of the global market in the early 2000s which did not exceed 2%-3%.

Denis Manturov, Russia’s Minister of Industry and Trade, who is in charge of the development of helicopter industry for the Russian government, commented:

“The Russian helicopter industry has achieved good results during the last several years. If at the beginning of 2000s the country’s share in the global helicopter industry was only 3%, then by 2013 this fi gure reached 16%. Such an increase was mainly due to the integration of individual companies which specialise in the development and sales of helicopters into a single holding company, which is known as Russian Helicopters.”

The same position is shared by Ivan Andrievskii, the fi rst Vice President of the Russian Union of Engineers. According to him, Russia is currently one of the leaders in terms of global sales of helicopters and this trend will continue during the next few years.

He also added that currently Russian helicopters are supplied throughout the world, while the biggest contracts are signed with India and China. There are also large contracts with the US for the rearmament of the Afghan armed forces, as well as some CIS states, and in particular Azerbaijan.

New models

Despite the impressive results achieved in 2013, Russian Helicopters has no plans to rest on its laurels and is planning to accelerate its activities in the design and development of new helicopters of different classes in 2014.

According to the company, the biggest hopes are put on the development and bringing to market of new multi-purpose helicopters such as Ka-62, Mi-38 and Mi-171A2, as well as some new attack models. It is expected that Mil and Kamov design teams, Russia’s leading design bureaus, will be responsible for the implementation of these plans.

Boris Slusar, general director of Rostvertol, Russia’s leading manufacturer of heavy transport and attack helicopters, which is part of Russian Helicopters, commented:

“Last year Russia introduced some of its latest developments to the global helicopter market, among which were the Mi-171A2 and Ka-62 civil helicopters, as well as the transport and passenger Mi-38. At the same time, this year there are plans for the increased production of the Mi-26T, which is the world’s heaviest helicopter, and its military variant — the Mi-26.

Enter the Ka-62

In the case of the Ka-62, production is expected to take place at the facilities of several plants of Russian Helicopters.

The Ka-62 is designed to carry 12-15 people and, due to its large cabin, is suitable for corporate and passenger transportation as well as cargo transportation, emergency medical services, aerial work and surveillance.

The helicopter is equipped with two Ardiden 3G turboshaft engines of 1,680hp, which are supplied by Turbomeca. Meanwhile, the Ka-62’s transmission is supplied by the Austrian Zoerkler.

Russian Helicopters says that serial production of the Ka-62 will start in 2015. By this time the company plans to receive all the necessary permissions for its exports abroad.

The Ka-62 is primarily aimed at the global market, according to earlier statements by Dmitry Petrov, a former CEO of the company who expects it to be in high demand abroad.

In the meantime, the fi rst export contract for the supply of Ka-62 helicopters has already been signed by Russian Helicopters and the Brazilian company Atlas Taxi Aereo. Under the terms of the contract, delivery of the fi rst batch will be started in the fi rst quarter of 2015. Overall, by 2017, up to 14 helicopters will be supplied. In addition, the contract also involves the establishment of a service centre for after-sales service of helicopters in Brazil.

Foreign assembly?

In addition to exports, Russian Helicopters has not ruled out the possibility of the start of local assembly of its helicopters in Brazil and some other foreign countries.

In case of Brazil, there is a possibility that Russian Helicopters may launch its production in partnership with the local fi rm Odebrecht. In addition to production, the partners also plan to establish maintenance and repair facilities.

Brazil is expected to be not the only foreign country, where the production of Russian helicopters may be established. There is a possibility that production of the Ka-32A11VS will soon be launched in Beijing. The project is expected to be implemented by Russian Helicopters in co-operation with one of its Chinese partners, while total cost of the programme will reach ¥4bn yuan. In the case of the successful implementation of the project, China plans to launch its own design and production of these types.

New production of Chinese-built Ka-32s will be offi cially launched in 2015. At the initial stage its production rate will amount to 30 units per year, while later will be signifi cantly increased.


GLOBAL MARKET SHARE FOR RUSSIAN HELICOPTERS

The Mi-28N Night Hunter secured its fi rst export customer when Iraq placed an order for ten examples.

3%(EARLY 2000s)

16%(2013)

20%(2020) PLANNED

Rus

sian

Hel

icop

ters


ROTORCRAFTRussian Helicopters

India, too, has expresed an interest in a modifi ed Night Hunter fi tted with French and Belgian avionics. Demand for the Mi-28N Night Hunter is estimated at 400 units by 2020.

21st century Hind

Meanwhile there is a new version of the multi-purpose attack helicopter, Mi-35M, which is developed from the well-known Mi-24 ‘Hind’. The helicopter is currently produced both for exports and the Russian army. It is designed to destroy armoured vehicles, fi re support of ground troops, landing and evacuation, as well as transportation of goods in the cabin and on the external sling load.

The helicopter is equipped with a double-barrelled GSH-23L 23mm calibre gun and ‘Storm’ anti-tank guided missiles. One of the main design features of Mi-35M is the use of shortened wings and lightweight fi xed landing gear, which allowed a signifi cant reduction in the fi nal mass of the helicopter. The new version of the Mi-35M also received an X-shaped anti-torque rotor which provides better controllability and reduces noise levels. The new model has also more powerful engines which allowed an increase in its fl ight altitude.

By the middle of 2014, the Russian army will have about 40 such helicopters. In addition to Russia, the helicopter is supplied to South America, in particular to Venezuela, Brazil, as well as CIS states. In the latter case, the biggest customer for this type of helicopter remains Azerbaijan which

The Ka-62 is Russia’s new civil helicopter hope.

At the same time there is also an ever-growing demand for Mi-26T helicopters, which is the only helicopter in the world capable of carrying cargo of up to 20 tons. Like all Russian helicopters, the Mi-26T is extremely reliable and can even be stored in the open air. The Mi-26T is equipped with D-136 engines, which provide high-speed and good performance in hot and rarefi ed mountain air. These helicopters also come into their own during disaster recovery.

Military helicopters

In addition to civil helicopters, big hopes are also put on the promotion and increased sales of Russian military helicopters abroad.

Currently Russian Helicopters is looking for customers for the recently presented Ka-52 Alligator which is an all-weather day/night combat helicopter, designed for surveillance missions and control of a group of attack helicopters.

It is equipped with signature reduction devices, counter-countermeasures, anti-missile defences and powerful offensive armament. Alligator provides high crew safety and has modern automated systems which facilitate its piloting.

At the same time, the company also offers the Mi-28N Night Hunter attack helicopter able to carry out combat tasks in any weather. It is effi cient against tanks, vehicles, armoured personnel carriers, self-propelled guns, artillery and fi eld air defences. In addition, its weapon system allows it to hit low-fl ying helicopters and slow fl ying aircraft.

This helicopter has proven of interest to foreign armies. In October 2012, it was reported that Russia and Iraq would sign a $4·2-$5·0bn weapons contract, including 30 Mi-28N helicopters. The deal was confi rmed on 9 October but was reportedly cancelled due to Iraqi concerns of corruption. However, those issues were resolved and all parts of the $4·2bn contract were signed, and are being executed. The fi rst ten Mi-28N helicopters for Iraq were delivered in September 2013, with another batch of 13 Mi-28Ns delivered in January 2014.

Rus

sian

Hel

icop

ters


recently signed an order for the supply of up to 24 helicopters during the next few years.

Analysts at the Russian Ministry of Transport believe that the domestic helicopter industry will continue its active development during the next few years, being mainly driven by the existing state plans for the expansion of the civil helicopter fl eet, with the aim of the improvement of transport accessibility in remote areas, as well as the large-scale rearmament programme of the Russian Army until 2020.

According to state plans, by 2020 the Russian share in the global helicopter market should increase up to 20%. By this time the annual volume of production is expected to reach 470 helicopters.

Losing the competitive advantage?

However, despite the current stable growth, the industry’s prospects after 2020 remain clouded. In recent years, Russian Helicopters has lost one of its main competitive advantages — the affordable prices for its products which have nearly tripled since 2005. For example, at present a Mi-17, Russia’s multipurpose helicopter, is priced at $16-18m, compared to $6m about seven years ago.

The situation is aggravated by a recent loss of a lucrative $345m contract for the supply of Mi-17s for the needs of the US Government in Afghanistan

due to political issues and Russia’s support of the Assad regime in Syria.

The fi rst contract between Rosoboronexport, the major shareholder of Russian Helicopters and the US Department of Defense for the supply of 21 modernised Mi-17s, valued at $367·5m, was signed in May 2011. Total cost of the contract, taking into account the supply of spare parts and training of technicians, was estimated at $900m.

Export goals

According to Dmitry Rogozin, Russia’s Deputy Prime Minister, one of the main goals of the Russian helicopter industry for the next few years is to increase its presence in Western Europe and the US. Says Rogozin:

“Currently the global demand for Russian helicopters is slightly higher than the volume of its supplies. In this regard, we are considering increasing our production capacities. We are planning to increase exports of both helicopters already equipped with weapons as well as models, which do not have any equipment, so that our customers will be able to equip them in accordance with their needs. A signifi cant number of our helicopters will be sold to Western countries.”

According to Rosoboronexport (the sole state intermediary agency for Russia’s exports/imports of defence-related and dual-use products), in 2012 exports of Russian helicopters increased by 40%, valued at more than $1·5bn. In the view of state predictions, this year exports will also grow by a further 30%.

Says Grigory Kozlov, Rosoboronexport’s head of department of exports of helicopters and services:

“We are increasing exports both by strengthening co-operation with

traditional partners, as well as through the increase of geographical expansion of our business.”

According to Kozlov, due to the reduction of military budgets in recent years, many countries have signifi cantly cut

back spendings on R&D and the development of helicopters. He also

added that even NATO countries are becoming more open to co-operation with

Russia in the fi eld of helicopters’ production and supply. In addition, most of the countries of the former Warsaw Pact, including the Czech Republic and Poland, still actively use Russian helicopters.

In the meantime, recent events in Crimea may negatively affect the export plans of Russian Helicopters and may result in the termination of contracts. However, according to the company, so far, none of its customers have announced the termination of earlier signed contracts.

CURRENTLY THE GLOBAL DEMAND FOR RUSSIAN HELICOPTERS IS SLIGHTLY HIGHER THAN THE VOLUME OF ITS SUPPLIES. IN THIS REGARD, WE ARE CONSIDERING INCREASING OUR PRODUCTION CAPACITIES.

Dmitry RogozinDeputy Prime Minister of Russia

Alligators bite: A naval variant of the twin-seat Ka-52 will also equip Russia’s new French-built helicopter aircraft carriers

Rus

sian

Hel

icop

ters

Rus

sian

Hel

icop

ters

Gesture controls and augmented reality are making theleap from consumer electronic devices and video gamingto the aerospace factory in a pioneering project in the UK.TIM ROBINSON reports.

Perhaps the most memorable scene in the 2002 science-fi ction fi lm ‘Minority Report’ was in its depiction of a future gesture-controlled computer interface — with Tom Cruise using his hands to

perform a criminal data search, waving his hands like a orchestra conductor in front of a giant display to fi nd information.

Twelve years later in 2014, gesture controls are now becoming mainstream, with smart phones and televisions that can be controlled by ‘swiping’ or pointing your hands. Perhaps the biggest application has been in consumer video games,

where the Nintendo Wii, Microsoft Xbox Kinect and Playstation Eye have all brought movement or gesture-controlled games to the living room. By tracking the position of a controller precisely in 3D space (or in the Kinect’s case the person itself by tracking the position of the body and limbs) the game can use the input of this to replicate it in a virtual environment — allowing players to play golf, tennis or bowling for example, by using the same movements they would in the real game.

So far, so fun — but outside gesture controls for passenger IFE — is there any real relevance for this kind of technology for aerospace?


SOMETIMES YOU CAN APPLY SOMETHING FROM GAMING AT A VERY LOW COST THAT GETS VERY GOOD RESULTS

Simon Astwood Research team leader — Digital Factory Airbus Group Innovations, Filton

TECHNOLOGYVideo games to aircraft factories

Game on for aerospace

Into the factory

Surprisingly there is — and it is not inside the fl ight deck — but on the factory fl oor. Under a project that partners Airbus Group and Cranfi eld University with Spanish engineering and aviation infrastructure consultancy AERTEC Solutions, researchers are investigating whether low-cost gaming technology can be used to pass on aerospace manufacturing knowledge and skills. The Digitising Expressions for Manufacturing Optimisation (DEMO) is a 30 month project that started in October 2012 which ‘seeks to leverage commercial gaming interface technology (Microsoft Kinect) to capture and re-use human knowledge of complex manufacturing processes that use deformable materials.’ As its fi rst focus, DEMO is examining laminate lay-up processes in composites manufacturing and is set to run until the middle of next year. Says the Director of AERTEC’s new Bristol offi ce, Pedro de Melo: “It's about fi nding novel ways to apply gaming technology to an industrial context”.

Simon Astwood, Research Team Leader — Digital Factory, Airbus Group Innovations (formerly EADS Innovation Works) explains more about DEMO: “The philosophy behind the project was to take this low-cost but quite advanced technology available in the gaming industry and see if we can apply it in quite complex tasks in industrial manufacturing.” He went on: “The gaming world has invested heavily in the infrastructure, the software and the technology to make these kind of games happen. In the Airbus Group we end up spending a lot of money developing very expensive bespoke solutions. Sometimes there is a crossover between the two technologies — and sometimes you can apply something from gaming at a very low cost that gets very good results.”

Motion or gesture controllers, it turns out can be a way of passing on key worker skills. The problem is that many skills, acquired though years of experience are diffi cult or impossible to write down. The result is then, for global companies like Airbus and others that much time and money is expended in attempting to train and pass on these skills — especially to newer companies of the supply chain in emerging economies. That can necessitate a lot of travel to teach and pass on these ‘unwritten’ skills to less experienced workers. For example, experienced workers hand-laying up composites will work from the centre of the material fi rst, then work towards the edges in one design, yet work from left to right in another to get the best fi nish.

Astwood elaborates: “The real value comes when you take something that is very highly skilled labour. If you take the ‘black art’ of composite lay-up although Airbus is moving towards mass automation, a lot of components are still made by hand. With a move towards using low-cost production in places like China, there is a need to transfer some skills from typically highly skilled plants to these new plants, that don’t have the 20-years of laminating experience of Spanish workers”. Enter gesture-control technology — or, more specifi cally, Microsoft’s Kinect. By ‘recording’ the positions and actions of experienced workers doing skilled manufactured tasks (for example deformable composite layup) these can be stored and transmitted to a factory on the other side of the world. The Kinect software which, as well as recording the positions of limbs and body, also allows easy sharing — allowing players to dance or play tennis against each other in real time — also allows with broadband internet these ‘moves’ to be shared with others with the device. “What we are able to do with the Kinect”, says Astwood: “is watch somebody in Spain carrying out that task and then relay that to somebody in China, either as a training tool or actually watching them in their workspace”.

Playing the DEMO

Says Astwood: “Our fi rst demonstration involved performing some composite repairs and we used a normal low-cost desktop projector. We mounted

the projector above the workbench and every time they moved their hands

around on the job, depending on where they moved their hands, it projected additional information — such as what orientation the material needs to be lined up in. There was also a notes page at the side that gave helpful tips”.

Thus, in the factory of the future, a new worker with TV

screen and a Kinect device may not only ‘see’ the correct movements of arms and limbs but also when working the computer may tell them whether they are matching

the original ‘recording’ of the highly skilled worker.

39i f MAY 2014

Microsoft Kinect camera view of a 'player'. The sensor tracks skeleton and body movements.

Wik

iped

ia/S

ang1

938

AE

RTE

C

Airb

us


Above: Airbus Futurassy robot. Could Kinect one day be used to teach robots complex skills?

26 AEROSPACE / APRIL 2014

TECHNOLOGYVideo games to aircraft factories

Like a video gamer playing a ‘rhythm dance’ game step-by-step, the technician, over time would able to build up muscle memory in learning a new skill. Says Astwood, “What we are trying to do is to build ways of augmenting the workspace of one of the Chinese workers with lots of additional information captured by the Spanish workers”.

Astwood explains: “Our fi rst step was to use a projector to throw in some additional information using the Kinect. Now we are looking to going into a gaming platform, to take the knowledge and learning from that initial experience and looking at building a computer game simulator — so someone could actually go through the motions of carrying out a task in front of a projector, using hand gestures to select parts and bring them into the workspace.”

The benefi ts of this are - as well as saving money through travel — as a non-verbal mode on communication it allows the nuances of skilled tasks to be passed on — without needing extensive translation. “Using graphics, icons and gestures there’s no real need to be able to write anything in Spanish or Mandarin” observes Astwood. Another benefi t of this is increased health and safety for workers – wherever they are. Finally, by capturing this data non-intrusively it may give insights into better workfl ow or optimisation of manufacturing processes that simply wasn’t available before — potentially leading to increased effi ciency and reduced cost.

Further in the future, it may also aid in automation of factories. In February 2014, Airbus launched the Futurassy R&D project where humanoid robots will work alongside humans in aircraft assembly. Could the ‘digitized skills’ of experienced human aerospace workers be passed on to humanoid robots using this technology?

Google Glass on the factory fl oor

Meanwhile, another consumer electronic device may also be heading for the aircraft factory fl oor – that of a wearable personal HUD — Google Glass. Head mounted displays of course, are nothing new for

the aerospace industry — having been pioneered by helmet-mounted sights for fi ghter and attack helicopter pilots. However, now the technology has come full circle with the advent of the fi rst consumer wearable head-mounted displays about to break into the market. Foremost among these is Google Glass — a personal ‘HUD’ that displays information from a linked smartphone such as directions, as well as being equipped with a video and still camera.

The result, when paired with accurate geo-location software and the smart-phones inbuilt GPS, is ‘augmented reality’ where the ‘HUD’ can overlay driving directions, points of interest or other information in 3D space. In the factory, this could be used so engineers could see CAD and CATIA diagrams ‘overlaid’ on the aircrafts structure, or see a real fuselage become a ‘virtual cutaway’ model with wiring, hydraulics, avionics and other systems highlighted beneath the skin when the user looks at the that direction. Says Astwood: “Ultimately we are looking at things like Google Glass so that someone on the shop fl oor, has access to all the CAD data, work instructions all geo-located in their workspace”

The technology, when paired with ‘smart tools’ or RFID tracking could also allow supervisors to fi nd lost or missing tools — or optimise work fl ows by ‘seeing’ the way in which tools are passed on – wherever they may be in the factory. “If you looked at a spanner and you didn’t know what it was for — the Glass would tell you” notes Astwood.

Summary

In short, although these are early days, there is much potential using this technology to optimise and transfer skills in the aerospace supply chain using such low-cost technology from video gaming. With civil aerospace manufacturers struggling to keep up with demand, yet constrained by the need to maintain quality with new emerging partners this is one way of bridging the gap. Finally the massive adoption of the iPad by the aerospace and aviation sector demonstrates that the industry is not reluctant to adopt consumer technology where necessary. Will the personal HUD of Google Glass be the next success?

Other serious uses for the Kinect gesture control technology include rehabilitation for stroke or brain injury patients.

ULTIMATELY WE ARE LOOKING AT... GOOGLE GLASS SO THAT SOMEONE ON THE SHOP FLOOR, HAS ACCESS TO ALL THE CAD DATA, WORK INSTRUCTIONS ALL GEO-LOCATED IN THEIR WORKSPACE Simon Astwood Airbus Group Innovations, Filton

Mic

roso

ft

Google Glass display view. The eyepiece projects information which can include images and video into the top-right corner.

Goo

gle

Gla

ss

41MAY 2014

Afterburner

42 Message from RAeS- President“I am very sad to be writing my last Presidential Message. As each month before, this last month has well refl ected both my personal plans and the strength and breadth of the Society.”

- Chief Executive“At the time of writing I have today been advised by Westminster City Council that we have been granted planning permission for the major ground fl oor and basement alterations at No.4 Hamilton Place. This is a major project, supported by Airbus, which will provide for refurbishment of, and improved access to, the Business Suite.”

44 Book ReviewsThe Race for Hitler’s X-Planes, X-Planes of Europe and Project Terminated.

47 Library AdditionsBooks submitted to the National Aerospace Library.

48 Aircraft Company Publications

The latest additions to the NAL’s holdings are from the collections of the late Frank Robertson AFRAeS and Michael F Eacock.

51 Branch LecturesThe Cambridge Branch Sir Arthur Marshall Lecture and the Farnborough Branch Templer Lecture.

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

54 Corporate PartnersThree new members join the Society’s Corporate Partner Scheme.

55 ObituariesDr Assad Kotaite, ‘Sox’ Hosegood and Bill Craigie.

56 ElectionsNew Society members elected in the past month.

www.aerosociety.com

The Airbus A330, A350 XWB and A380 fl ight test aircraft are shown in formation during the company’s ‘Xtra-widebody’ family fl ight on 19 September 2013 which marked the fi rst time these three aircraft have fl own together. Airbus.

Diary7 MayDerby Branch Sir Henry Royce LectureFuture Challenges of the Aerospace BusinessDr Tom Enders, CEO, Airbus Group

i fFind us on Twitter Find us on LinkedIn Find us on Facebook www.aerosociety.com

42

Message from RAeSOUR PRESIDENT

Jenny Body

COUNCIL ELECTIONS ARE IN PROGRESS AND IF YOU ARE ELIGIBLE TO VOTE I URGE YOU TO DO SO


Afterburner

I am very sad to be writing my last Presidential Message. As each month before, this last month has well refl ected both my personal plans and the strength and breadth of the Society.

I was glad to be invited to participate in a Times Business breakfast with the discussion topics being STEM in schools and how to encourage more diverse groups to consider engineering as a career. On several occasions now I have highlighted the support teachers of STEM subjects need and how benefi cial it would be for them to get ‘regular’ industry work-experience, as well as industrialists supporting schools directly. I was delighted to visit the ‘Flying Start’ challenge at Yeovilton to speak and help judge the model glider competition. There was huge enthusiasm and inventiveness from both the participants and the organisers who were largely graduates from aerospace companies in the region.

I attended three Specialist Group Named Lectures with probably the most challenging being the Air Transport Group’s Tony Lucking Memorial Debate on Airport Capacity in the South East. I was chair for the session which heard strong arguments from the four contenders as well as the audience. The Rotorcraft Group’s Alan Bristow Lecture, jointly delivered by representatives from both Bristow Helicopters and the Marine and Coastguard Agency, on the UK’s new Search and Rescue introduction and operation was interesting and informative. While I hope I never need it, it is comforting to hear the professionalism and commitment from all involved.

I visited fi ve Branches this month. At the Solent

Branch’s R J Mitchell Lecture we heard the First Sea Lord’s views on the future of naval aviation. Moog Aircraft Group hosted the Birmingham Branch’s J D North Lecture with a Lightning II lecture from David Short (of BAE Systems) on the manufacturer’s perspective including some fantastic video of high alpha testing, while the Oxford Branch heard from the Head of the Lightning II Project team at the MoD for the Sadler Lecture. In Brussels I met with the Branch, visited Eurocontrol — there was another ‘President’ in town that day — and also participated in a panel discussion at the European Defence Agency Conference ‘Defence Matters’. A keen debate took place on the options for a European Manned Future Combat Aircraft. I was privileged to attend the Leslie Bedford Lecture and Dinner at the Stevenage Branch hosted by MBDA and Airbus Defence and Space. We heard Air Chief Marshal Sir Andrew Pulford describe 21st Century Air Power, linking back to the early days of the RAF.

At the Council meeting in March, which had the theme of ‘Strategy’, we reviewed the developing strategy of each Board together with their key objectives and progress. Council Elections are in progress and if you are eligible to vote I urge you to do so.

Finally, as part of my valediction I would like to express my grateful thanks to all the staff and members who have made this such a splendid, challenging, interesting and stimulating Presidential year and send Air Cdre Bill Tyack my very best wishes for his year as President.

HAVE YOU VOTED IN THE RAeS COUNCIL ELECTION 2014 YET?

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 fi rst instance to check

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 [email protected] or T +44 (0)845 241 4148.

RAeS COUNCIL ELECTIONS 2014

Thank you for taking the time to vote in the 2014 RAeS Council Elections

Simon C Luxmoore

FROM A STAFF PERSPECTIVE, IT HAS BEEN A PLEASURE TO WORK WITH JENNY AND I WOULD LIKE TO EXPRESS OUR GRATITUDE FOR THE SUPPORT JENNY HAS GIVEN TO US DURING HER PERIOD OF OFFICE

OUR CHIEF EXECUTIVE

MAY 2014 43

General Sir Nicholas Houghton, left, is presented with a Society tie by Simon Luxmoore after his Corporate Partner Briefi ng on 13 March which was kindly sponsored by Northrop Grumman.

I would like to thank members and staff alike in responding so positively to the initiative to ensure the timely payment of subscriptions this year. Further to the By-Law changes, the Society’s Regulations were changed, bringing forward the fi nal deadline for subscription payments from October to March. I am pleased to say that the importance of this change has been well understood and consequently has resulted in signifi cant benefi t to the Society.

Early March was the fi nal Council meeting of Jenny Body’s Presidential year. Jenny has quite literally been ‘here, there and everywhere’ during the past 12 months, covering a remarkable amount of ground in the time available. From a staff perspective, it has been a pleasure to work with Jenny and I would like to express our gratitude for the support Jenny has given to us during her period of offi ce. Air Cdre Bill Tyack will assume the Presidency in May and I am quite sure his year of offi ce will be just as rewarding for the Society and staff alike. We wish Bill and Judy Tyack a very enjoyable year.

The UK Chief of the Defence Staff General Sir Nicholas Houghton delivered a very interesting and very well attended Corporate Partner Briefi ng recently. In putting together the calendar for these briefi ngs, I continue to be surprised at the support we achieve from speakers and sponsors. Indeed, in the past four to fi ve years, I cannot recall an invitation to speak being declined, which of itself speaks volumes for the Society.

The Society’s Foundation Committee met recently to discuss the ‘bid’ applications for 2014 and onwards. This is an important group within the Society with its grants being funded primarily through Gift Aid donations and other personal donations which we receive with gratitude from our members. Applications are received from, and granted to, a wide range of activities, but frequently they enable initiatives in support of younger people.

Our 2014 Banquet on 21 May is proving particularly popular, with our Guest of Honour being Chief of The Air Staff, Air Chief Marshal Sir Andrew Pulford. As was described to me last year, this “continues to be both an excellent party and a wonderful networking opportunity.”

At the time of writing I have today been advised by Westminster City Council that we have been granted planning permission for the major ground fl oor and basement alterations at No.4 Hamilton Place. This is a major project, supported by Airbus, which will provide for refurbishment of, and improved access to, the Business Suite. This will include a new access point via the ground fl oor foyer, new and

additional cloakroom facilities, a refurbishment of the Catering Offi ce and, importantly, a new basement passageway which will, in future, mean that visitors will avoid having to pass through the existing catering facilities. Inevitably there will be some disruption while this work is carried but it is our hope that this will be kept to an absolute minimum. I am hoping that the work will begin following our summer Farnborough Reception in July.

Finally, but in many respects most importantly, I am pleased to announce that Emily Cooke will be joining the Society as Head of Venue Marketing. Emily’s most recent role has been at the Marylebone Cricket Club where she was responsible for marketing a wide range of facilities, events and packages. I am sure you will join me in wishing Emily well in her new challenge.


Reminder

149th RAeS AGM6 pm, Wednesday, 21 May 2014No.4 Hamilton Place, London W1J 7BQ, UK

www.aerosociety.com/About-Us/Governance/agm

The full Calling Notice and the Minutes of the 148th Annual General Meeting were published in the April issue of AEROSPACE.

Book ReviewsTHE RACE FOR HITLER’S X-PLANES


Afterburner

Above: The unmanned Junkers Ju88 Mistel 3A was guided to its target by the manned Fw190.Below right: The A4b was a winged version of the A4 or V-2.Bottom: Captured Messerschmitt Me163B-1a Komet, VF241, in RAF markings at the RAE.All RAeS (NAL).

Britain’s 1945 Mission to Capture Secret Luftwaffe TechnologyBy J Christopher

The History Press, The Mill, Brimscombe Port, Stroud, Gloucestershire GL5 2QG, UK. 2013. 226pp. Illustrated. £20. ISBN 978-0-7524-6457-2.

This volume is a well-researched account of the ‘Fedden Mission to Germany’ which took place in June and July 1945. The Mission was led by Sir Roy Fedden and supported by other experts from the RAE and the aircraft industry. While the core of book is based on Fedden’s offi cial report, the account starts with a brief biography of Fedden himself and, throughout, it sets the itinerary of the Mission in context with the prevailing conditions in Germany, the attitudes of the German personnel who were ‘interrogated’ and the activities of Britain’s erstwhile Allies in the recently-ended confl ict. These latter were players in a great game of competing to gain maximum benefi t from the treasure trove of facilities, engineering artefacts, drawings and skilled personnel made available to them by the end of the war; each party was hell-bent on its own national interest and any thought of co-operation with former wartime colleagues was consigned to the four winds.

Each of the ‘Targets’ visited merits its own account of the fi ndings made, with quotations of opinions expressed by Fedden and other members of the Mission. The ‘Targets’ (mostly in Germany but latterly also in Austria) had mostly been identifi ed in the earlier weeks following the German surrender by the Air Ministry’s Air Technical Intelligence teams, which enabled the Mission to plan its activities in advance, albeit that it had not been possible to predict the dislocations of German infrastructure [and Allied military bureaucracy] which greatly impeded the Mission’s travel from place to place. Maps show the spread of the places visited. Many accounts are illustrated by relevant drawings, diagrams and photographs, and there is a wealth of background information on the technical detail of the fi ndings investigated, to put everything in logical context. Finally, an Epilogue outlines Sir Roy Fedden’s post-war attempts to design and produce cars and aero-engines.

In a book of such wide scope it is inevitable that a few minor errors have crept in [e.g. the Curtiss P-60 was neither a jet aircraft nor the ‘Shooting Star’, and ‘Schräge Musik’ referred to upward-fi ring guns rather than rocket arrays] but these are insignifi cant distractions in a story well-told. The book is enhanced by an extensive bibliography and

lists of sources that were consulted, together with a useful index of places, projects and personalities. This book is a mine of information and is thoroughly recommended to students of the subject. If this reviewer was slightly surprised at anything, it was a lack of credit given to British Air Technical Intelligence teams on the ground which had in effect sifted out the Mission’s list of ‘Targets’ in the weeks before it set out for Germany. Perhaps this is explained by the absence of any credits to The National Archives at Kew which holds much material relevant to the subject, and is much nearer to home than the archives in the US that were consulted.

Phil ButlerAffi liate

X-PLANES OF EUROPE

Secret Research Aircraft from the Golden Age 1946-1974By T Buttler and J-L Delezenne

Hikoki Publications, 1a Ringway Trading Estate, Shawdowmoss Road, Manchester M22 5LH, UK. 2012. 302pp. Illustrated. £34.95. ISBN 978-1-9021092-1-3.

The 1946-1974 period covered by this book is indeed the golden age of experimental aircraft design and manufacture in Europe. All of the main research aircraft of this period are covered within the 302 pages of this book. A total of 38 aircraft are described, each representing the cutting edge in aircraft design from the British, French, German, Swedish and Swiss aircraft industries.

As well as the well-known aircraft of the period, such as the Fairey Delta 2, this book also provides details of lesser known aircraft. One example being the Swiss Federal Aircraft Factory (FAF) Arbalete, which was intended to provide aerodynamic data for the development of the FAF N-20 fi ghter aircraft. Also described is the SAAB 210 which contributed fl ight data for use during the design and development of the subsequent Draken supersonic fi ghter.

The authors have provided useful information on the fl ight trial programme for each aircraft and have also outlined any modifi cations the aircraft required during the duration of their fl ight trials. The contribution made by each aircraft to the aviation industry is also presented. The authors have also provided the reader with a good overview of the development of VSTOL (vertical short take-off and landing) aircraft within Europe and present the different design solutions taken to achieve this goal by subsequent British, French and German aircraft design teams. The book is both well written and illustrated by excellent photographs and colour line drawings (including hypothetical colour schemes for the Nord Griffon II). Also provided are a number

of two-page cut-away drawings of the Bristol 188, Short SC1 and Fairey Delta 2.

The one drawback of these types of historical books is that it brings home the lack of aircraft development over the subsequent years within the aerospace industry. One can only hope that this may now be addressed with the development of unmanned air vehicles and associated fl ight trial programmes.

Overall this book gives a good account of the aircraft of the period; but, for the reader looking for a more detailed technical analysis of these aircraft it falls a little short. However, it does provide a suffi cient level of detail to act as a very good initial reference source.

Dr Malcolm ClausMRAeS

Above: Leduc O-10 ramjet research aircraft on a Sud-Est SE161 Languedoc carrier aircraft.Below: The fi rst Bristol 188, XF923, at the end of its maiden fl ight on 14 April 1962.All RAeS (NAL).

MAY 2014 45i fFind us on Twitter Find us on LinkedIn Find us on Facebook www.aerosociety.com

46

Book ReviewsAfterburner


PROJECT TERMINATED

The book is lavishly illustrated — largely in colour — with photographs and substantial numbers of the author’s highly convincing illustrations of how the aircraft would have appeared in service, in various roles and colour schemes

Famous Military Aircraft Cancellations of the Cold War and What Might Have BeenBy E Simonsen

Crecy Publishing, 1a Ringway Trading Estate, Shawdowmoss Road, Manchester M22 5LH, UK. 2013. 224pp. Illustrated. £23.95. ISBN 978-0-85979-173-1.

This latest offering of the ‘what might have been’ genre concentrates on ten military projects (eight US, one British [the TSR2] and one Canadian [the Avro Arrow]) most of which made it to at least the mock-up stage, although one, the Rockwell B-1B, did eventually make it into service. Each project has a dedicated chapter, progressing chronologically from Northrop’s YB-49 fl ying wing bomber to the Northrop F-20 fi ghter of the early 1980s. Where relevant, the author extrapolates the story to the present day with, for example, a description of the Northrop B-2A as the ultimate descendant of the YB-49.

The history of each project from the initial military requirement, through the design process into full development, is ably described, together with the impact of the political, industrial and military factors which eventually lead to its termination. The author’s conclusion is, in all cases, that termination was unwarranted and no substantial counter arguments are aired. However, it would seem logical

that the three advanced interceptors (the Arrow, the North American F-108 Rapier and the Lockheed F-12B), together with another two fi ghter projects (Republic XF-103 and the Convair F-106X), which are covered in less detail, should be viewed as largely alternative, rather than as complementary projects. There are also some interesting insights on the views of the major players involved with some of the projects, such as North American President Lee Atwood on the F-108 Rapier and the XB-70 Valkyrie.

While outline specifi cations are presented, there is little discussion of any detailed technical aspects or the risks associated with the advanced technologies involved, for example the ‘exotic metal’ heat shield on the Boeing X-20 spaceplane. In technical risk terms the projects range from those, such as the Arrow, which were test fl own over a large proportion of their fl ight envelope, to the Rockwell XFV-12A supersonic V/STOL fi ghter which never developed suffi cient thrust to lift vertically. The book is lavishly illustrated — largely in colour — with photographs and substantial numbers of the author’s highly convincing illustrations of how the aircraft would have appeared in service, in various roles and colour schemes. These include a RCAF Arrow formatting on one in USAF colours and a B-1B in RAF colours escorted by a Typhoon and a Tornado.

Colin FrazerAMRAeS

Main picture: The Northrop F-20 Tigershark export fi ghter was abandoned in 1986 after three prototypes had fl own.Above: An artist’s impression of the Boeing X-20 Dyna Soar during launch on a Titan ICBM. c.1960.RAeS (NAL).

MAY 2014 47

AERODYNAMICS

Introduction to Flight Mechanics: Performance, Static Stability, Dynamic Stability, Classical Feedback Control and State-Space Foundations — Second edition. T R Yechout. American Institute of Aeronautics and Astronautics, 1801 Alexander Bell Drive, Suite 500, Reston, VA 20191-4344, USA. 2014. Distributed by Transatlantic Publishers Group, 97 Greenham Road, London N10 1LN, UK (T +44 (0)20 8815 5994; E [email protected]). 700pp. Illustrated. £90 [20% discount available to RAeS members on request]. ISBN 978-1-62410-254-7.

HISTORICAL

The Grumman Amphibians: Goose, Widgeon and Mallard. F J Knight and C R Smith. Air-Britain (Historians), 41 Penshurst Road, Leigh, Tonbridge, Kent TN11 8HL, UK (E [email protected]). 2013. 448pp. Illustrated. £34.95 (Air-Britain members), £49.95 (non-members). ISBN 978-0-85130-440-3.

Kelly: More Than My Share of It All. C L Johnson and M Smith. Smithsonian Institution Press, Washington, DC. 1985. 209pp. Illustrated. ISBN 0-87474-564-0.

The autobiography of Clarence L ‘Kelly’ Johnson who began working for Lockheed in 1933 and was to develop the company’s renowned Advanced Projects Team (‘Skunk Works’) from which was to evolve the SR-71 Blackbird, YF-12, U-2 and other famous designs, continuing the success of the F-80 Shooting Star and F-104 Starfi ghter.

Fokker: a Transatlantic Biography. M Dierikx. Smithsonian Institution Press, Washington, DC. 1997. 250pp. Illustrated. ISBN 1-56098-735-9.

A detailed account of the major contribution that Anthony Fokker (1890-1939) made to the development of aviation, from his pioneering work on the synchronisation of aircraft machine gun fi re through to the establishment of the Fokker aircraft manufacturing company as a major global business.

Mikoyan Guervich MiG-15 — Second edition. D Karnas. Published by Stratus, Poland, on behalf of Mushroom Model Publications, 3 Gloucester Close, Petersfi eld, Hants GU32 3AX, UK (www.mmpbooks.biz). 2014. 152pp. Illustrated. £17.99. ISBN 978-83-63678-15-9.

Numerous colour diagrams and photographs illustrate this history of the pioneering Russian jet aircraft, the fi rst production aircraft (powered by the RD-45F — a copy of the Rolls-Royce Nene II) being completed in December 1948. The aircraft’s numerous variants (including its licensed production in Poland, China and Czechoslovakia) are summarised in detail.

Amelia Earhart: Her Last Flight. O Knaggs. Howard Timmins (Pty) Ltd, Cape Town. 1983. 228pp. Illustrated. ISBN 0-86978-239-8.

A detailed study of the disappearance on 2 July 1937 of the Lockheed Electra 10-E fl own by Amelia Earhart and her navigator Fred Noonan in fl ight from Lae in New Guinea to Howland Island during her attempted round-the-world fl ight.

Letters from Amelia 1901-1937. Beacon Press, Boston. 1982. 261pp. Illustrated. ISBN 0-8070-6702-4.

Arranged and annotated chronologically, a compilation of over 100 letters written throughout her life by Amelia Earhart to her mother Amy Otis Earhart.

Sheila Scott: a Biography. J Lomax. Hutchinson, London. 1990. 280pp. Illustrated. ISBN 0-09-174114-9.

A revealing biography of the woman pilot who became a household name through her long-distance solo fl ights, including the fi rst solo fl ight over the North Pole.

Straight On Till Morning: the Biography of Beryl Markham. M S Lovell. Hutchinson Ltd, London. 1987. 432pp. Illustrated. ISBN 0-09-170580-0.

A detailed biography of the pioneering long-distance fl ier — the fi rst woman to fl y across the Atlantic Ocean from East-West — and bush pilot whose experiences were recounted in the classic aviation memoir West With the Night.

Stormy Genius: the Life of Aviation’s Maverick Bill Lear. R Rashke. Houghton Miffl in Company, Boston. 1985. 409pp. Illustrated. ISBN 0-395-35372-6.

Lindbergh: His Story in Pictures. F T Miller. Arno Press, New York. 1980. 319pp. Illustrated. ISBN 0-405-12195-4.

A compilation of over 300 photographs form a pictorial biography of the life of the world-famous aviator Charles Lindbergh. Originally published by G P Putnam in 1929.

Ride on the Wind. F Chichester. Arno Press, New York. 1980. 286pp. Illustrated. ISBN 0-405-12152-0.

Originally published by Harcourt, Brace and Company in 1937, a facsimile edition of Francis Chichester’s vividly related memoirs of his long-distance fl ight from Sydney to Katsura in Japan where he crash-landed during a round-the-world fl ight attempt.

NAVIGATION

2013-2028 Global Air Navigation Plan. ICAO Doc 9750. International Civil Aviation Organization, 999 University Street, Montreal, Quebec, Canada, H3C 5H7. 2013. 125pp. Illustrated. ISBN 978-92-9249-365-3.

Manual on Air Navigation Services Economics. ICAO Doc 9161 — First edition. International Civil Aviation Organization, 999 University Street, Montreal, Quebec, Canada, H3C 5H7. 2013. Irregular pagination. ISBN 978-92-9249-312-7.

SAFETY

2014-2016 Global Aviation Safety Plan. ICAO Doc 10004. International Civil Aviation Organization, 999 University Street, Montreal, Quebec, Canada, H3C 5H7. 2013. 76pp. Illustrated. ISBN 978-92-9249-355-4.

Manual on Assistance to Aircraft Accident Victims and their Families. ICAO Doc 9973. International Civil Aviation Organization, 999 University Street, Montreal, Quebec, Canada, H3C 5H7. 2013. Irregular pagination. ISBN 978-92-9249-328-8.

SERVICE AVIATION

Billy Mitchell’s War with the Navy: the Interwar Rivalry over Air Power. T Wildenberg. Naval Institute Press, 291 Wood Road, Annapolis, MD 21402, USA. 2013. Distributed by Eurospan Group, 3 Henrietta Street, London WC2E 8LU, UK. 288pp. Illustrated. £25.95. ISBN 978-0-87021-038-9.

Achtung! Swordfi sh!: Merchant Aircraft Carriers. S Brand. Propagator Press, 38 Parkside Road, Leeds LS6 4NB, UK (www.propagatorpress.co.uk). 2011. 220pp. Illustrated. ISBN 978-1-908037-10-7.

The author vividly recalls in this memoirs his experiences fl ying the Fairey Swordfi sh on U-Boat patrol during the WW2 Battle of the Atlantic campaign.

Bomber Country: the Lost Airmen of World War Two. D Swift. Hamish Hamilton, London, UK. 2010. 268pp. Illustrated. ISBN 978-0-241-14417-6.

The author traces the development of aviation poetry (composed by Cecil Day Lewis, Randall Jarrell, John Pudney, Mervyn Peake and others) that was produced in response to the major bombing campaigns of WW2 and the effect they had on civilians.

Bomber Command. M Hastings. Michael Joseph Limited, London, UK. 1979. 411pp. Illustrated. ISBN 0-7181-1603-8.

Focusing on 10, 50, 76, 82 and 97 Squadrons, this is a study of the air operations of Bomber Command and their effectiveness during WW2, including the development of area bombing and the major role played by Sir Arthur ‘Bomber’ Harris.

The Most Dangerous Enemy: a History of the Battle of Britain. S Bungay. Aurum Press Ltd, London, UK. 2000. 508pp. Illustrated. ISBN 1-85410-721-6.

A very detailed revisionist history of the air operations of the Battle of Britain and how it encapsulated the competing development of aircraft technology in Britain and Germany leading up to the outbreak of WW2.

Doodlebugs and Rockets: the Battle of the Flying Bombs. B Ogley. Froglets Publications, Westerham, 1995. 208pp. Illustrated. ISBN 1-872337-21-X.

Incorporating numerous contemporary photographs and personal recollections, this is a detailed history of the V-1 and V-2 attacks on England during WW2.

STRUCTURES AND MATERIALS

Smart Structures Theory. I Chopra and J Sirohi. Cambridge University Press, The Edinburgh Building, Cambridge CB2 8RU, UK. 2014. 905pp. Illustrated. £85. ISBN 978-0-521-86657-6.

TRAINING

Working in Engineering: a Practical Guide to Engineering Careers for Graduates. T Price and S Reissner-Roubicek. Trotman Education, Crimson Publishing Ltd, The Tramshed, Walcot Street, Bath BA1 5BB, UK. 2014. 265pp. £14.99. ISBN 978-1-906041-99-1.

BOOKS

Library Additions

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


Afterburner

Society News


Aircraft Company PublicationsThe National Aerospace Library at Farnborough holds an extensive collection of aircraft company publications (brochures, reports, manuals and journals) which have been donated over the decades, mainly by individuals who either worked for, or did business, with those companies.

The Librarians wish to acknowledge the latest additions to its holdings as detailed below which have been catalogued from the collections of Frank Henry Robertson AFRAeS (1912-1995) [presented by his son Malcolm Robertson CEng FRAeS] and Michael F Eacock (1928-2013) [presented by his sons Roger, Michael and Graham Eacock].

These publications are often a unique source of information and record of the evolution of that particular company’s products (including numerous unbuilt aircraft project designs), for the National Aerospace Library’s evolving collection being of particular importance as a historical record as the postwar rationalisation of the aircraft industry led to numerous aerospace company archives being broken up or disposed of.

NATIONAL AEROSPACE LIBRARY

Phillips & Powis Aircraft (Reading) Ltd/Miles Aircraft Limited

Report on Design, Construction and Testing of Small Aircraft Designed on Miles X Principle. F H Robertson. Phillips & Powis Aircraft (Reading) Ltd, Reading. 1941. 14pp + 55pp of diagrams/plates. Illustrated.

X7 — Report on Preliminary Design for Large Transport Aeroplane. F H Robertson. Phillips & Powis Aircraft (Reading) Ltd, Reading. 1942. 15pp. Illustrated.

Describes eight-engined aircraft project design of transatlantic range.

Preliminary Design Specifi cation Miles X9. Phillips & Powis Aircraft (Reading) Ltd, Reading. c.1942.

Describes the Miles X.9 all-metal laminar fl ow long-range transport aircraft project design. Includes a number of detailed line arrangement diagrams and sectional views.

M.19 Mk.II — Report on Conversion from Day Trainer to Day and Night Trainer for RAF.

F H Robertson. Phillips & Powis Aircraft (Reading) Ltd, Reading. 1942.

HL18: Report on Design and Construction of Special M.18 with High-Lift Wings for the RAE. Phillips & Powis Aircraft Ltd, Reading. 1942.

Includes Royal Aircraft Establishment RAE Aero Report 1760 ‘Wind Tunnel Tests on the Experimental High Lift M.18’ (R Hills, E C Brown, M A Morrison and H V Becker) June 1942.

‘High Lift’ — M.18 — JN.703 (Cirrus Major). P. & P. 18/14. Phillips & Powis Aircraft Ltd, Reading. 1943. 14pp.

A.28 — Report on Conversion of M.28 I Aircraft to AOP Machine (M.38/28). F H Robertson. Phillips & Powis Aircraft (Reading) Ltd, Reading. 1943. 36pp + 16 pull-out diagrams. Illustrated.

Includes Aeroplane and Armament Experimental Establishment Report No. A&AEE 802 on the Phillips & Powis M.38/28.

T.18 — Report on Design of Tricycle Undercarriage Conversion Set for M.18

Aircraft. F H Robertson. Phillips & Powis Aircraft (Reading) Ltd, Reading. 1943. 3pp + 4 pull-out diagrams. Illustrated.

Report on Preliminary Design Specifi cation for M.26 (X.11) Transport. Miles Aircraft Limited, Reading. 1945.

R.T. — Report on Preliminary Design for Glider Tug. F H Robertson. Miles Aircraft Limited, Reading. 1945. 9pp. Illustrated.

The HDM.106 Light Transport Aircraft: Two Lycoming GO-480 or GSO-480B Engines 8,000 LB AUW (Provisional Specifi cation). H D et M (Aviation) Ltd, F G Miles Ltd and Avions Hurel-Dubois, Shoreham. May 1957. 23pp. Illustrated.

A development of the HDM.105 Experimental Aerovan, describes short-haul freighter concept, including general dimensions, internal layout arrangements and estimated performance graphs.

Saunders-Roe Limited

Saunders-Roe Limited SR-A1/P.121 and their variants dimensions/weight estimate/performance estimate. Saunders-Roe Limited. c.1946. 30pp. Illustrated.

Describes the P.121.00.3/P.121.00.5 (a)/P.121.00.5 (b) variants and includes line arrangement diagrams.

Design Study of a Reconnaissance Flying-Boat for Tender to MOS Specifi cation R2/48

(‘Secret’). Saunders-Roe Limited. March 1949. 141pp. Illustrated.

Describes in detail the Saunders-Roe P.104 project, including the aircraft’s aerodynamic design, estimated weight/performance, production breakdown, structural strength and stiffness.

Addendum No.1 (As requested by MOS letter Ref.6/aircraft/3120/CB9(b)) to Design Study of a Reconnaissance Flying-Boat for Tender to MOS Specifi cation R2/48 (‘Secret’). Saunders-Roe Limited. June 1949. 47pp + blueprint arrangement diagram. Illustrated.

Describes the Saunders-Roe P.104 project.

Saunders-Roe Duchess. Saunders-Roe Limited. c.1950. 14pp. Illustrated.

Includes technical details of hull characteristics, beaching gear, performance, operating costs and other data/dimensions.

Preliminary Report on Design Study of a Small Twin-Engined Helicopter. F H Robertson. Saunders-Roe Ltd, East Cowes. August 1951. 14pp. Illustrated.

Includes line arrangement diagrams, weight breakdown and performance graphs of the P.500 project design intended to be larger than the Skeeter.

Design Study of a Naval Two-Seat All-Weather Fighter Landplane for Tender to MOS Specifi cation N.114.T (‘Secret’). Saunders-Roe Limited. July 1951. 145pp. Illustrated.

Describes in detail the Saunders-Roe P.148 project, including the aircraft’s aerodynamic design, estimated weight/performance, production breakdown, structural strength and stiffness.

Design Study of a Single-Seat Interceptor Fighter having Variable Wing Sweep to MOS Specifi cation ER.110.T. Saunders-Roe Limited. November 1951. 103pp + 3 blueprint arrangement diagrams. Illustrated.

Describes in detail the Saunders-Roe P.149 project, including the aircraft’s aerodynamic design, estimated weight/performance, production breakdown, structural strength and stiffness. Concludes with an analysis of the advantages and disadvantages of variable sweep in comparison with fi xed wing designs.

Saunders-Roe Princess: Compilation of dimensions/weight estimates/range and take-off performance summary and various photographs. Saunders-Roe Limited. c.1952. 7pp + photographs.

Notes on Visit to USA in Connection with Helicopters and Seaplanes during March, April and May 1952 (‘Guard — Secret’). F H Robertson. Saunders-Roe Limited. 1952.

Illustrated throughout by numerous photographs, this report reviews the latest designs of Hiller Helicopters, Hughes Aircraft Company, Los Angeles Airways, McMulloch Motors Corp, American

The Miles X7 could carry up to 500 troops over short ranges. RAeS (NAL).

Afterburner

49MAY 2014i fFind us on Twitter Find us on LinkedIn Find us on Facebook www.aerosociety.com

The New Basic Trainer — Structural Analysis of the Percival Prentice: Simplicity, Inherent Strength and Ease of Production are Keynotes of Design. Reprinted from Flight 18 December 1947.

Includes cutaway and other sectional diagrams.

The History of Percival Aircraft Ltd. Reprinted from The Aeroplane Spotter Vol IX No. 206 7 February 1948.

Concludes with detailed Percival Type Number list.

Manufacturing the Percival Prentice: an Account by the Technical Editor of the Production of the New All-Metal Basic Trainer for the Royal Air Force. Extract from Aircraft Engineering May 1948. J H Stevens. pp 137-147. Illustrated.

Aerial Survey from Camera to Map: the Comprehensive Service of Hunting AeroSurveys Ltd. Supplement to the Hunting Aviation Review. c.1948. 8pp. Illustrated.

The Percival Prince: Britain’s 8-10 Passenger Air Liner. Percival Aircraft Limited. September 1948. 4pp.

The Percival P.56 (Provost): Design Analysis of the New Basic Trainer Adopted for the Royal Air Force. Reprinted from Flight 4 May 1951.

Includes cutaway and other sectional diagrams.

The Percival “Provost” New Basic Trainer for the Royal Air Force. Reprinted from The Aeroplane 4 May 1951.

Includes cutaway diagram

Helicopter Co, Rotorcraft Corp, Cessna Aircraft Company, McDonnell Aircraft Corp, Helicopter Air Service Inc, Doman Helicopters Inc., Sikorsky Aircraft Inc, Kaman Aircraft Corp, Piasecki Helicopter Corp, Kellett Aircraft Corp, Bell Aircraft Corp, Convair Ltd, Grumman Aircraft Engineering Corp and The Glenn L Martin Co. Also summarises visits to the Boeing Airplane Co, United Air Lines Maintenance Base at San Francisco, Fairchild Aircraft Division, Bendix Aviation Corp, the US Bureau of Aeronautics, Naval Experimental Station at Patuxent, NACA Langley Field and Wright Field at Dayton, Ohio.

Some Notes on the Operational Advantages of a Flying Boat as an Anti-Submarine Reconnaissance Aircraft (‘Secret’). Saunders-Roe Limited. July 1953. 83pp. Illustrated.

Percival Aircraft Limited/Hunting Aircraft Ltd/British Aircraft Corporation (BAC)

Percival Prentice: a New Basic Trainer to AM Specifi cation T23/43. Percival Aircraft Limited. c.1946. 9pp. Illustrated.

The Percival Prentice Basic Trainer: in Production for the Royal Air Force. The Principles which led to its adoption as the modern Basic Trainer. Percival Aircraft Limited. c.1947. 4pp.

Includes review of military fl ying training policy and techniques.

Flight 26 March 1954. pp 365-371.

Includes sectional diagrams of the aircraft’s cockpit, interior arrangements and cutaway by John Marsden.

Hunting Percival P.105 Helicopter. Hunting Percival Aircraft Limited. August 1955.

Describes the rotor-generator unit, dimensions, performance, payload and the helicopter’s potential use as an aerial crane.

Napier’s Oryx Gas Generator and Helicopters by Hunting Percival. Reprinted from The Aeroplane. 5 August 1955. D Napier and Son Limited, Luton. 12pp. Illustrated.

Includes cutaway diagrams of the Napier Oryx N.Or.I 750ghp Gas Generator and the Hunting Percival P.105 helicopter project powered by the Napier Oryx N.Or.4 825 gas horse-power generator.

Agricultural Aircraft Studies. Hunting Aircraft Limited. British Aircraft Corporation Ltd, Luton. September 1961. 37pp. Illustrated.

Describes the Hunting H.137/H.137R/H.142 project designs, their economics and loading sequences.

H145 Jet Trainer. P/51/W-3. British Aircraft Corporation — Hunting Aircraft Ltd, Luton. c.1962.

H145 Jet Trainer. TSL 033. British Aircraft Corporation — Hunting Aircraft Ltd, Luton.c.1963. 33pp. Illustrated.

A development of the Jet Provost T.Mk.4, this brochure presented basic performance data (including rate of climb, stalling speeds and landing distances), range, nose

compartment equipment, fatigue life, weight breakdown and armament.

H145 Jet Trainer: South African Air Force. TSL052. British Aircraft Corporation, Luton. April 1964. 38pp. Illustrated.

H.145 Jet Trainer Engineering Appraisal. TSL053. British Aircraft Corporation (Operating) Ltd, Luton. October 1964. Irregular pagination. Illustrated.

H145 Jet Trainer Viper 20: RAAF. TSL061. British Aircraft Corporation (Operating) Ltd, Luton. October 1964. 67pp. Illustrated.

BAC.145 Jet Trainer. 145/1/RB. British Aircraft Corporation, London. January 1965. 50pp. Illustrated.

Describes the aircraft’s dimensions, range, fl ight envelope (including stalling speeds and landing distances), typical training sortie, cockpit, armament, structure, fatigue life and other data.

BAC 164 Viper 20 Mk 522: Royal Malaysian Air Force. TSL074. British Aircraft Corporation (Operating) Ltd, Luton. February 1965. 50pp. Illustrated.

Describes the aircraft’s dimensions, range, performance, fl ight envelope (including stalling speeds and landing distances), typical training sortie, cockpit, armament, stores, weapon loads, fatigue life and other data.

BAC 167 Viper 20 Mk 522: Royal Malaysian Air Force. TSL073. British Aircraft Corporation (Operating) Ltd, Luton. February 1965. 56pp. Illustrated.

by J H Clark of Percival P.56.

Percival Provost in the Air: Flying Experience with the RAF’s Latest Trainer. Reprinted from Flight 14 September 1951.

Includes performance data for the P.56 Mk.1/Mk.2 and cockpit arrangement diagram.

The Percival “Provost” Basic Trainer: in quantity production for the Royal Air Force. Percival Aircraft Limited. October 1951. 8pp. Illustrated.

A Proven Combination. Reprinted from The Aeroplane 25 January 1952. 6pp. Illustrated.

Describes the evolution of the Percival P.50 Prince and its variants including the Sea Prince TMk1. Includes a number of sectional diagrams.

Percival Pembroke: High-Wing Versatility — Design and Construction of a “Prince-plus”. Extract from

The Saunders-Roe P104 was designed to Spec R2/48 for a reconnaissance and anti-submarine fl ying boat.RAeS (NAL).

Percival Prentice T1, VR190. RAeS (NAL).

50

Society News


Developed from the BAC 145, describes the aircraft’s aerodynamic data, range, weight breakdown, fl ight envelope (including stalling speeds and landing distances), stores, weapon loads, fatigue life, cabin pressurisation systems and other data. Evolved into the Strikemaster.

BAC 167 Jet Trainer Viper 20. TSL081. British Aircraft Corporation (Operating) Ltd, Luton. May 1965. 60pp. Illustrated.

BAC 167 Jet Trainer Viper 20: Royal Saudi Air Force. TSL092. British Aircraft Corporation (Operating) Ltd, Luton. October 1965. 50pp. Illustrated.

Shorts

Various Possible approaches to the Design of a Two Seater Helicopter. S.P.H.100/1. F Robertson. Short Brothers and Harland Limited, Belfast. February 1953. 64pp. Illustrated.

Compares various contemporary hub driven/tip driven helicopters and the potential for ramjet and pulse jet propulsion, incorporating design analyses of the Hiller Hornet, American Helicopter XH26, McDonnell 79A, Sud Ouest So1120 Aeriel III, Bell 47, Saro Skeeter and the Hafner AR III gyroplane.

Design for an Ultra Light Weight Helicopter Tendered to Specifi cation H.R.144T (R.D.T.2 Ref: 7/Aircraft/11791). SPH.100/4. Short Brothers and Harland Limited, Belfast. December 1953. 55pp. Illustrated.

Includes a number of sectional diagrams of the

Handley Page Hermes 1/2/4, Bristol Brabazon Britannia 100/250/300/310, Saunders-Roe Princess, Short ‘C’ Class Empire fl ying boats/G-Class/Sandringham/Shetland, Armstrong Whitworth Apollo/Ensign, Airspeed Ambassador, Vickers Viscount, de Havilland Comet 1/1a/2/3/4, comparing them to the Lockheed Constellation, Douglas DC-3/DC-4/DC-6/DC-8, Sikorsky S.42, Boeing 314A/Stratocruiser and Convair 240/340/440.

Light and Executive Aircraft and their Future Prospects in the United Kingdom: Lecture delivered to the Royal Aeronautical Society — Christchurch Branch 12 December 1962. F H Robertson. 67pp. Illustrated.

The Robertson “Rotacoupe”. F H Robertson. c.1965. 23pp. Illustrated.

Describes a two-seat autogiro design powered by a 210hp piston engine and fi xed pitch propeller.

Autorotating Wings — Theory, History and Future Possibilities: Short Brothers Commemorative Lecture delivered to the Royal Aeronautical Society — Belfast Branch 1966. F H Robertson. 79pp. Illustrated.

Lycoming T53-L-15 engine installation, air conditioning/hydraulic/electrical/fuel systems, operating costs).

Proposal for a programme of work aimed at securing for Shorts a position in the world market for Rotary-Winged Aircraft, particularly in the private sector. PD.66/1. Short Brothers and Harland Limited, Belfast. September 1967. 47pp. Illustrated.

Includes as appendices descriptions of the F H Robertson ‘Rotacoupe’, the McCandless single-seat gyroplane, Short PD66.00.11 4-5 seat autogiro design, Short PD59 Rotobus (a 29-seat autogiro design with fuselage accommodation identical to the PD80) and a report on autogiros compiled by Arthur D Little for Shorts.

Other Papers

2-Seat Glider Type R.11. F H Robertson. Robertson Aircraft, Isle of Wight. 1947. Irregular pagination.

British Civil Transports: a History — an Inquest — and a Plan (‘Confi dential’). F Robertson. September 1956.

A detailed analysis of the comparative performance of the Avro York/Tudor 1/2/4,

PD65 jet-powered design considered as a replacement for the DC-3 (including general arrangement diagrams, aerodynamics, wing/fuselage structure, performance, passenger accomodation, fl ap system, air conditioning/hydraulic/fuel systems, operating costs).

Report on the Preliminary Design of a 29 Seat/3 Ton Feeder Line Aircraft. PD.80/2. Short Brothers and Harland Limited, Belfast. October 1967. 44pp. Illustrated.

Describes the Shorts PD80 low-wing turboprop design (including general arrangement diagrams, aerodynamics, aerofoil geometry, wing/fuselage structure, performance, passenger accomodation, slotted Fowler fl ap system,

helicopter’s rotor hub, gearbox, main rotor blade, tail rotor and engine installation.

Preliminary Report on Design Study of VTOL Strike Aircraft to GOR.339. PD.17/2. Short Brothers and Harland Limited, Belfast. April 1958. 65pp. Illustrated.

Describes the Shorts PD17 jet-lift aircraft design developed from an English Electric concept.

Preliminary Report on Design Study of General Purpose VTOL/STOL Lightweight Strike/Fighter. PD.25/4. Short Brothers and Harland Limited, Belfast. June 1958. 14pp. Illustrated.

Describes the Shorts PD25/4 single-seat delta-winged fi ghter design which was to be powered by eight Rolls-Royce RB108 engines mounted amidships to provide vertical lift and a Bristol Orpheus 12R mounted in the rear of the fuselage to provide horizontal thrust.

Report on the Design of the Short Skyvan Light General Purpose Transport Aeroplane. PD.36/3. Short Brothers and Harland Limited — Light Aircraft Division, Belfast. February 1961. 104pp. Illustrated.

Describes the Shorts SC7 Skyvan and records the design philosophy which led to the decision to proceed with the project.

Report on the Preliminary Design of a 40 Seat/4 Ton Feeder Line Aircraft. PD.65/4. Short Brothers and Harland Limited, Belfast. February 1966. 54pp. Illustrated.

Describes the Shorts

Short PD25/4 V/STOL light strike/fi ghter. RAeS (NAL).

Short PD17/2 a fully VTOL tactical strike bomber designed to Spec GOR339 (as was TSR2). RAeS (NAL).

For enquiries regarding this material please contact the librarians at the National Aerospace Library:T +44 (0)1252 701038 or 701060; E [email protected]

MAY 2014 51

Society News


SIR ARTHUR MARSHALL LECTURE

The Howard Theatre at Downing College Cambridge was fi lled to capacity for the 14th Sir Arthur Marshall Lecture, the Cambridge Branch annual prestige event, was held on Thursday 13 February 2014. The Society Past President, Phil Boyle, gave the opening address and introduced the speaker, Air Vice-Marshal Malcolm Brecht, who presented a most authoritative insight on ‘The F-35 Lightning II Programme’. As Chief of Staff Capability at Headquarters Air Command, the introduction into service of this fi fth-generation combat air system is one of his major responsibilities. He described how each of the previous generations of combat aircraft had introduced a step change in capability, explaining how the combination of stealth technology, a variety of sensors, communication links and weapons options can make the most effective contri-bution to the intelligence, surveillance and targeting requirements of the services. As the sole non-US ‘Level 1’ partner among the many nations collaborating in the programme, the UK has a most important part to play in the exciting technologies and capabilities being developed, with a signifi cant input to the requirements and the involvement of industry. He emphasised the fl exibility of the F-35 and how

it might integrate with a variety of future scenarios involving both land and carrier-borne operations in all weathers. He concluded by expressing his delight at seeing in the audience cadets of No 104 (City of Cambridge) Squadron Air Training Corps, who had provided a Guard of Honour for the event, telling them that they were of the generation that would fi ll the cockpits of the Lightning II.

The closing address was given by the Branch President, Air Marshal Philip Sturley, who thanked the speaker for his comprehensive briefi ng and welcomed the new generation of manned combat aircraft that would take its place in providing future air capability.

Mike GregoryMRAeS

F-35 Lightning II From left: Prof Dame Ann Dowling, AM Philip Sturley, Sir Michael Marshall, AVM Malcolm Brecht, Phil Boyle, Martin Broadhurst and Robert Marshall. Phil Mynott.

As the sole non-US ‘Level 1’ partner among the many nations collaborating in the programme, the UK has a most important part to play in the exciting technologies and capabilities being developed

TEMPLER LECTURE

On 18 February 2014, Chris Clarkson, Engineering Director, Defence Information, Training and Services, BAE Systems gave the 17th Templer Lecture of the Farnborough Branch. In the presence of Jenny Body, Society President, Air Cdre Bill Tyack, President-Elect, other distinguished guests and an audience of 130, Mr Clarkson gave a comprehensive overview of the company’s unmanned aircraft development work from the initial technology programmes in the late 1990s to the Taranis and Mantis fl ight vehicles of 2013/2014. He outlined the key technologies involved and placed particular emphasis on how the use of rapid prototyping techniques greatly reduced the time and cost of getting each individual project from initial concept to the fl ight test vehicle. He concluded by looking at the future potential offered by unmanned aircraft systems and how they could be integrated

with conventional manned systems in controlled airspace, not just for military applications, but potentially also in the civil fi eld. Following a lively question and answer session, Sir Donald Spiers, Farnborough Branch President, gave the Vote of Thanks on behalf of the Branch and the Society.

Dr Mike PhilpotCEng FRAeS

BAE Systems UAS Development Programmes

Above: The Jetstream 31 testbed used in the ASTRAEA programme. BAE Systems.

Above right, from left: Tim Cansdale, Branch Chairman; Sir Donald Spiers, Farnborough Branch President and Chris Clarkson after the lecture.

Afterburner


DiaryEVENTS LECTURES

6 MayTraining to Fly the Aircraft of the Shuttleworth CollectionRoger ‘Dodge’ Bailey, Chief Pilot, The Shuttleworth Collection General Aviation Group AGM and Lecture

20 MayThe Future of Weapon Systems Trials — A Case for European Collaboration?Weapon Systems and Technology Group Classifi ed ConferenceBoscombe Down

21 MayRAeS AGM and Annual Banquet

29 MayFlight Test Group Lecture

4 JuneEdwin A Link Lecture: Simulation — Before, During and After Flight TestFlight Simulation Group Named Lecture

9 JuneThe Introduction of the RAF Jet Aircraft: Engineering and Supply IssuesAVM Graham SkinnerHistorical Group Lecture

10-12 JuneRPAS Today — Opportunities and ChallengesUAS Group Conference

16 JuneSpace Group Lecture

18 JuneAerospace Golf Day

2 JulyNew EU Framework for Consumer Complaints: Time for a New Air Ombusman?Professor Christopher HodgesAir Law Lecture and Summer Reception

3-4 JulyTechnology: Friend or Foe? The Introduction of Automation to Offshore OperationsRotorcraft Group Conference

7 JulySopwith LectureSir Brian Burridge, VP Strategic Marketing, FinmeccanicaNamed Lecture

All lectures start at 18.00hrs unless otherwise stated. Conference proceedings are available at www.aerosociety.com/news/proceedings

www.aerosociety/events www.aerosociety/events

CRANWELLTedder Room, Whittle Hall, RAF Cranwell. 7 pm.12 May — Branch AGM followed by RAF UAVs. Wg Cdr Andy Tait.2 June — Op Taxable.7 July — Flying the Phantom F-4 with 892NAS/HMS Ark Royal. Andy Lister-Tomlinson.

DERBYNightingale Hall, Moor Lane, Derby. 5.30 pm. Chris Sheaf, T +44 (0)1332 249474.7 May — Sir Henry Royce Lecture. Future challenges of the aerospace business. Dr Tom Enders, CEO, Airbus Group. Learning and Career Development Centre, Rolls-Royce, Wilmore Road, Derby. 6 pm.27 May — The Dambusters raid. David Keen, RAF Museum Hendon.

FARNBOROUGHPark Centre, BAE Systems, Farnborough. 7.30 pm. Dr Mike Philpot, T +44 (0)1252 614618.13 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 lift and shift in the battlefi eld. Andrew Horier, Lockheed Martin UK, and Dr Richard Markiewicz, Dstl.

GATWICKConference 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 1150.14 May — Branch AGM followed by What comes fi rst — the aeroplane or

the simulator? Thriving and surviving through technical innovation. Dr David White, L-3 Link.

GLOUCESTER AND CHELTENHAMMessier-Bugatti-Dowty, Restaurant Conference Room, off Down Hatherley Lane. 7.30 pm. Peter Smith, T +44 (0)1452 857205.20 May — Alex Henshaw Sigh for a Merlin. Tony Edwards.

HAMBURGHochschule für Angewandte Wissenschaften Hamburg, Berliner Tor 5 (Neubau), Hörsaal 01.12, 20099 Hamburg. 6 pm. Richard Sanderson, T +49 (0)4167 92012.22 May — X-Planes of Europe — secret research aircraft from the golden age 1947-1967. Tony Buttler. Joint lecture with DGLR and VDI.5 June — Multicopters — a practical view on unmanned aerial vehicles. Jon Verbeke, Lecturer, KU Leuven University, Belgium. Joint lecture with DGLR and VDI.1 July — Inaugural Gerhard Sedlmayr Lecture. Pioneer aviator and his commitment to safety and rescue. Andreas Sedlmayr, Managing Director, Autofl ug GmbH. Airbus Conference Center (ACC), Kreetslag 10, 21129 Hamburg. 6.30 pm.

HIGHLANDThe Gallery, Elgin Library. 7.30 pm. Alex Gray, T +44 (0)1224 319464.14 May — The Hubble Space Telescope. Chris Straddling.18 June — Space talk. Dr Robin Catchpole.

ADELAIDE6 May — Inventing the Joint Strike Fighter. Dr Paul Bevilaqua, former Chief Engineer, Lockheed Martin Skunk Works. AIAA National Lecture Tour.

BIRMINGHAM, WOLVERHAMPTON AND COSFORDRAF Museum Cosford. 7 pm. Chris Hughs, T +44 (0)1902 844523.15 May — Branch AGM (6.15 pm) followed by HMS Queen Elizabeth — The UK’s supercarrier. Capt Simon Petitt and Cdr Andrew Blackburn, RN.19 June — Autonomous unmanned air systems in civil airspace. Pauli Markannen, ASTRAEA Programme, Rolls-Royce.

BRISTOLPugsley Lecture Theatre, Queens Building, University of Bristol. 6.30 pm. Alessandra Badino, T +44 (0)751 529 7787.14 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.

CAMBRIDGELecture Theatre ‘O’ of the Cambridge University Engineering Department, Trumpington Street, Cambridge. 7.30 pm. Jin-Hyun Yu, T +44 (0)1223 373129.8 May — Queen Elizabeth class aircraft carriers. David Downs, ACA Engineering Director.

CANBERRAMilitary Theatre ADFA. 6 pm. Jon Pike, E [email protected] May — Inventing the Joint Strike Fighter. Dr Paul Bevilaqua, former Chief Engineer, Lockheed Martin Skunk Works. AIAA National Lecture Tour. Copland Lecture Theatre ANU. 6 pm.13 May — CAC Boomerang restoration. Jim Whalley.10 June — Operating the Gloster Meteor. Air Cdre Alan Clements.

CHESTERThe Auditorium, Customer Support Building, Airbus UK, Chester Road, Broughton. 7.30 pm. Keith Housely, T +44 (0)151 336 1805.7 May — Branch AGM followed by I tell my story. Short talks by Chester Branch members.

52

4-5 JuneKeeping Flight Simulators Current and CapableFlight Simulation Group Conference

CA

E

The Hubble Space Telescope following release by the Space Shuttle Atlantis after Servicing Mission 4 in May 2009. Hubble will be discussed by Chris Straddling at the Highland Branch on 14 May. NASA.

53MAY 2014

MEDWAYStaff Restaurant, BAE Systems, Airport Works, Marconi Way, Rochester, Kent. 7 pm. Robin Heaps, T +44 (0)1634 377973.21 May — Branch AGM followed by Britain’s Air Defences in World War 1. Roger Smith, Curator, Stow Maries Aerodrome.

MELBOURNE12 May — Inventing the Joint Strike Fighter. Dr Paul Bevilaqua, former Chief Engineer, Lockheed Martin Skunk Works. AIAA National Lecture Tour.

OXFORDThe Magdalen Centre, Oxford Science Park, Oxford. 7 pm. Nigel Randell, [email protected] May — Branch AGM followed by Bloodhound SSC. Viv Cowley, Senior Lead of the Build Team.15 July — Talking to the Taliban. Gp Capt Mark Manwaring.

PRESTONPersonnel and Conference Centre, BAE Systems, Warton. 7.30 pm. Alan Matthews, T +44 (0)1995 61470.14 May — First Flight Anniversaries Film Night.11 June — History of the Hawk. John Newton, Head of UK Hawk & T-45 Engineering, BAE Systems, Brough.

QUEENSLAND8 May — Inventing the Joint Strike Fighter. Dr Paul Bevilaqua, former Chief Engineer, Lockheed Martin Skunk Works. AIAA National Lecture Tour.

SHEFFIELDKnowledge Transfer Centre, University of Sheffi eld, Brunel Way, Catcliffe, Rotherham. 7 pm.27 May — Understanding GPS without mathematics. Prof Dave Allerton. St George’s Church Lecture Theatre, University of Sheffi eld, 17 Mappin Street, Sheffi eld.24 June — Airbus: How Europe nearly missed the ‘bus’. Prof Keith Hayward, RAeS Head of Research.

SOLENTSolent Sky Museum. 7 pm. Andy Rankine, T +44 (0)7752 012849.28 May — Branch AGM followed by lecture by Clive Rustin.

SOUTHENDThe Royal Naval Association, 79 East Street, Southend-on-

Sea. 8 pm. Sean Corr, T +44 (0)20 7788 0566.13 May — Ernest Dove Lecture. Cutting edge — the hybrid Sabre spaceplane engine. Roger Longstaff, Skylon Project Manager.

STEVENAGEThe Lunch Pad Restaurant, Airbus Defence and Space, Gunnels Wood Road, Stevenage. Matt Cappell, E [email protected] May — Branch AGM followed by Practical rocket engineering: taking a hobby to the extreme. Dr Russ Strand.

SWINDONThe 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 fi ve 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 136609.7 May — Base visit to Boscombe Down.

SYDNEYMechanical Engineering Lecture Theatre, Mechanical Engineering Building, J07, Darlington Campus, University of Sydney. 5 pm.5 May — Inventing the Joint Strike Fighter. Dr Paul Bevilaqua, former Chief Engineer, Lockheed Martin

Skunk Works. AIAA National Lecture Tour.7 May — Research into applications for robotic aircraft. Salah Sukkarieh, Professor of Robotics and Intelligent Systems, University of Sydney. Followed by a panel discussion at 6.15 pm.

TOULOUSESymposium 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.

YEOVILDallas Conference Room 1A, AgustaWestland, Yeovil. 6 pm. David McCallum, E [email protected] May — Branch AGM followed by Aerospace 2050. Prof Graham Roe, former Head of Strategy, BAe Systems.19 June — From Lysander to Lightning: Teddy Petter, Aircraft Designer — book launch. Glyn Davies.

YEOVILTONNuffi eld Bar, Little Yeovilton, RNAS Yeovilton. 6 pm.27 May — F-35 Lightning II. Cdre R Thompson.24 June — Airfi x models. Simon Owen.

An artist’s impression of a Queen Elizabeth Class carrier. The UK’s programme for two new carriers will be described at Cambridge by David Downs on 8 May and at Cosford by Capt Simon Petitt and Cdr Andrew Blackburn on 15 May. Aircraft Carrier Alliance.


On 1 December 1783 the largest recorded gathering of people that the world had ever seen up to that time — over 400,000 people (half the known population of Paris) — witnessed the fi rst aerial voyage in a hydrogen balloon made by Jacques Alexander César Charles (framer of Charles’ Law relating to the expansion of gases) and Monsieur Ainé Robert.

After a fl ight of more than 20 miles the woven taffeta balloon (27 feet 6 inches in diameter) landed at Nesles, where, unlike previous balloon fl ights, it was not attacked.

The National Aerospace Library holds probably one of the fi nest archives of early ballooning material of its kind in the world. 238 images of 18th and 19th ballooning lithographs and posters, representing a wide selection of its pre-eminent collection, can be viewed via the website

www.aerosociety.com/printsandposters

Did you know?

The triumphant return of the balloon to Paris. RAeS (NAL).

Corporate Partners


Afterburner

NEW PARTNERS EVENTSPlease note: attendance at Corporate Partner Briefi ngs 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 Briefi ngs is at 16.30 hrs.

Wednesday 21 May 2014 / LondonAnnual BanquetSupported by AlixPartners

Wednesday 11 June 2014 / LondonManaging the future pilot shortage Corporate Partner Briefi ng by Mark Searle, Chairman, BALPA

Wednesday 18 June 2014 / Frilford Heath, OxfordshireAerospace Golf Day

Tuesday 1 July 2014 / LondonCorporate Partner Briefi ng by Bernard Gray, Chief of Defence Materiel, Ministry of DefenceSponsored by Boeing UK

www.aerosociety.com/eventsFor further information, please contact Gail WardE [email protected] or T +44 (0)1491 629912

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

PANASONICQuadrant House, 50 Heron Drive, Langley, Slough SL3 8XP, UKT +44 (0)1753 741400W www.panasonic.aeroContactRobert Dick, Executive Director

Panasonic Avionics connects the business and pleasure of fl ying. We design, develop, manufacture, and install customised infl ight entertainment and communications (IFEC) solutions that positively impact the airline’s business, based on their specifi c fl eet, brand, and operations requirements.

We use broadband connectivity to connect an airline’s IFE system to their marketing and maintenance organisations. Our global turnkey support organisation delivers proactive maintenance and repair services that ensure maximum system reliability, availability, and performance. We deliver more than entertainment systems. We deliver business solutions.

KELTIE LLPFleet Place House, 2 Fleet Place, London EC4M 7ET, UKT +44 (0)20 7329 8888W www.keltie.comContactJoe Brannen, Senior Associate

Keltie is a leading partnership of patent and trade mark attorneys. We act globally in all fi elds of technology across the full range of intellectual property (IP) law, with a particular interest in the aeronautical sector.

Our work includes protecting our clients’ IP rights which includes fi ling and securing patents, trade marks and registered designs in the UK, Europe and internationally. We also act on behalf of our clients to oppose IP rights belonging to third parties to further our clients’ interests.More than just a fi ling agency, we also offer consultancy.

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

Contact:Simon LevyCorporate Partner ManagerE [email protected] +44 (0)20 7670 4346

RIGBY GROUP AVIATION22 Bruton Street, London W1J 6QE, UKT +44 (0)845 356 3007W www.rigbygroupplc.comContactJudy Groves, Marketing Director

Rigby Group has evolved — through smart, strategic acquisitions — into a £1·8bn portfolio business which now encompasses fi nance, hotels, aviation, technology and real estate.

With two generations of the Rigby family at the helm, Rigby Group has built a distinguished reputation as both an investor and business operator; renowned for its independent thinking, seamless execution and a peerless approach to acquiring and nurturing businesses.

Within the aviation sector, Rigby Group has two principal areas of interest covering regional airports and helicopters. Regional & City Airports Management (RCAM) is a specialist airport management company which is focused on operating airports which accommodate up to three million passengers a year, cargo, freight, corporate and general aviation. As well as owning and operating Exeter and Coventry Airports, RCAM also manages Blackpool and City of Derry airports.

British International Helicopters (BIH) is the UK’s largest domestically-owned helicopter operator and the only British-owned company in the offshore sector operating in the UK.

55MAY 2014

Obituaries


DR ASSAD KOTAITEFRAeS1924–2014

Assad Kotaite was born in Hasbaya, Lebanon, on 6 November 1924. He graduated from the French University of Beirut (1948) and received a Doctor of Law from the University of Paris (1952), continuing his studies at the University’s Institut des hautes études internationales, and the Academy of International Law, The Hague.

His aviation career began as Chief of Legal Services, International Agreements and External Relations, Lebanese Directorate of Civil Aviation (1953-1956). He was a member of the Legal Committee of the International Civil Aviation Organi-zation (ICAO), the specialised agency of the United

A full obituary for Dr Kotaite may be found on the Society’s website at: www.aerosociety.com/News/Society-News/2071/Obituary-Dr-Assad-Kotaite

Nations for international civil aviation. He served as Representative of Lebanon on the Council of ICAO (1956-1962), then Chief of Administrative Services for the Lebanese Directorate-General of Transport (1963-1964), and subsequently reappointed as Representative on the ICAO Council (1965-1970).

In 1970, he was appointed as the fi fth Secre-tary-General of ICAO, remaining in this position until becoming the third President of the Council of ICAO in 1976, in which position he served 11 consecutive mandates. He was also President of the International Court of Aviation and Space since 1995.

He retired on 31 July 2006, bringing an illustrious 53-year career in public service to a close.Donald L Van Dyke FRAeSChairman, Montreal Branch

CHARLES THOMAS DENNEHY ‘SOX’ HOSEGOODFRAeS1921–2014

Charles Thomas Dennehy Hosegood, affectionately known as ‘Sox’, is remembered particularly as an outstanding helicopter test pilot.

He joined the Fleet Air Arm from school in 1939, fl ying Fairey Seafoxes off HMS Alacantra, on convoy protection duties. One night the ship was torpedoed and Sox was rescued by an accompany-ing frigate.

He converted to helicopters on the Sikorsky R4 and became the Navy helicopter test pilot at AFEE, Beaulieu.

He joined the Bristol Aeroplane Company in 1948, later becoming Chief Test Pilot of the Helicopter Division.

A full obituary for Sox may be found on the Society’s website at:www.aerosociety.com/News/Society-News/2075/Obituary-Charles-Thomas-Den-nehy-Sox-Hosegood

Sox was responsible for fl ying the later marks of the Sycamore and the tandem-rotor types 173 and 192 Belvedere.

He set up several records with the Belvedere including time between London-Paris-London.

Westland acquired Bristol Helicopters and closed the site in 1963. Sox, along with the majority of the innovative and successful Bristol team, found employment at other UK or overseas companies.

Sox joined the South-western Electricity Board to set up its helicopter unit for powerline inspection duties. He remained in that post until his retirement 20 years later.

He died, aged 93, on 17 February. Sox had married Jane Jacob in 1950 and leaves her, their sons Nigel and Ian, and three grandchildren.Prof Reg Austin CEng FRAeS

SAMUEL WILLIAM (BILL) CRAIGIEOBE CEng MIMechE FRAeS1922–2013

Born on 22 October 1922 in Greenwich, London, Bill was the eldest of four children. Bill’s fi rst professional position was with Siemens in Woolwich. However, he soon moved on to Marconi at Crystal Palace where his father was already working.

Bill was involved in the design and production of early radar systems and was therefore in a reserved occupation. Nevertheless, he joined the Home Guard.

At the end of the war he moved to Aviation Developments where he designed things. Still in use today, the well-known-in-the-trade Avdel sheet grip-per is one of Bill’s designs.

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

Bill moved to ML Aviation at White Waltham Aer-odrome in 1949 and became based in Maidenhead until his retirement in 1986, helping to design and promote a whole range of differing aircraft handling and on-board equipment. As Project Engineer, he led the design team that produced a system that, for the fi rst time, would safely eject a black box recorder from an aircraft wreck submerged in water. He trav-elled widely promoting sales of ML airborne weapons release equipment of which he was Chief Designer. Five patents exist under his name, and it was chiefl y the success in overseas sales of these products which led, in 1977, to the award of an OBE. Through-out his career, Bill remained very much a family man and is survived by his widow Lorna, and four sons. Ken Craigie

56

Elections


SOCIETY OFFICERSPresident: Jenny BodyPresident-Elect: Air Cdre Bill Tyack

BOARD CHAIRMEN

Audit and Compliance Chairman: Prof David Allerton

Learned Society Chairman: Prof Graham RoeMembership Services Chairman:

Martin BroadhurstProfessional Standards Chairman:

Prof Chris Atkin

DIVISION PRESIDENTS

Australia: Air Cdre Noel G SchmidtNew Zealand: Gp Capt Frank SharpPakistan: AM Salim ArshadSouth African: Prof Laurent Dala

ADVERTISINGTo advertise in any of the Royal Aeronautical Society’s publications, website or e-media please contact:

Emma BossomT +44 (0)20 7670 4342E [email protected]

E-ASSOCIATES

Afterburner

Eugene Coyle

Thomas BartonGary BeatonBertrand Bernard de

CourvilleRichard BettsSteven BowenJeffrey BrockChristopher BunningAlexander Carbines-

EvansCarlos CesnikJavaan ChahlMichael ClarkeJonathan CooperGarry CrosbyRobert DelorgePaul EdwardsMalcolm FrenchRichard FriendStephen GarrettStephen GlynnTorcall Halford-MacleodDaryl Hayler MBEJeremy HughesDavid KaneMark LangrillThomas LeoffMike LloydColin MacAuslandRobert MarshJames McLeodStephen McNairSimon MichaelsonStuart MitchellAndrew NaismithRussell PeckNeal PetersonSimon PhippardGary PooleTrevor PritchardSimon Race-St ClairDouglas RandellMaitland ReedIan RichardsDouglas RoserRandal SmithStephen StewartRobert SumwaltAndrew TaitIan TaylorIan ThompsonAlisdair Wood

FELLOWS

COMPANIONS

STUDENT AFFILIATES

ASSOCIATES

ASSOCIATE MEMBERS

Mohamad Al CharifDavid AllenDeanna AmosReshikesh BajpaiJames BarkerDouglas BarrieSarah CarmichaelNicholas ChettleAndrew CrawshawNicholas CrowderLuke de SchotPhilip DennehyShlomo DinurGemma DoreLeon EdwardsSimon FellinghamJustin FlattTimothy FreegardeOliver GaiteKalroy GallowayPablo Geijo de CelisPaul GilmartinSteven GouldAndreas HardemanDominic HaseldineClinton HeinzeAndrew HewittGraham HollandAlex HornerMartin HowardSimon HydeMartin JewellCeri JonesEdward JonesTony JuppDavid KempMichael KempCharles KingShaun KingLouis KongJiangzi LinClive LockwoodKemas MadaniGordon McBainJames MilnerGareth MitchellXavier MorizotBenjamin OakesAmy Lee O’RileyIlias PanagopoulosChristopher PayneSean PerkinsGarnet RidgwayMichael RobinsonMarc RuedeggerJoseph SageTom SamuelDilan SaparamaduWalter Schwyzer

Kassem SeedatBenjamin SellersNeil SheathGeoffrey SimpsonMark SipsonKatharine SmithMaaz SyedAlessandro UbertiTracy VallaneGraham VolkBrendan WaldronDavid WebbDaniel WestonJoseph WheelerMichael WhiteheadDavid WilliamsGeorge Williams

James AbogonyeCyrille ArnouxSam AshworthDean BishopLuke BostonElizabeth ColeKarl ConlonIan DeningtonNeil EtheridgeScott GardinerKenneth HughesAdam JacobSamuel JonesArman KhanDave KitchenOluwafumbi KolawoleAnoop KundiJames MacDonaldJames MartinHelen McMullanTobias Mortimore-PriceLucy MortonRobin MougenotRamya RajendranSarah ShergoldDean StewartBrian TreacyMatthew TricklebankAkhil Viz

Patrick BrownMark CarterDimitrios ChatziperisJack ClarkeStacy ClipsonGary FergusonAlba Font JarenoHarry Holden

AFFILIATES

MEMBERS

Aleksandar JelicicThomas JohnsonSamuel JonesMateusz KozlowskiDima NasrConor O’NeillMichael SheppardCharles Walker

Salathun AllimoopanDaniel CherbowskiAnnabelle KingThomas LafosseJonathan LewzeyPriti RamjiBeth Webster

Cuan HoareIan HowellDavid KranzHiten ParmarEduard Puig GarciaNafez Taleb

Padraig Goggin

Houssam AssilaNanayakkarawasan

NagahawatteAnna RoffeyAndrea SaviaJohn Walker

APPRENTICE AFFILIATES

WITH REGRETThe RAeS announces with regret the deaths of the following members:

Diptish Narayan Bagchi IEng MRAeS 81

Peter Berry MRAeS 86

Don Goodrow Affi liate 84

Thomas Hall CEng MRAeS 86

Peter John Harding CB CVO CBE AFC FRAeS 73

William Huyton CEng FRAeS 91

William Hall McKinlay CEng FRAeS 90

George Alfred Stanley Palmer IEng AMRAeS 97

Robin Dale Price IEng MRAeS 55

Frank Edwin Roe CBE CEng FRAeS 89

Gerald Charles William Wistow MRAeS 88

Ronald Bruce Wyke MRAeS 89

57MAY 2014

Society News


Recent elections to Engineering Council Registration

Mahbubul AlamChristopher James AplinSaeeda AwanRichard BentleyDuncan John BrodieDavid Edward BrownLaurie Michael CarrollIan Richard ChildHazel DaviesMichael DuffyJames Roger FranklandAndrew David HarrisonAndrew HarrisonMartin Gregory HoggettPeter Frederick Kay

Glenn Alexander KnightKevin Charles LycettJoseph McKennaNicholas John MetcalfeJonathan MihrThierry MoesJamie Richard MountainDavid James MurrayHeidi Michelle ParkerTrevor William PierceLucy Tamsin RodgerSimon John RogersDouglas John RoserMichael John SheathSimon Andrew SmithMark Andrew

WainwrightJonathan Walters

Ioannis BagkerisLee Malcolm ColeNicholas James GabbStephen Michael

JacksonShaun Patrick KingKosala RodrigoRaj Singh

Stacy Clipson

CHARTERED ENGINEERS

INCORPORATED ENGINEERS

ENGINEERING TECHNICIANS

Piecing together airline training for the region

halldale.com/apats

Asia Pacific Airline Training Symposium23-24 September 2014 Centara Grand Convention CentreBangkok, Thailand

e

2013 Event Statistics

www.aerosociety.com/events

Aerodynamics Conference

ADVANCED AERO

CONCEPTS, DESIGN AND

OPERATIONS

BRISTOL / 22- 24 JULY 2014

Sponsors

The 2014 Royal Aeronautical Society Applied Aerodynamics Research Conference will provide an opportunity to raise the profile of the challenges ahead and highlight the technologies required to ensure cost effective solutions in a global market, with awareness of increasingly demanding environmental considerations.

Publications Partner

CORRECTIONOn p 13 of the 2013 Annual Review we incorrectly stated that Graham Redgrave was Chairman of the Marshall Group, whereas he was Chief Airworthiness Engineer until his retirement last year. We apologise for any confusion caused.

years — although inspection of the wreckage should rule out several possibilities.

Two interim lessonsWhat are the interim lessons? Leaving aside the public relations issues of too many press conferences with too little to say, there are a couple of observations that are worth putting down on record.

Despite regional antipathies and tensions, the international response was in the best traditions of aerial and maritime distress. While the Chinese may still have to concede to the leadership of others in co-ordinating a response beyond their shores, the collective will to send expensive assets to literally the ends of the Earth was impressive. This had a basic humanitarian drive; but it also refl ected a more pragmatic ‘need to know’. Just as the recovery of the Air France A330 fl ight recorder helped to diagnose a technical fl aw in a piece of equipment, operators of Boeing 777s must be assured that a similar issue does not apply to what has been to date an exemplary safety record.

Second, as has already been noted in AEROSPACE, the international aviation community will have to accept that satellite-delivered continuous data transmission, if only of position, is going to arrive much sooner than expected. The notion that aircraft fl ying trans-oceanic routes were not radar monitored was, to the non-aviation specialist, something of a surprise. Inmarsat’s superlative analytic performance of scant data notwithstanding, politicians and passengers will want a more effective means of quickly locating that proverbial haystack.

IATA is already on the case with a task force remitted to ‘never let another aircraft vanish’ but developing and creating a standard system will require international agreement, presumably via ICAO. Introductory costs will not be trivial, even if running costs might be just a few dollars a day per aeroplane. However, low-cost carriers operating mainly under ATC control may baulk at a comprehensive imposition of tracking. Nevertheless, by the 2020s, another MH370 will be very unlikely.

Having been drawn in to the media maelstrom surrounding the loss of MH370, I have even more sympathy for the friends and family of the passengers and crew of the ill-fated fl ight. The awful uncertainty waiting for news, with the dawning horror of their relatives’ fate soon revealed, is one place I never want to visit. But to be subject to such a long drawn out process before full and fi nal closure might begin is quite another. Worse still, the effects of a 24/7 news frenzy only adds to the pain.

Media abhors a factual vacuumAnd what of the output? All too often a search for the truth gets submerged beneath an avalanche of speculation, with often lurid scenarios of an airliner diverted to a secret airfi eld in a remote part of South Asia: Or a hunt for causation that defi es logic, and certainly anticipates any sense of scientifi c and engineering analysis. No sensible explanation can be presented in the absence of a fl ight recorder and debris to analyse. This, of course, may take several

The Last Word

Looking for the haystack

Professor Keith HaywardRAeS Head of Research

COMMENTARY FROM

THE INTERNATIONAL AVIATION COMMUNITY WILL HAVE TO ACCEPT THAT SATELLITE-DELIVERED CONTINUOUS DATA TRANSMISSION, IF ONLY OF POSITION, IS GOING TO ARRIVE MUCH SOONER THAN EXPECTED


A People’s Liberation Army Air Force Iluyshin IL-76 aircraft, prepares for departure to the search area during Op Southern Indian Ocean from Perth international Airport.

© C

omm

onw

ealth

of A

ustr

alia

, Dep

artm

ent o

f Def

ence

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.

ANNUAL BANQUETGUEST OF HONOUR: ACM SIR ANDREW PULFORD KCB CBE ADC RAF

CHIEF OF THE AIR STAFF, ROYAL AIR FORCE

Enquiries to:Gail WardEvents Manager – Corporate & SocietyRoyal Aeronautical SocietyNo.4 Hamilton PlaceLondon W1J 7BQ, UK

Tel: +44 (0)1491 629 912Fax: +44 (0)870 4583 722Email: [email protected]

TICKET PRICES:

Individual tickets RAeS Individual members: £145 + VAT per person (applicant and first guest only) RAeS Corporate Partners: £188 + VAT per person Non members: £208 + VAT per person

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

www.aerosociety.com/Banquet

LONDON / 21 MAY 2014

Supported by


Weapon Systems and Technology Group Conference

THE FUTURE OF WEAPON

SYSTEMS TRIALS

A CASE FOR EUROPEAN COLLABORATION?

MOD BOSCOMBE DOWN / 20 MAY 2014

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

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

Visit our website to view the full programme which will explore why we have Weapon Systems trials and what the current capabilities and limitations of European ranges are.

©MBDA Missile Systems


Flight Simulation Conference

KEEPING FLIGHT SIMULATORS

CURRENT AND CAPABLE

LONDON / 4 - 5 JUNE 2014

Sponsors:

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. This applies to military and civil flight simulators across fixed wing and rotary wing communities.


UAS Conference

RPAS TODAY

OPPORTUNITIES AND CHALLENGES

LONDON / 10 - 12 JUNE 2014

Sponsors

The use of remotely piloted aircraft is growing rapidly across a number of different applications. This conference will provide delegates with essential information on the factors that are supporting the proliferation of civil use of RPAS, as well as providing clear insights into regulatory and other constraints in place to ensure public safety and privacy.

Image copyright: Thales / Richard Seymour Photography


Rotorcraft Group Conference

TECHNOLOGY: FRIEND OR FOE?

THE INTRODUCTION OF AUTOMATION TO OFFSHORE OPERATIONS

LONDON / 3 - 4 JULY 2014

Sponsorship opportunities are available for this conference.

Please contact [email protected] for further information.

This conference will focus on automation in modern complex helicopters engaged in offshore operations world-wide, 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.

Documents

UNLOCKING THE SKIES · UNLOCKING THE SKIES ICAO’S GLOBAL ATM PLAN. GET THEIR CAREERS OFF TO A FLYING START IN AEROSPACE & DEFENCE Futures Day 18 July 2014 Futures Day at Farnborough