ATLAS SHOULDERS THE LOAD - Royal Aeronautical Society

ATLAS SHOULDERS THE LOADHOW THE RAF A400M FORCE IS GOING FROM STRENGTH TO STRENGTH

January 2018

Q&A WITH TIM PEAKE

CIVIL AIRSPACE RISKS

THE RIDDLE OF THE SANDY(S) REPORT

www.aerosociety.com

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Contents

Comment

A UK hybrid-electric future?

Regulars

Afterburner

Atlas shoulders the loadHow the RAF’s Airbus A400M is taking up the strain of transport operations.

Plane speakingAn interview with British ESA astronaut, Major Tim Peake HonFRAeS.

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

10 Antenna Howard Wheeldon looks ahead at the prospects for the aerospace industry in 2018.

12 TransmissionYour letters, emails, tweets and feedback.

58 The Last WordKeith Hayward looks back 70 years at UK aerospace in 1948 and its lessons for today.

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Features

Making the best use of spaceAn overview of the RAeS President’s conference on the commercialisation of space.

Dubai continues to surpriseA report on the 2017 Dubai Air Show.

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Volume 45 Number 1 January 2018

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

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Manned engineeringCareer opportunities in the civil UAV sector for ex-military personnel.

The Riddle of the SandysA look back at Duncan Sandys’ 1957 Defence Review which saw the end of many British aircraft projects.

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Front cover: The winning entry from James Roberts for the inaugural 2017 Airbus A400M photo competition (James Roberts/A400M #InPlaneSight competition).

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Over half a century ago, strange delta-winged aircraft flew in British skies, portending a future of high-speed passenger flight. These prototypes, the BAC 221 (the modified Fairey Delta 2) and the Handley Page HP.115, were tested in the early 1960s to support the development of a supersonic airliner – which would eventually enter service as the Aerospatiale/BAC Concorde. That future faded with the retirement of this iconic airliner in 2003. However, on 28 November at the RAeS HQ in London, an agreement was signed that may, one day, perhaps be looked back on as one of the key moments in an exciting new era of low-carbon, commercial flight. The agreement, signed by Airbus, Rolls-Royce and Siemens, is for a flying hybrid-electric demonstrator aircraft, based on a BAe 146, which is set to fly in 2020 and may potentially be the first British (with international partners) civil X-plane in over half a century. At the press conference, the project partners were coy on where the aircraft might be modified and test flown. Traditionally, the involvement of Airbus might point to Toulouse but with the E-Fan X being based on a BAe aircraft platform, it may be that this hybrid-electric demonstrator is flown from the UK. One location immediately springs to mind – Cranfield University’s new Aerospace Integration Research Centre (AIRC) which already has experience of modifying BAe146s into specialist aircraft. This is, of course, speculation but, should R&D funding from the UK’s Aerospace Technology Institute (ATI) be secured, there is the possibility that, for the first time in decades, the UK could be home to a prototype testbed designed to investigate new technology for commercial aviation. This could also lead to new opportunities for the UK in hybrid-electric flight for engineers, designers, technicians, operators and entrepreneurs across the whole supply chain. The benefits could be far-reaching.

Tim Robinson, Editor-in-Chief

[email protected]

Editor-in-Chief Tim 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]

Book Review EditorBrian Riddle

Editorial Office Royal Aeronautical Society No.4 Hamilton Place London W1J 7BQ, UK +44 (0)20 7670 4300 [email protected]

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

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Advertising Simon Levy +44 (0)20 7670 4346 [email protected]

Unless specifically 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

2018 AEROSPACE subscription rates: Non-members, £160

Please send your order to: Chris Male, RAeS, No.4 Hamilton Place, London W1J 7BQ, UK. +44 (0)20 7670 4352 [email protected]

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

ISSN 2052-451X

38

42 Message from our President

43 Message from our Chief Executive

44 Book Reviews

47 Library Additions

48 Sir Henry Royce Lecture

50 YPN event 2017

52 Diary

55 Corporate Partners

56 RAeS Elections

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

aerospace-insightIncluding: North Korean missiles, Future

aerospace workspace, E-Fan X hybrid electric flight, demonstrator, In the December issue of AEROSPACE, Making the best use of space,

Video interview with ESA astronaut Tim Peake, Four daily reports from

the 2017 Dubai Air Show.

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22 Civil air threatThe risk to civil airliners of flying over war zones.

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AEROSPACE / JANUARY 2018

INTELLIGENCE / ANALYSIS / COMMENT

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Power managementSiemens will supply the 2MW electric motor, as well as the motor power electronics and the inverter, DC/DC converter and power distribution system.

Electric thrustA single Honeywell turbofan will be swapped for a 2MW Siemens electric motor. The fan and nacelle will use an exist-ing R-R design from its AE3007 engine. The 146 was chosen as a four-engined aircraft, as it provides a safety margin and allows the team to potentially convert a second turbofan to electric power if initial tests are successful.

APU on steroidsProviding power to a 2MW generator (the most powerful ever flown, according to Rolls-Royce), will be a R-R AE2100 gas turbine, normally used to power the C-130. Note intake for this turbine in rear fuselage.

AEROSPACE

E-Fan X charges aheadOfficially announced at the Royal Aeronautical Society HQ on 28 November was a partnership between airframer Airbus, engine-maker Rolls-Royce and electrics specialist Siemens to develop a hybrid-electric flight demonstrator called the E-Fan X. Based on a BAe 146 RJ, the E-Fan X, set to fly in 2020, will be used to explore hybrid-electric flight, which promises lower noise and 'double digit' fuel savings – opening up new possibilities for greener, quieter regional airliners in the 2030s.

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FlightdeckAirbus will supply the cockpit HMI (human machine interface) for the E-Fan X, as well as the HEPS (hybrid electric propulsion system) ‘e-Supervisor’.

Optimising flightAimed to fly in 2020, the E-Fan X will explore thermal effects, power management, altitude and dynamic effects and electromagnetic issues of this 3,000volt power system. On a production hybrid-electric airliner, adding additional power from the batteries for the most energy intensive phases of flight will allow a smaller turbofan to be used in cruise, dramatically reducing fuel burn.

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NEWS IN BRIEF

The UK Aerospace Technology Institute (ATI) has announced £54m worth of new research and development grants to seven aerospace projects. The funding allocated includes R&D into open architecture, 3D printing, engine integration, the Zephyr UAV and cabin air sensor technology.

Air New Zealand has grounded some of its Boeing 787-9 Dreamliner

fleet after problems with Rolls-Royce Trent 1000 engine turbine blades wearing out faster than expected. Other airlines may follow suit until full inspections have been carried out and the extent of the issue known.

The Norwegian Air Force has rolled over a week-old Leonardo AW101 SAR helicopter during ground runs at Sola Air Base on 24 November. No-one was injured in the overturn

incident, where the AW101, the first of 16 all-weather SAR helicopters for the RNoAF, was only delivered on 17 November.

A payload of 19 satellites was lost on 29 November after the Fregat upper stage of the Russian Soyuz-2.1b rocket failed to achieve orbit. The mission, which was launched from the Vostochny Cosmodrome, was carrying a payload including a Meteor-M weather satellite

ten small Earth observation satellites for Spire Global and two Astro Digital remote-sensing satellites.

European glider manufacturer Pipistrel is to partner with a Chinese company to build its Alpha Electro electric trainer and the hybrid version of the Panthera high-performance aircraft in a new aviation development near Nanjing. The new company, Pipistrel Asia Pacific General Aviation Technology, will be

51% owned by Pipistrel. The minority partner will be Danny Wu Hao who will build a new GA airport and business park over the next two years to serve as the home base for the new company.

Hybrid Air Vehicles’ (HAV) Airlander 10 was automatically deflated after the 304ft hybrid airship broke loose from its mobile mooring mast at Cardington on 18 November.

Dublin-based airliner lessor Avolon has finalised a previous order for 75 Boeing 737 MAX aircraft, originally placed as a MoU at the Paris Air Show in 2017. The order, valued a $11bn at list prices, breaks down

AEROSPACEGENERAL AVIATION

DEFENCE

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Switzerland’s Pilatus Aircraft has announced that, on 7 December, its new PC-24 ‘Super Versatile Jet’ was awarded both European EASA and US FAA type certification. First announced in 2013, with a first flight in 2015, the

Boeing

into 55 MAX 8s 20 of the latest MAX 10s with

options for a further 20 MAX 8s. First

delivery is set to begin in 2021. Avolon has over

140 MAXs in its owned and

committed fleet with a total managed fleet of over 900 aircraft.

Pilatus PC-24 awarded certification

PC-24 is Pilatus’ first business jet aircraft. The

aircraft racked up some 2,205hrs

in flight tests, says Pilatus, using three prototypes.

First deliveries are imminent with

the first PC-24 to be delivered to a customer in the US this month.

Pilatus Aircraft

Drone collision testing makes progress in China

The Civil Aviation Authority of China (CAAC) has carried out what it says is 'a first' in aviation safety with collision testing between a small UAV and passenger aircraft. The testing, on 30 November at an AVIC facility in Xiangbei, saw a DJI drone and the nose section of a civil airliner impact at representative speeds, using a moving sled. Initial test results showed that, while the outer windshield was cracked, the inner still held firm.

Avolon firms up order for 75 737 MAXs

Qatar fast-tracks fighter fleet

Qatar has taken further steps in a significant expansion of its fighter force from a single squadron of Mirage 2000-5s. On 10 December Qatar signed a contract to acquire 25 Eurofighter Typhoons from the UK, along with a weapons package that includes Meteor and Brimstone missiles and a QEAF and RAF JOS (Joint Operational Squadron) which will act as the nucleus of Qatar's expanded fighter force. This follows the signing of a LoI in September. Meanwhile, on 7 December, during a state visit of French President Macron, Qatar added a further 12 Dassault Rafales to an existing order for 24 Rafales signed in May 2015. In June 2017, Qatar signed a deal for 36 Boeing F-15QAs.

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The incident occurred shortly after the airship had completed its sixth test flight. Two people are reported to have received minor injuries and the unoccupied airship received damage to its envelope.

Ngurah Rai (Denpasar) airport in Bali, Indonesia, was closed after the nearby Mount Agung volcano emitted plumes of volcanic ash at 25,000ft above the summit and

showed signs of an imminent eruption. Ngurah Rai airport was first closed on 27 November, cancelling over 400 flights and stranding 59,000 passengers. Lombok airport, which is 117km from Ngurah Rai, re-opened after a temporary closure.

The Israeli Air Force has declared its Lockheed Martin F-35I ‘Adir’ stealth fighters as combat ready. Nine aircraft are now

based at Nevatim air base, with the IAF to receive a further six F-35Is in 2018, out of an eventual commitment for 50. NASA officials have again postponed the first unmanned launch date of its Space Launch System (SLS) and Orion capsule to June 2020. The programme is reported to have suffered from a number of setbacks, including technical problems, a

delay in delivery of the ESA service module and a tornado that struck a production site in New Orleans in February 2017.

Airbus Helicopters is to discontinue the slow-selling H120 light single helicopter from its product line. The H120 Colibri has faced increased competition from Robinson’s turbine powered R66, as well as the new Bell 505

Jetranger X, with only five H120s delivered in 2016.

According to Sky News, the UK will remain in the European Aviation Safety Agency (EASA) after the country exits the EU in 2019 as part of Brexit. Whitehall has faced pressure from airlines and industry bodies to continue to be a member of EASA at some level given the impending deadline and costs of repatriating powers back to the CAA.

DEFENCE

Boom given a boost with JAL investment

AIR TRANSPORT SPACEFLIGHT

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Russian manufacturer Tupolev rolled out its first new-build Tu-160M2 strategic bomber from the Kazan Aviation plant on 16 November. First flight of the supersonic aircraft fitted with new Kuznetsov

Tupolev rolls out first Tu-160M2 bomber

Musk teases

Mars road trip for

Tesla car

GENERAL AVIATION

NK-32-02 engines is scheduled for February

2018, with production to start in 2021. As well as new engines, the

M2 features modernised

mission systems. Production of the Tu-160 ceased in 2007, with 16 in service.

Textron launches new SkyCourier utility twin

Boom

Supersonic

Japan Airlines (JAL) is to invest $10m into new start-up and supersonic jet (SSJ) builder Boom and will pre-order up to 20 of the company’s 55-seat Mach 2.2-capable aircraft scheduled to enter service in the mid-2020s. A total of five airlines, including JAL,

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SpaceX’s Elon Musk has apparently revealed that the test payload for the first flight of his Falcon Heavy rocket, to be launched in early 2018, will be a Tesla roadster electric car, aimed towards Mars. Telling his followers on Twitter that “Payload will be my midnight cherry Tesla Roadster playing Space Oddity. Destination is Mars orbit. Will be in deep space for a billion years or so if it doesn’t blow up on ascent.” Musk then confirmed the unusual payload to journalists online. SpaceX has a history of tongue-in-cheek space achievements, from sending a giant cheese into space as its first Dragon payload, to naming the uncrewed rocket landing barges after science fiction novelist Iain M Banks’ spaceships.

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Textron Aviation has launched its new twin-engined Cessna 408 SkyCourier turboprop together with the announcement of a 100-aircraft order from freight carrier FedEx.To be introduced in 2020, the SkyCourier features wing struts, fixed landing gear and a large cargo door designed for freight operations. The new aircraft is also a similar size to the Beech 1900 which ceased production in 2002. FedEx plans to use the SkyCourier to replace its fleet of Cessna 208 Caravans and ATR 42s.

have committed to buy up to 76 Boom SSJs, with

JAL the second airline after Virgin Galactic

to go public. Boom is aiming to fly its XB-1 ‘Baby Boom’

demonstrator aircraft this year and

is set to issue a request for proposals for a site for its factory early in 2018.


Qatar Airways is to ‘up-gauge’ a previous 2011 deal for 50 Airbus A320neos, to 50 A321neos. The A321neos will include the new Airbus Cabin Flex option, allowing up to 240 passengers.

Russias’ UAC has flown the first Sukhoi Su-57 prototype with a production standard NPO Saturn ‘Product 30’ engine installed – rather than the

interim AL-41s that power the Su-35 and which have been used on the nine PAK-FA test aircraft so far..A Long March 6 rocket carried three Chinese Earth-observation satellites into orbit on 21 November. Launched from the Taiyuan space centre, the three Jilin Earth-imaging satellites, Jilin 1-04, Jilin 1-05 and Jilin 1-06, are owned by the Chang Guang Satellite Technology Co.

Bell Helicopter's 505 Jet Ranger X light single helicopter received EASA type certification on 11 November. First delivery to a European customer is scheduled to take place shortly.

Internet giant Facebook and OEM Airbus are to team up to press lawmakers and regulators to help accelerate the development of High Altitude Pseudo Satellite

(HAPS) UAVs each company is working on. Both are developing long endurance solar-powered UAVs (Airbus with its Zephyr, Facebook with Aquila), that may have commercial uses to deliver localised broadband data, connectivity or surveillance. The joint approach will help lobby organisations such as the International Telecommunications Union (ITU) on allocating spectrum for HAPS operations.

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New UK legislation covering the use of UAVs will include compulsory flight safety awareness testing for owners of drones weighing more than 250g. The proposed Spring 2018 bill, will also include new powers being given to police to be able to seize drones used in

The Philippines has selected Embraer’s A-29 Super Tucano as its new light strike/COIN platform. Manila is set to acquire six Super Tucano light attack/trainer turboprops, which will replace its aging OV-10B Broncos currently in service – which have seen action recently fighting

Radome

Islamic insurgents on the southern island of Mindanao. The deal, worth some $99m,

includes training and logistics support for the aircraft, saw the Super Tucano shortlisted over

rival offers from Aero Vodochody with its L-39NG and Textron Beechcraft with its AT-6 Wolverine.

NEWS IN BRIEF

UK crackdown on ‘rogue drone’ operators

AIR TRANSPORT DEFENCE

Faradair begins sub-scale flight tests

criminal activities, such as carrying drugs or weapons to prisoners inside jail. The bill also seeks to introduce software ‘geofencing’ for commercial UAVs over 250g to prevent them flying near airports or over above a height of 400ft, as well as compulsory registration for larger UAVs.

Lessor adds to C919 backlog

China’s ICBC Financial Leasing has placed an order for 55 COMAC C919 narrowbodies, taking its total

commitments for the new airliner to 100. The orderbook for the C919 now stands at 785, with the second prototype set to

fly as AEROSPACE goes to press.

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UK start-up Faradair has announced it has begun wind-tunnel and flight tests of a sub-scale model of its BEHA (Bio-Electric-Hybrid-Aircraft) triplane commuter aircraft. As well as the model tests, the H600 hybrid engine will begin testing by the end of 2018, says Faradair.

Philippines picks Super Tucano for CAS

CorrectionIn the December issue of AEROSPACE on p 53 of ‘Afterburner’ a picture caption identified an Airbus ACJ319 cabin as being ‘operated by MJet’. It should have been an ACJ319 operated by Acropolis Aviation.

We apologise for any confusion caused.

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After 18 months in the job, Airbus Chief Technology Officer Paul Eremenko is to move to UTC as SVP and Chief Technology Officer. Airbus’ Digital Transformation Officer Marc Fontaine takes over acting Chief Technology Officer.

The US Air Force has removed Lt Col Jason Heard as the

ON THE MOVE

SPACEFLIGHT

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INFOGRAPHIC: After 37 years and 13 billion miles, NASA fires Voyager 1 thrusters

Sweden starts process to acquire Patriot SAM

Engineers at NASA's JPL mission control have managed to command four thrusters on the Voyager 1 space probe to fire after 37 years. The thrusters will be able to correctly align the spacecraft, now in interstellar space for communications with Earth, extending its mission by a further two or three years.

commander of the Thunderbirds aerobatic display team due to a ‘loss of confidence’ in his leadership. The unit suffered an ‘avoidable’ non-fatal crash of a F-16 in June 2017.

Airbus has named Eric Schulz, currently at Rolls-Royce, as its new Executive VP for sales, marketing and contracts, taking over from John Leahy, who retires after 23 years at the OEM.

India tests air-launched BrahMos missile

The latest company to reveal plans to develop a VTOL aerial taxi for urban mobility, is US start-up VerdeGo Aero, founded by Erik Lindbergh, grandson of legendary aviation pioneer Charles Lindbergh. VerdeGo’s Personal Air Taxi 200

Familiar name joins flying car race

Air

bus

AEROSPACE GENERAL AVIATION

(PAT200) is a hybrid-electric tilt-wing VTOL vehicle with space for two passengers and cruise speeds of more than 150mph. VerdeGo is based at Embry-Riddle Aeronautical University’s MicaPlex incubator in Daytona, Florida.

A350-1000 certificated On 21 November, Airbus received EASA and FAA type certification for its newest widebody, the Rolls-Royce Trent XWB-97-powered, A350-1000. The flight test campaign, which lasted less than a year, used three prototypes, which racked up some 1,600 flight hours. As AEROSPACE goes to press, first delivery of the A350-1000 to launch customer Qatar Airways is imminent.

The Indian MoD has successfully launched the BrahMos supersonic cruise missile for the first time from an aircraft. The trial, on 22 November, saw the joint Indian/Russian missile air-dropped by a

IAF Sukhoi Su-30MKI, before it engaged a surface target in the Bay of Bengal. The ram-jet powered Mach 2.8 BrahMos missile can now be fired from land, sea and air platforms.

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antenna:

W hen it comes to looking forward to the world of commercial aerospace in 2018, whether or not you are excited by the prospects for the year ahead

may well depend on which country you happen to find yourself living and working in.

If, for instance, you are working in the US, then I suspect that you will find yourself looking forward to another very interesting year ahead. If you find yourself working in China, I suspect that you will be excited by the increasing number of development opportunities that the well-invested ‘state’ aerospace policy has provided you in order to challenge the now well-established Western global industry leadership in both commercial and military jets.

The same is probably true in Russia, although perhaps not quite to the same extent. If you happen to be in Brazil, you may well be expecting further headwinds in a year that can probably best be termed one of transition, albeit that the new E2 generation of commercial jets points to a very interesting and positive long-term future.

What if you happen to find yourself in the EU? Will 2018 provide even more opportunities for success and might Airbus finally be able to put the raft of problems that have come to light in recent years behind it? The hope will be that it will.

Meanwhile, in the UK

Then there is the UK, a nation in which the commercial aerospace industry is one of its most successful, not just in respect of technology, skills, leadership and industry size but also in respect of exports and benefits to the wider economy that are estimated to be worth £28bn. With direct employment in the UK aerospace industry estimated as being around 120,000 highly skilled personnel, Brexit uncertainty is causing serious angst. No matter who you talk to, there can be little doubt that confidence in the UK commercial aircraft industry is currently running very low and with the nation set to leave the EU in just 15 months’ time, justified concern is growing in relation to the possibility that, after decades of successful leadership, Britain’s hugely important aerospace industry risks being left out in the cold.

Global Outlook and Analysis with HOWARD WHEELDON

New Year – More new challenges for aerospace

UK Brexit-related concerns are many and varied and not just restricted to the nagging fear that Airbus itself will be placed under more pressure to bring UK-based wing manufacturing jobs back to the original three stakeholder countries, France, Germany and Spain, all of whom are keen to grow their respective industries and would relish taking on manufacturing of wings.

Aside this are more immediate concerns in relation to future competitiveness due to the sharp devaluation of sterling and raised cost of raw materials. The possibility that, although aircraft and component parts are exempt from tariffs under WTO rules, the raw materials needed are not, is another growing concern that is made worse by the fall in sterling having raised import costs.

There are justified fears that unless agreement is reached between the UK Government and Brussels that Britain’s economic isolation from its European partners could well see huge non-tariff penalties and border control delays being imposed. These would significantly add to manufacturing costs, making the UK look even more uncompetitive.

Movement of free labour is also a very big concern for the UK aerospace industry in a post Brexit world and an even bigger concern surrounds continuing UK membership of the European Aviation Safety Agency (EASA), the organisation which certifies aircraft engines and their components. If the UK decided to opt out of EASA or was forced out, this could have major repercussions in respect of costs and delay.

So, uncertainty remains the keyword in respect of the UK commercial aerospace industry as it enters 2018 and, for the moment, apart from doing its best to stay competitive and retain the important research and development initiative elements, the industry hands appear tied.

What next for the aerospace industry?

Airbus is never a company that stands still for long and occasionally it can even provide a surprise. This it certainly did in October when announcing that it had decided to take a majority 50.1% stake in the troubled Bombardier CSeries aircraft development and build programme. 2018 in respect of CSeries will certainly be a very interesting year to observe.

JANUARY 2018@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com 11i f

CONCERN IS GROWING IN RELATION TO THE POSSIBLY THAT, AFTER DECADES OF SUCCESSFUL LEADERSHIP, BRITAIN’S HUGELY IMPORTANT AEROSPACE INDUSTRY RISKS BEING LEFT OUT IN THE COLD

Meanwhile, with the Dubai Air Show having witnessed a higher level of orders than anticipated and, with Boeing leading the way, suffice to say most industry observers do not anticipate 2018 being a year of great excitement. Airline customers are in reasonable health, albeit some are suffering the beginning of a potentially serious shortage of pilots. For aerospace industry manufacturers, commercial, military and business jets, 2018 will also be a year when pressures of competitiveness require ever increasing efficiency of operations.

For all that and despite problems related to engine supply on the latest version of its A320neo family, the commercial aerospace industry did at least end last year in reasonably good health. There were also small signs of improvement in the business jet market and welcome signs of revival in space investment. There is nothing to suggest that these improvements will not continue into 2018.

Sadly, despite a handful of interesting moments during the past year, the prospect of a further round of defence cuts combined with the outlook for few meaningful aerospace-related defence orders being confirmed this year means that just as 2017 was, it seems that 2018 is unlikely to be a year that the UK defence industry will be looking forward to.

A year to fear or to look forward to?

So, overall, will 2018 be a year that the aerospace industry be looking forward to or is it more likely to be seen as a year to fear? The answer is a mix of both. Looking first at the commercial aerospace industry in respect of Boeing, suffice to say that, while the company enters 2018 with very strong order backlogs across most of its aircraft programmes, the exception being the 747-8, the company has a lot of work to do to get its KC-46 tanker programme back on course. Boeing looks to be in rude financial health, so there seems plenty to look forward to in 2018. This year will also see

increased output of the 737 MAX and also some of the wider investment projects in the UK coming closer to fruition.

Airbus, meanwhile, is likely to continue to struggle with a number of historicaly-related issues, including engine delivery delays from Pratt & Whitney for the A320neo, rising costs on the A400M to get well known legacy development issues sorted, together with work to make a success of the decision to take on a majority share in the development of the Bombardier CSeries.

Although he is not intending to step down before his successor has finally been appointed and presumably, having arrived at the company, we may assume that 2018 will be the first year that Airbus will not be enjoying the services of its remarkable sales chief, John Leahy. Having worked with and survived no fewer than five Airbus CEOs since he joined the company in 1985, it is fair to say that no one single person has had a greater impact on Airbus success than John Leahy. We wish him well in full realisation that his boots will be hard to fill!.

Overall, I suspect that commercial aircraft orders in 2018 for both Boeing and Airbus will be similar to or slightly less than those received in 2017. That said, I am mindful that forecasting aircraft orders is a mug's game. 2018 is also a Farnborough Air Show year and, while the organisers will be showing off the new significant investments that have taken place, in particular the new permanent Hall 1 facility with its 12,000m2

of space spread over two floors, I note that the organisers anticipate that the number of trade show exhibitors is not expected to exceed that of the 1,500 that came in 2016.

Finally, perhaps the most significant series of events to look forward to in 2018 are the celebrations to mark the one hundredth anniversary of the Royal Air Force. Built around a legacy of investment, RAF 100 will see the vital importance air power, RAF history and of what the RAF is today and will be tomorrow recognised in equal measure.

Can the UK aerospace industry look forward to a bright sunny future or will Brexit uncertaincy lead to stormy times ahead?


TransmissionLETTERS AND ONLINE

@MattMcL_FTKE [On Qantas human factor research for non-stop 787 flights to UK-Australia] Lip service. Stop making seats smaller, stop reducing pitch, stop reducing recline angle. These things will make a REAL difference.

@TWMBooth 18 hours non-stop... struggling to see how anyone in business class − let alone economy − will look forward to that.

Charity photo exhibition takes flight

Richard Deakin, whose aerospace career included five years as CE of NATS, is staging an exhibition of his photos and artwork in London in January. Sponsored by Lockheed Martin, the exhibition is being held at the D Contemporary Gallery, 23 Grafton Street, London W1S 4EY from 12-19 January. Proceeds will go to the Aerobility and RAF Benevolent Fund charities. Richard describes how his work ‘aims to capture, the passion and emotion of flight and pays tribute to those pioneers of flight who have made the dream of flight come true for all of us today’.

@evacguy What about crew? Yes, there is analysis concerning fatigue on flight crew abilities but what about the cabin crew? Not sure I would want them managing the evacuation of a B787 after a 17-hour flight. Yes, crew rest areas have been available on long-haul flights for years. Have you tried to sleep in one? I would very much like to see some research to demonstrate that crew can perform their priority safety duties efficiently after a long-haul flight.

@Valeriya_tanec Happy International Civil Aviation Day! Montréal today for @AeroSociety Montréal Branch lecture and to represent both the YPN and UTAC at the post-lecture dinner.

Sourcing engines for the Boom SSJ(2)

@WanderMe Was it not one of the selling points on the design/costs that they would use the existing engines? Going for new trashes the economics and timeline, I’d think. Forget whether it is technically possible. It calls into question the very basis of the company’s original pitch to airlines and investors. I have lots of questions now.

@thresholdaero Will we ever see the real thing though? Does it even exist?!

@NZAircraftFan I would love to know who is going to build the engines for Boom, maybe a Russian company, as I am certain that no western company will be interested.

@XFW_Observer The only thing Boom and Wright are threatening is the purse of their investors. SpaceX innovation is in organisation more than technology.

Long-haul human factor research

An image from the exhibition entitled ‘Tornado RIAT – 2005’.

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@wildbluejester And the hype goes on…

@ian_gray Nice piece from @RAeSTimR @AeroSociety on potential to UK #aerospace industry of @Airbus EFanX electric aircraft.

@PauloSergioMDC I wonder how much damage is being done to GE’s powerful competitive position by their huge problems, planned reorganisation…

@oilwalkerjones A detailed analysis of our hybrid electric announcement from last week − a good read from @RAeSTimR

@swisschoc Love the concept. We know it’s the future. Looking forward to be certified on one.

@graysonottaway The 146 lives on.

@BarryStott This would be fantastic but aren’t lots of modern airports built out of the way of mass populous in case of incident/crashes?

@JETFXR-nzl The 146 still proves to be useful.

@McParlinStephen The 146/RJ makes a useful testbed, in that the existing engines featured a geared fan. I’ll be curious to see how the transmission of electrical power to the motor works out.

E-Fan X BAe 146 electric flight demonstrator(1)

Airbus

New Hon Fellow

@RoyalFreeNHS Congratulations to high flying consultant psychologist, Professor Robert Bor, who was made an Honorary Fellowship of the Royal Aeronautical Society last night!

@wcmtuk Congratulations to Churchill Fellow Robert Bor who has been made a @AeroSociety Honorary Fellowship, following in the footsteps of Sir Winston Churchill himself!

International Civil Aviation Day

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OnlineAdditional features and content are available to view online at https://www.aerosociety.com/news-expertise/aero-space-insight/aerospace-insight-blogs/

1. https://www.aerosociety.com/news/how-e-fan-x-will-jump-start-a-new-era-in-hybrid-electric-flight/2. https://www.aerosociety.com/news/dubai-air-show-2017-day-two/3. https://www.aerosociety.com/news/exclusive-airbus-launches-global-a400m-photo-contest/4. https://www.aerosociety.com/news/rocket-nation/5. https://www.aerosociety.com/news/dubai-air-show-2017-day-one/

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Airbus A400 photo competition winnersAt the Paris Air Show in June 2017, Airbus Defence launched a new annual aviation photography contest(3) for amateurs, young photographers and enthusiasts to capture the A400M airlifter in service, at air displays or on operations around the globe.

The ‘In Plane Sight’ competition, supported by AEROSPACE, was divided into three categories:

Military Photographer Award for military entrantsYoung Photographer (18-21 year olds) General Public Photographer Award open to all photographersThe competition attracted over 960 submissions and the three winning

entries (illustrated here) were judged by a panel consisting of Colin Paynter and Ioannis Papachristofilou from Airbus, Air Chief Marshal Sir Stephen Hillier, Tim Robinson, Editor-in-Chief of AEROSPACE and aviation photographer Claire Hartley.

The winners will receive a VIP tour of the A400M factory and final assembly in Seville plus an opportunity to get hands-on in the full flight simulator itself at Airbus’ training facilities. In addition, the winning photograph also appears on the front cover of this issue of AEROSPACE.

Images of the winning entries and runners up can be viewed on https://www.a400m-photocompetition.com/

Winner of the Young Photographer category and Overall Winner − James Roberts, UK

Winner of the Military category − Marina Muñoz Fernandez, Spain

Winner of the General Public category − Alvin Russell, UK

Airlander deflationHarriers for Turkey? N Korean missiles(4) Virtual windows(5)Antonov An-70

@K_Kourousis An anachronistic concept troubled with safety issues. This company could benefit by a history lesson perhaps.

@JohnChinner Still can’t quite get my head around ICBMs getting to over 1,700 miles altitude, or nearly 7x the height of the ISS.

@designerjet [On Emirates ‘virtual windows’] Yes, it’s really a great test of passenger response to windowless planes. Very exciting technology.

@MichaelJPyrce [On news that Turkey may be interested in ex USMC AV-8Bs] Harriers have high needs in terms of pilot training and maintenance procedures. The F-35B is much easier to fly. Not sure anyone would take on that burden for an ‘interim’ fleet.

@herculean_me It’s sad this bird will die a natural death. Ukraine has no hope of going through with the plane alone without Russia. Unless some gulf petrodollars and/or Chinese help (in exchange for tech transfer) pour in, no hope for this promising bird.

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Atlas shoulders the load

well as HMS Ocean and RFA Mounts Bay, the relief effort also included RAF Puma helicopters, C-17s, a C-130 and two A400Ms to deliver much needed food, water and essential aid to UK Dependencies and other islands in the Caribbean that had been affected by one of the worst storms in history.

International rescue

Though the first Airbus A400M for the RAF was delivered in November 2014, Operation Ruman was the first operational debut for the UK A400M fleet and a significant milestone for a force that is still growing with a mix of 24/70 Sqn aircrew swinging into action.

The RAF now has 18 A400Ms in service, pooled between the OCU XXIV Sqn (24 Sqn), LXX

14 AEROSPACE / JANUARY 2018

DEFENCEAirbus A400M in RAF service

Working side-by-side on the hurricane relief was the first time I’ve heard a C-130 special forces support pilot turn around and say: “It’s actually quite good

at this, isn’t it?” That was a mark of respect.” These, the words of Wg Cdr Gareth Burdett, OC XXIV Sqn (who was also in charge of the air mobility wing deployed for Operation Ruman, the UK’s Caribbean assistance mission), is a tribute to the RAF A400M’s operational debut in a major international humanitarian mission in September of last year. The UK humanitarian relief effort, in the wake of the damage and destruction left by Hurricane Irma as it swept through the Caribbean, saw Army, Royal Navy, Royal Marines and RAF personnel scrambled at short notice to deliver urgent aid and assistance. As

Last year saw the Royal Air Force’s Airbus Defence A400M swoop in to provide hope and much needed humanitarian aid in the aftermath of devastating hurricanes in the Caribbean – its first operational tasking. TIM ROBINSON reports from RAF Brize Norton as the Atlas flexes its muscles and takes over more of heavy lifting from the iconic Hercules.

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The Royal Air Force Lockheed Martin C-130J Hercules, below, is being replaced for many of its duties by the A400M, above.

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delivery end. Says Horne: “if you could imagine that most of these places have been smashed up by a hurricane and therefore not only were there limited communications available but there were also limited services available like the ability to refuel aircraft. If I take the Turks and Caicos Islands as an example, that’s about 1,000 miles from Barbados. So, to go 1,000 miles there and 1,000 miles back might be beyond the fuel range of other transport aircraft. The A400M wouldn’t have any issue in going there and back without having to refuel.”

Horne also is enthusiastic about the aircraft from a pilot’s perspective, especially the HUD, situational awareness, powerful brakes and crisp, precise FBW system: ”From an operational point of view, from a testing, environmental scenario where it’s windy, gusty, you’re trying to accurately land on a short strip, the fly-by-wire capability coupled to all that situational awareness really makes it a step above.”

The aircraft is also receiving praise from the RAF’s loadmaster community – for its next gen qualities and design features. Rear ramp steadying struts and the ability of the aircraft to ‘kneel’ and reduce the angle of the ramp allowing vehicles and loads to be more easily loaded. This and an integral winch, means that forgetting two pieces of essential equipment for the C-130J (an ‘elephant’s foot’ support for the ramp and a winch) is now a thing of the past.

Sgt Andrea Harrison, a Loadmaster on 70 Sqn at Brize, highlighted the automatic load-locking system, which can be used either from a side panel or the loadmaster, station as a step-up from the ‘charismatic’ C-130J she had previously flown. The A400M’s wider cargo hold, too, said Sgt Harrison, also allowed for easier checking of loads

and pallets, with loadmasters able to walk around the

sides, rather than clamber over

the cargo.

Sqn (70 Sqn) and, 206(R) (responsible for trials and evaluation testing). Four more aircraft are set to be delivered between now and 2019 to take the whole force to 22 aircraft and another ex-C-130 squadron, 30 Sqn, is set to reform in 2018 as the second front-line A400M unit.

The OC of the RAF A400M’s front-line operational unit, 70 (LXX) Sqn, Wg Cdr Ed Horne said: “It’s worth stressing that the Atlas force of 70 Sqn and 24 Sqn, and our engineering colleagues, are still in growth and still a relatively immature organisation. It’s not something that we held a standby commitment for, or anything like that. So to get two aircraft out the door in such a short timeframe, for over 4,000 miles away, really playing to the aircraft’s strengths in terms of its reach and its range, was a fantastic achievement.”

Echoing this view, was 24Sqn’s OC, Wg Cdr Burdett: “The A400M was remarkable in what it could do, It could take three times as much as a C-130 into a tight, small strip without taking any military risk in its performance. Whereas C-130 was taking in five tonnes, the A400 would be taking in 15.”

During the airlift, two A400Ms deployed to Barbados via a refuelling stop in the Azores (the C-130 taking a longer route via Iceland, Canada and the US) before all three began ‘hub and spoke’ type transport missions to deliver much-needed supplies to the stricken islands of the British Virgin Islands, the Turks and Caicos Islands, Antigua and US Virgin Islands. In around a month of operations, the two A400Ms and one C-130J delivered approximately 1,5,00 tonnes of aid, the vast majority delivered by the Atlas – thanks to its increased airlift capacity over the Hercules. Mixed loads were common, said Wg Cdr Horne: “We had food, water, building materials, shelter kits, DFID aid type-stuff, in among JCBs playing to the volume sizes of the aircraft, as well as its lift capacity, and then 54 passengers as well in the side seats.”

Though the A400M is big (37 tonnes total cargo capacity) it is also remarkably ‘light on its feet’ ,thanks to 12 main wheels in two six-tyre pairs. This and its capability to operate into smaller airfields, while still carrying a huge load meant that the Atlas made its mark in Operation Ruman. Notes Wg Cdr Horne: “If I talk about Beef Island Airport in the British Virgin Islands, the runway length, it’s concrete of course but about 4,000ft long, and we were able to transport in the order of 20 tonnes, compared to the C-130’s seven or eight tonnes. We love the C-130 but you can’t help but draw comparisons.” He added: “I would stress there is that we didn’t have to employ any sort of special take-off or landing techniques.”

The range of the A400M also proved its worth in Operation Ruman, allowing the aircraft to deliver aid without needing to find somewhere to refuel at the

TO GET TWO AIRCRAFT OUT THE DOOR IN SUCH A SHORT TIMEFRAME, FOR OVER 4,000 MILES AWAY, REALLY PLAYING TO THE AIRCRAFT’S STRENGTHS IN TERMS OF ITS REACH AND ITS RANGE, WAS A FANTASTIC ACHIEVEMENT

Wg Cdr HorneOC 70 Sqn, RAF

Below: Wg Cdr Ed Horne, OC 70 Sqn.

Another advance over the C-130, she said, was that weight and balance calculations (for say additional cargo along a route), can be added on the fly while in flight, an improvement over the C-130J where the computer would only allow the loadmaster to make changes while on the ground.

Operational conversion

Training for the A400M for the RAF is conducted by 24 (XXIV) Sqn, based at Brize Norton, which is the Air Mobility Operational Conversion Unit (OCU) for A400M, C-17 and C-130. The squadron has 12 pilot instructors, eight loadmaster instructors and ten engineer instructors, with the unit to add a further six pilot instructors in the future when at full strength. The squadron’s strength, says Burdett, is its mix of highly experienced instructors. “The calibre of the instructors I have is phenomenal. They are all experts from the aircraft types they’ve flown before and we’ve deliberately gone for a blend.” He added: “We’re bringing together the blend so we don’t end up in groupthink and just using it in the same way that we’ve always used a Herc, because that would be a massive waste of this aircraft that can take three times as much into a small strip.”

For the A400M training and conversion, it works closely with ATSL (A400M Training Service Ltd) a joint venture between Airbus and Thales. Civilian instructors from ATSL (two pilots, three LMs and four engineers) provide initial conversion training, before handing over to the RAF instructors for the more operational and tactically focused part of the course.

A new A400M training facility features two full-motion flight simulators (FFS) from Thales

which theoretically allow zero-flight time qualifications. However, the current type conversion

course features 33 simulator flights, followed by four flights in the

aircraft, with line training after that. All told, the OCU is aimed at lasting four months. As might be expected, a

fair few of these new

DEFENCEAirbus A400M in RAF service

A400M pilots are from the shrinking C-130J force but there are others from Shadow R1s, as well as ab initio pilots direct from the King Airs at 45 Sqn. While 24Sqn is currently in ‘surge mode’ at a steady state, the OCU will be training ten A400M crews a year.

As well as type conversion, 24Sqn’s role also includes refresher training, with front-line crews returning to the sims four times a year, to brush up on operating procedures and maintain standardisation. This refresher also includes annual checks and instrument ratings.

ATSL provides four sim flights a day per sim to the RAF, each lasting around three hours. The two simulators, with the latest visuals, can be linked to each other, to allow for formation flying, and instructor stations can also ‘fly’ additional AI A400Ms, allowing up to four aircraft to be flown simultaneously. However, notes Wg Cdr Burdett, despite the ramp-up in crews there is still spare capacity, and talks are ongoing with other A400M operators about potentially using this facility to train their pilots.

The facility also features classrooms for training engineers with the latest in 3D ‘virtual reality’ which allows students to open, inspect and crawl all over a detailed 3D model on a desktop computer, before moving on to line training. At some point, 24 Sqn hope to add VR goggles to the training, to immerse students even further. As well as the FFS, computer-based training classrooms, the new 24 Sqn training facility also includes a Loadmaster Procedural Trainer. Just outside of the building, 24 Sqn can make use of a 1:1 scale rear fuselage mock-up, the Cargo Hold Trainer-Enhanced (CHT-E).

Whole force at Brize Norton

Like many new aircraft before (and no-doubt after) the Airbus Defence A400M has suffered its share of teething troubles – the discovery of engine gearbox issues in 2016 and the crash of a Spanish AF A400M with the loss of six crew in 2015 saw the RAF temporarily ‘pause’ A400M

operations in each case while it assessed the risk and

instituted fixes.


However, by working proactively with OEM Airbus, the RAF has managed to mitigate many of the issues that has blighted it. For example, the RAF, said Wg Cdr Horne, working closely with Airbus partners on site, reduced gearbox inspection and replacement process time by half (that involved taking the EPI turboprop off the wing) through the collaborative development of an on-wing process. Said Horne, that “made a huge difference when you’re trying to generate aircraft.”

Operation Ruman, too, had seen the aircraft perform well in terms of serviceability. Said Wg Cdr Burdett: “There have been challenges with reliability. In Ruman, we didn’t miss a heartbeat on the A400 for serviceability and its performance was absolutely superb.”

One major reason that may account for the difference between the RAF experience with the A400M and other operators is the extremely close relationship at RAF Brize Norton between service personnel, manufacturer and civilians in supporting the A400M in the Single Engineering Organisation (SEO). A new state-of the art 24,000m2 hangar and MRO facility at Brize Norton, Government-owned but maintained by Airbus, was opened in May 2017 to provide integrated support for both line and depth maintenance. This facility features two large deep maintenance bays, underfloor power systems, as well as automated parts dispensing and tool-tracking. It also includes another bay for line maintenance. The new facility, which features 350 RAF, Airbus, FlyBe (which is contracted to provide depth maintenance) and DE&S civilians working together under one roof, in a three-storey facility with Google-like ‘coffee spaces’ also has been built with an eye on the future. The depth maintenance bays, for example, are big enough not only for the A400M but also for the Voyager MRTT and C-17.

This, another example of ‘Whole Force’ in action means that: “Our RAF technicians are interchangeable with their Airbus colleagues. It’s something that works very well, because it means we can flex manpower here and there as we would require it.” says Wg Cdr Horne.

Summary

In conclusion, the A400M has been a long time coming, from UK plans to replace the Short Belfast, to the Future Large Aircraft (FLA) and twists and turns of a much-delayed European defence procurement programme – the first developed under civil certification rules. While other snags could still emerge, the evidence from the Royal Air Force, one of the most experienced and skilled air arms in the tactical air transport business, is that it is proving to be a worthy successor to the much-loved Hercules. Enthuses Wg Cdr Burdett: “A400 came into its own as an air mobility asset on Op Ruman.”

However, perhaps more instrumental in its success so far in RAF service, are in the men and women who fly, load, maintain and support it: (whether in uniform or not) and who are the Atlas’ real strength, according to Wg Cdr Horne. “I think that’s really the main strength at Brize Norton, is that when the call comes, the capacity is there but crucially, so is the willingness of the people. Our people dig in and go the extra mile.”

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IN RUMAN, WE DIDN’T MISS A HEARTBEAT ON THE A400M FOR SERVICEABILITY AND ITS PERFORMANCE WAS SUPERB

Wg Cdr BurdetOC 24 Sqn, RAF

Making the best use of space

Industrial Strategy at the UK Space Agency, forecast that commercial investment in space industry is expected to grow from £1bn a year to £8bn/year by 2030. Richard Peckham explained how the UK plans to increase its share to 10% (£500m/year) by 2030. However, this ambition could only be achieved through a strong partnership between academia, government and industry.

Lack of launchers

Currently, the UK has a space industry sector that is strong in some areas and weak in others. The vast majority of the UK’s income (74%) is derived from space applications with 15% coming from space operations, 5% from space manufacturing and 3% from ancillary services. Unlike many other nations, the UK does not have a sovereign Earth-observation capability.

One big gap in the UK’s space industry portfolio


SPACEFLIGHTPresident’s Conference Report

On 21-22 November, the RAeS held a two-day conference at No.4 Hamilton Place on the Commercialisation of Space. The conference looked at a wide range of topics, including new

applications for satellites and how the UK hopes to develop and increase its international presence in this developing industry sector, including the development of its own launch systems. Here is some of the highlights.

The UK and space

Income from the UK space industry in 2014/15 was £13.7bn, equivalent to 6.5% of the global space economy. However, this not large compared to some other nations. “The UK is not a big space nation,” admitted Richard Peckham, Chairman of UKSpace.

However, the UK is hoping to increase its international space presence. Robert Waters, Head of

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What are the latest trends in the space industry? What can satellites now do which they couldn’t before? Can the UK maintain its international presence post Brexit by becoming a leader in the international space industry? BILL READ FRAeS reports on some of the highlights of the RAeS President’s Conference on the commercialisation of space.

Orbital Access’ proposed modified carrier aircraft would launch small satellties into orbit from the air.


up to 165kg into Sun-synchronous orbit. Rumours of this development were first heard in July but this was the first official confirmation of the project. According to Chris Lamour, founder and CEO of Orbex, the company has been secretly testing rocket engines for the launcher over the past year and has partnered with a composite centre and 3D printing experts The new rocket will be one of the highest performing smaller launchers and will use a novel, sustainable fuel system to create a low inert mass fraction. By using composite construction, the launcher will have 30% less inert mass and will only require half the number of engines as comparable launcher.

The vehicle subsystems are to be developed in-house, including the rocket engines, avionics, GNC, software and structure technologies. The rocket is to be built at a factory in Scotland. He also revealed that it is finalising its first launch contract with an unspecified Asian nation to carry a 50kg payload.

However, Chris Lamour was cautious about releasing too many details of the new launcher, including its name, what fuel it will use, where in Scotland it will launch from (there have been hints that it will be in Sutherland) and when the first launch will be (some reports say as soon as next year). However, the company did reveal that there have been 45 tests of the rocket’s propulsion system and that development work is continuing.

Government support

Tim Just, Head of Space, Innovate UK, explained how the UK Government now recognised the importance of the space sector to the UK economy and had published three national space technical strategy and roadmap reports in 2011, 2014 and 2017.

To demonstrate its commitment to the UK space sector, the British Government has invested £99m of Industrial Strategy Challenge Fund money into the creation of a National Satellite Testing Facility (NSTF) at Harwell in Oxfordshire. Due to open in early 2020, the NSTF will provide co-located facilities for the assembly, integration and testing of space payloads and satellites, as well as facilitating building of larger satellites which currently have to go abroad to be tested.

has been the absence of an indigenous launch capability. To date, Britain has only put one spacecraft into orbit which was the Prospero satellite launched by the Black Arrow rocket in 1971. However, this omission may soon be rectified. The conference heard from two different UK-based companies planning to develop launch systems – one of which was formally announced at the conference.

Reaction Engines

One already much publicised project to create a UK space launch capability comes from Reaction Engines based at Culham in Oxfordshire which is developing the SABRE (Synergetic Air Breathing Rocket Engine) which it intends to use to power a suborbital space vehicle or long-distance hypersonic aircraft. The SABRE engine is scheduled to be ready for its first flight in 2023. Mark Wood, COO and Engineering Director of Reaction Engines spoke at the conference, saying that he hoped that costs could fall to £6m per launch.

There was also a presentation from Stuart McInyre, CEO of Orbital Access which is aiming to send satellites in orbit from a modified commercial aircraft. After taking off from a from a conventional runway, the modified Orbital 500 aircraft, could launch payloads of up to 500kg into orbit. In May Orbital announced a partnership with Spaceport Cornwall to operate from Newquay Airport.

Mystery project revealed

The second day of the conference saw an announcement from UK-headquartered company Orbex that it is developing a new orbital micro-launch vehicle capable of delivering a payload of

The UK earns £13.7bn from its space industry.

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Graham Turnock, CE of the UK Space Agency, assured delegates that the UK intended to remain an international partner in future space projects.


An additional £4m has also gone to a National Space Propulsion Facility (NSPF) to develop and test space engines at Wescott Venture Park in Buckinghamshire. The NSPF will allow companies and academia to test and develop space propulsion engines, alongside a new test and construction facility for Reaction Engines which is developing the SABRE air-breathing rocket engine.

The B-Word

Although it was not addressed as a specific topic, one major uncertaincy hanging over the UK space industry is what happens after the UK leaves the European Union in 2019. The Director General of ESA, Prof Jan Woerner, explained how the UK will still remain a member of ESA after Brexit. However, there were still some unresolved issues, including the UK’s participation in EU space programmes.

Dr Graham Turnock, CE of the UK Space Agency assured delegates that the UK intended to remain an international partner in future space projects. “We have no plans to go it alone,” he said. He gave the example of a recent international contract from the French space agency CNES in partnership with Airbus Defence & Space and Thales Alenia Space for the MicroCarb satellite which is to be built in Belfast and tested in Harwell. MicroCarb is designed to monitor and creation and absorption of CO2 on the Earth and in the atmosphere to better understand the carbon cycle. It can also measure atmospheric methane.

The UK space industry currently accounts for £5bn worth of exports, 49% of which go to Europe – trade which may be adversely affected if the UK fails to secure a good deal for leaving the EU. “The EU is our biggest customer, so Brexit is a massive threat,” admitted Richard Peckham, Chairman of UKSpace. Some speakers were more forthright. “Anyone who doesn’t think Brexit is not a calamity doesn’t know what they’re talking about,” declared David Williams, Chairman Advisory Board, Seraphim Space

Richard Peckham also admitted that Brexit would force the UK to engage more globally – not just in Europe, saying: “If the Government is serious about an industrial strategy sector deal for space, it gives us a generational opportunity for the UK to assert itself as a global space nation. He was also confident that the

SPACEFLIGHTPresident’s Conference Report

space industry sector has the potential to be a strong tool in post-Brexit Britain. “Space can give us the means to project a self-confident and outward-facing global Britain,” he said.

Doves from above

Another topic discussed at the conference was new applications for satellites. Jen Marcus, VP US Government Strategic Partnerships, Planet Labs explained about the work being done by his company to commercialise Earth images. Based in San Francisco, Planet Labs is a commercial company supplying Earth imaging data. The company currently has 190 satellites in orbit comprised from two constellations (RapidEye and SkySat) which were acquired from other users supplemented by its own Earth observation cube sat called the Dove. Planet designed and manufactures the Dove, and currently produces 20 per week .

Each Dove continuously photographs the Earth’s surface as it completes an orbit around every 90 minutes (about 16 complete orbits every 24 hours). The satellites are controlled by Planet’s Mission Control team using custom automation software that can schedule imaging windows, add new software in-orbit and download images to 30 ground stations throughout the world.

Using these satellite constellations, Planet is able to provide 3m resolution images on the Earth on a daily and sometimes ever hourly basis. Because the images are being constantly updated, it is possible to see both gradual and rapid changes over time and Planet Labs are marketing the data to a wide variety of different end users.

Jen Marcus gave examples of how images from the satellites were being used insurance companies to help detect change, identify fraudulent claims, and verify renewable assets – such as the presence of residential outdoor swimming pools. Images can also be used to monitor primary forests and detect the presence of illegal mining and logging activities. Planners and local authorities can use the images to monitor urban growth and detect unpermitted building. Planet Lab images are also used for climate monitoring, crop yield prediction, disaster response, defence, energy and finance applications.

It is also possible to use object recognition software from the images to answer particular questions – such as how many houses are there in Pakistan, how many cars are being imported using photos of cars parked at docks, comparing well pads in Texas against those in Siberia, or to count the number of ships in the top ten ports over time.

Internet for all

Greg Wyler, Founder and Executive Chairman of OneWeb is using satellites for a different application – to improve global access to the Internet. According

Artist’s impression of the UK’s new National Satellite Testing Facility due to open in 2020.

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Planet Lab

Planet Lab image of Fiery Cross Reef, Spratly Islands, South China Sea, on 4 January 2016.

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to OneWeb, over 50% of the world is currently remain without reliable high-speed connectivity. This includes regions of rural America, Europe and Asia, as well as emerging markets, where schools or community centres are without access.

OneWeb has set itself the ambitious goal of connecting every unconnected school by 2022 and of connecting everyone in the world by 2027.

In early 2018 OneWeb plans to launch ten production satellites. “These will not be demo satellites that go ‘bing’ but the real thing,” explained Greg Wyler. This will be followed six months later by a full launch campaign to create what will eventually become a constellation of 900 satellites to enable affordable Internet access. “We will be launching satellites every 21 days,” said Wyler. up in the atmosphere. “We’re using more expensive materials which will burn up more easily,” said Wyler.

Space debris

The conference also considered the problem of space debris. According to Dr Holger Krag, Head of ESA Space Debris Office, there are now over 20,000 man-made objects in space, of which 1,300 are satellites and the rest is space debris. He explained who, since the beginning of the space race, there have been over 250 space break-ups as a result of spacecraft dipping into atmosphere, fuel explosions, missile tests and collisions. While some pieces of space debris were trackable, others were too small to detect. However, even a 1cm object travelling at 10km/sec had the equivalent kinetic energy of a crashing car or a hand grenade.

As more and more satellites and nano satellite constellations are put into orbit the greater the risk of a collision. Most satellites are in an 800km altitude. Equivalent to a 200 years orbital lifetime. “The risk of a collisions is going to increase from 1 every 5 years to 1 every year by 2117,” said Krag.

Detecting debris

Dr Miguel Belló, CEO of Deimos, told delegates about the work of the Deimos Sky Survey (DeSS)

space surveillance centre. Opening in Spain in 2016, DeSS uses a combination of wide and narrow view tracking telescopes to observe, track and catalogue space debris and asteroids close to Earth. The centre collects up to 50,000 images each night and, so far, has identified 20,000 objects. As well as giving advance warning of potential asteroid collisions with the Earth, the DeSS centre can alert national and international satellite operators on potential collisions of space debris or other bodies with their satellite systems so that the operators can execute avoidance manoeuvres.

Space liability

The issue of who is responsible for spacecraft in orbit was addressed by Professor Sa’id Mosteshar, Director, London Institute of Space Policy and Law. He explained that with space debris, there was no distinction between different types of space objects from a fleck of paint to a satellite. Some objects currently in object, particularly those with a military or surveillance purpose are classified. It was also difficult, particularly with smaller pieces of space debris, to determine where they came from and who owned them. Even debris surveillance data would probably not be enough evidence in a court case.

Regarding the issue of clearing up space debris, Prof Mosteshar explained how it was not just possible to take a satellite out of orbit, you needed the permission of the owner. There may also be obligations under licence to the satellite’s operators, as well as the consent of the launching states. If the deorbiting mission was unsuccessful and the object crashed on Earth – the owners would be liable.

Cleaning up space

The conference saw the signing of a memorandum of understanding (MoU) between Astroscale and Surrey Satellites for a ELSA-d test target satellite to ‘pursue joint opportunities in areas of innovative on-orbit technologies and missions designed to safeguard the orbital environment for future generations’. The ELSA-d (End-of- Life Service by Astroscale) will comprise two spacecraft - a Chaser and a Target. The Chaser will be equipped with optical sensing instruments and a capture mechanism while the Target will act as a test ‘rescue package’. The aim of the mission will be for the Chaser spacecraft to identify and secure Target and demonstrate the viability of satellite retrieval.

Astroscale also announced at the conference the imminent launch aboard a Soyuz launcher of its microsatellite, IDEA OSG 1, designed to collect information on small-size debris in LEO. However, the launch on 28 November ended in failure after the Fregat upper stage of the rocket failure to reach orbit, losing a payload of 19 small satellites, including IDEA OSG 1.

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Civil air threats

Middle EastSyriaThe burgeoning civil war coupled with the deployment of advanced air defence weapons across the country has created a complex overflight risk environment at all altitudes within Syrian airspace. Multiple state and non-state actors have a capability to target aviation assets in-flight over Syria. Syrian rebel groups, the Syrian military and the extremist Islamic State (IS) group are the actors which comprise the main threat to civil aviation flight operations over the country at altitudes above FL260.

Syrian rebel forces have shown a capability and intent to target aircraft operating at altitudes above FL450. The Syrian rebel group, Jayish al-Islam, is assessed to be in possession of multiple Russian-made radar-guided 9K33 Osa (SA-8 GECKO) conventional surface-to-air missile (SAM) systems. The SA-8 has the capability to engage aircraft at altitudes near FL450 and at ranges out to approximately 9 miles (15km). During June-July 2016, Jayish al-Islam reportedly used its SA-8


AIR TRANSPORTWar zone risks

In response to the July 2014 shoot-down of flight MH17 over the Ukraine, there has been an increased emphasis on threats to civil aviation flight operations over defined risk areas. Multiple national and international civil

aviation governing bodies and civilian flight operators have begun reevaluating their current overflight policies. In addition, civil aviation entities are required to conduct risk assessments of their flight routes on a continuous basis for compliance, actuarial and insurance purposes.

The most pertinent risk areas are those where there is a significant kinetic threat to civil aviation flight operations above FL260, as this is where civilian aircraft set their cruising altitudes. Our analysis has identified nine separate risk areas around the globe where civil aviation flight operations face a persistent kinetic threat at altitudes above FL260 from air, air defence and unsafe missile activity conducted by a range of state and non-state actors. This article provides a summary of these risk areas, including incident-specific analysis by our aviation security team of activity which poses a significant kinetic threat to civil aviation.

Following the shootdown of MH17, there is a need for up-to-date and accurate risk assessment of airspace for civiloperators. ANDREW NICHOLSON, CEO at UK companyOsprey Flight Solutions, gives an overview of recent threats.

Osprey FS

THE SYRIAN MILITARY HAS A VARIETY OF CONVENTIONAL SAM SYSTEMS CAPABLE OF ENGAGING AIRCRAFT IN-FLIGHT AT ALTITUDES WELL OVER FL260

Buk-M2E SAM system – an older varinat of which was responsible for downing MH17.


to approximately 100 miles (160km). Most recently, Saudi-led coalition forces in Marib Governorate used a Patriot conventional SAM system to shoot down two SSMs fired by Houthi rebels on 19 April 2017.

Saudi Arabia

Spillover from the conflict in Yemen has led the Saudi Arabian government to enact airspace restrictions over the south-west areas of the country. The Security Control of Air Traffic and Air Navigation Aids (SCATANA) zone of South-West Saudi Arabia is an emerging overflight risk area. This is due to the presence of Saudi Arabian military forces which have shown a capability and intent to use Patriot conventional SAM systems to target and shoot down SSMs fired into the country from Yemen by Houthi rebel forces. Saudi Arabian military forces have shot down at least nine SSMs fired into the SCATANA area of the country since the start of 2017 alone.

EuropeNagorno-Karabakh

Since 1994, escalations in the Armenian and Azeri conflict over the disputed Nagorno-Karabakh region have led to the deployment and use of advanced air defence weapons, making the territory a persistent overflight risk area. Both Armenian-backed forces and the Azeri military have conventional SAM systems capable of engaging aircraft operating at altitudes over FL900 deployed to the Nagorno-Karabakh area of hostilities. In late-April 2017, the Azeri military claimed Armenian-backed forces in

systems to shoot-down at least three Syrian military air assets.

The Syrian military has a variety of conventional SAM systems capable of engaging aircraft in-flight at altitudes well over FL260. Most recently, the Syrian military engaged Israeli military aircraft in-flight over the Golan Heights with S-200 Vega (SA-5 GAMMON) conventional SAM systems on 16 March 2017. The SA-5 has the capability to engage aircraft at altitudes over FL900 and at ranges out to 190 miles (300km). In the most concerning incident to date, a civilian passenger plane conducting a charter flight from the Egyptian city of Sharm el-Sheikh to the Russian city of Kazan was unsuccessfully engaged over Syria by a conventional SAM system fired by unknown actors on 29 April 2013.

The extremist IS group is also assessed to be in possession of conventional SAM system components acquired via usurping equipment from Syrian military installations. In a recent incident, IS militants reportedly took control of a Syrian military conventional SAM site in Homs Governorate in mid-December 2016. However, a US military airstrike against IS group targets on 16 December 2016 may have destroyed the site.

In June 2016, reports emerged that the IS group acquired Russian-made radar-guided 2K12 KUB (SA-6 GAINFUL) conventional SAM system components in Daraa Governorate. The SA-6 is capable of engaging targets at altitudes of over FL450 and at ranges out to approximately 13 miles (24km). Reports dating back to 2014 indicate the IS group acquired SA-6 components located in Dayr az Zawr Governorate. However, Russian military airstrikes reportedly targeted IS group SA-6 components within Dayr az Zawr Governorate in late-January 2016.

Yemen

The conflict zone stemming from the war between Houthi rebel forces and the Saudi-led coalition coupled with the deployment of advanced air defence weapons by both sides has created a complex overflight risk environment over Yemen. Both Houthi rebels and Saudi-led coalition forces have conventional SAM systems capable of engaging aircraft operating at altitudes over FL800 deployed within the country. In late-January 2016, Houthi rebels published a video of the refurbishment and live firing of a Russian-made S-75 Dvina (SA-2 GUIDELINE) conventional SAM system. The SA-2 has the capability to engage aircraft at altitudes over FL800 and at ranges out to approximately 28 miles (45km).

Saudi-led coalition forces have deployed MIM-104 Patriot conventional SAM systems to Marib and Aden Governorates to shoot down surface-to-surface missiles (SSMs) fired by Houthi rebel forces. The Patriot has the capability to engage aircraft at altitudes above FL800 and at ranges out

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Nagorno-Karabakh fired a SA-8 that failed to down any of its aircraft. On 15 May, the Azeri military claimed to have destroyed an Armenian-backed forces SA-8 conventional SAM system in Nagorno-Karabakh. Surface-to-air fire incidents are a regular occurrence in the Nagorno-Karabakh area with at least 12 drones shot down since May 2016 during hostilities between Armenian-backed forces and the Azeri military.

Eastern Ukraine The simmering war in Eastern Ukraine remains ongoing in the years since the downing of MH17, which exemplifies the persistent overflight risk area emanating from the conflict. Both Pro-Russia militia forces and the Ukrainian military have conventional SAM systems capable of engaging aircraft operating at altitudes over FL450 deployed to the provinces of Donetsk and Luhansk. In early-June 2016, Pro-Russia militia forces are assessed to have shot down an Organisation for Security and Cooperation in Europe (OSCE) drone via a SA-8 over Donetsk Province. In a more recent incident, Pro-Russia militia forces are suspected to have conducted a SAM launch in Luhansk Province on 7 April 2017, according to the OSCE. On 28 April 2017, Ukrainian military forces claimed to have downed a Russian-made Orlan-10 drone over Donetsk Province that was reportedly operated by Pro-Russia militia forces.

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AIR TRANSPORTWar zone risks

Africa

South Sudan

The conflict zone environment stemming from the civil war in South Sudan coupled with the deployment of advanced air defence weapons by government military forces has created a complex overflight risk area in the airspace over the country. On 11 December 2015, the South Sudanese government issued a statement announcing its forces would shoot-down any aircraft operating over the country without permission, citing the increase of unauthorised incursions into its airspace. The South Sudanese military has conventional SAM systems capable of engaging aircraft operating at altitudes up to approximately FL800. On 24 December 2015, the US government reported the deployment of Russian-made radar-guided S-125 Pechora (SA-3 GOA) conventional SAM system to the environs of the capital city of Juba by South Sudanese military forces. The SA-3 has the capability to engage aircraft at altitudes over FL800 and at ranges out to approximately 22 miles (35 km).

Libya

Since 2011, civil aviation entities globally have reevaluated overflight of Libya due to the enduring civil war and subsequent conflict zone

Dutch and Australian police at the MH17 crash site on 3 August 2014.

25i f JANUARY 2018 @aerosociety Find us on LinkedIn Find us on Facebook.com www.aerosociety.com

environment. Both the Libyan National Army (LNA) and Misratan forces have conventional SAM system components; which when refurbished, are capable of engaging aircraft operating at altitudes over FL800. In January 2017, the LNA reportedly deployed Russian-made infrared-guided 9K31 Strela-1 (SA-9 GASKIN) conventional SAM systems to Ras Lanuf and Zintan. The SA-9 has the capability to engage aircraft at altitudes up to approximately FL150 and at ranges out to 2.6 miles (4.2km). In late-December 2016, Misratan forces displayed components of a SA-3 system at a parade celebrating the liberation of Sirte from extremist IS group militants. On a more concerning note, Misratan forces published a video of the refurbishment and live firing of a SA-6 conventional SAM system in late-August 2015.

Americas

Venezuela

The Western States of the country constitute an emerging overflight risk area due to the presence of Venezuelan military forces which have shown a capability and intent to use conventional SAM systems and fighter jets to target in-flight civilian aircraft suspected of involvement in narcotics trafficking. Since 2013, Venezuelan military fighter jets have shot down at least 20 such aircraft in total over the states of Apure, Tachira, Merida, Barinas, Zulia and Amazonas. Most recently a Venezuelan military fighter jet shot down a civilian aircraft suspected of involvement in narcotics trafficking near Lake Maracaibo in Zulia State on 22 April 2017. In addition, the Venezuelan military destroyed civilian aircraft suspected of being involved in narcotics trafficking while they were on the ground at airstrips in Zulia State on 7 April 2017 and 20 February 2017.

Asia

North Korea

North Korean airspace is a persistent overflight risk area for flights at all altitudes due to its history of unannounced tests of SSM systems without providing proper prior notification to civil aviation entities. North Korea has conducted ten unannounced SSM launches during 2017 with the most recent launch attempt occurring on 28 Nov 2017. In the most concerning incident, the South Korean government reported that a commercial airliner carrying over 200 civilian passengers narrowly missed being hit by a North Korean SSM after it flew into the trajectory of the missile over the Sea of Japan on 6 March 2014.

Osprey FS

Conclusion

Risk-based decision-making is vital to ensuring the safety and security of flights over or near conflict zones and within environments where civil aviation faces significant operational constraints. Along with the nine risk areas outlined above, our analysis has identified 34 additional risk areas where the kinetic threat to flight operations is concentrated below FL260 or where civil aviation activities face significant operational constraints. For example, while the conflict zone environments in Iraq, Afghanistan and Somalia create complex issues within the airspace over each country, the kinetic threat to civil aviation is primarily present at altitudes below FL260. In the context of aviation security, there remains a need to perform intelligence analysis of the advanced weaponry capabilities of state and non-state actors globally to derive a realistic picture of the current threat environment throughout the world.

Osprey Flight Solutions

Osprey Flight Solutions has developed a proprietary airspace risk assessment methodology that evaluates a combination of 20 aviation security, operational and safety criteria via qualitative and quantitative measures. The Osprey Flight Solutions proprietary airspace risk assessment methodology takes into account a range of technical criteria to holistically analyse threats to aviation at specific altitude intervals. The airspace risk assessment methodology coupled with Osprey Flight Risk Management software provides consistent and unbiased analysis of all airspace globally with the primary output being the identification of specific areas where a defined kinetic risk to civil aviation is present. The Osprey Flight Risk Management software and proprietary airspace risk assessment methodology coupled with the expertise of our aviation security team provide civilian flight operators accurate, timely and consistent analysis to meet the challenges of a dynamic global airspace environment.

Osprey say its airspace risk alert database,culled from 200,000 sources in 60 language integrates directly with a growing number of flight planning software.

VENEZUELAN MILITARY FORCES ... HAVE SHOWN A CAPABILITY AND INTENT TO USE CONVENTIONAL SAM SYSTEMS AND FIGHTER JETS TO TARGET IN-FLIGHT CIVILIAN AIRCRAFT SUSPECTED OF INVOLVEMENT IN NARCOTICS TRAFFICKING

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SHOW REPORTDubai Air Show 2017

Dubai continues to surprise

Expectations wereconfounded inmore ways than onewith record airlinercommitments andnew aircraft debuts.TIM ROBINSON and BILL READreport on the 2017Dubai Air Show heldon 12-16 November.

Last year’s Dubai Air Show, held at the superhub of the Al Maktoum International Airport (DWC) was in many ways another classic exhibition from a country that seems to have boundless ambition

and energy. Predictions of a quiet show were shattered by some record-breaking commercial commitments, strong military interest and new aircraft making their first appearance at an international exhibition. Trade visitors were up 20% compared to the 2015 show, according to the organisers with some $113.8bn worth of orders announced over the five days. Star attractions in the flying display were J-10s from China's 1st August display team, the Russian Sukhoi Su-35 and Su30s from the Russian Knights team, USAF Lockheed Martin F-22 and the Beriev Be-200ES waterbomber. Let's take a look at some more of the highlights.

Emirates to pioneer 'virtual windows'

Emirates’ President Sir Tim Clark unveiled the carrier’s most luxurious first class cabins yet on its Boeing 777-300ER. The new first class reduces the seat count from eight to six but the suites now feature fully-enclosed cabins in 1-1-1 layout. In a first for the industry, Clark revealed that the centre cabin features ‘virtual windows’ with HD video piped in via fibre-optics to give the passenger the experience of a window seat. The First Class suite, provided by B/E Aerospace and developed in partnership with Mercedes-Benz, also features Top Gear celebrity Jeremy Clarkson in a video promotion. Business class and economy have also received a makeover and the 300ER First Class cabin will also act as a pilot product for the upcoming 777X. Clark says that Emirates also intends to roll-out the First Class suite in its A380s but that it is currently a ‘work in progress’.

UK company debuts armed multicopter

Making its Dubai debut was a new British company, Steel Rock, which had on display a family of

multicopter UAVs one of which, the Velvet Wasp, was armed with a low-collateral

Textron Fury mini-missile. Another variant uses a 40mm launcher

to render IEDs inoperable from a safe distance.

Jet Aviation opens new terminalCelebrating its 50th

anniversary this year is General

Dynamics-owned veteran

business aviation services

provider Jet Aviation, which

opened a new shared VIP

bizjet terminal at Dubai South

(DWC) on 13 November. Jet

Aviation will retain its existing

FBO and MRO facility at Dubai

International, which currently

handles 200 movements a

month but, says Hardy Butschi,

VP and GM of Jet Aviation's

Dubai MRO/FBO, he expects

this to spilt '50/50' in the

future as customers migrate to

the new DWC terminal..

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23i f AUGUST 2017@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com

Finally, the company’s Eagle Owl UAV is a ISR platform, providing 2hrs in overwatch. Its UAVs can also perform resupply, delivery and humanitarian missions and Steel Rock had been one of the winners of DSTL’s ‘Last mile challenge’ for automated logistics delivery.

As well as UAVs, Steel Rock is also leading the way in next-generation C-UAS anti-drone tech. Its Nightfighter drone scrambler is lightweight, portable (a ‘carbine’-like short version is aimed at special forces) and is extremely precise in that its directional antennas only disable the UAV that it is pointed at and not other electronic equipment. The Nightfighter can disable the UAV, bring it down to earth safely, or even hijack it and send it back to its owner.

UAE to launch astronaut corps

Having (almost) conquered the global aviation world via Emirates, Etihad and Dubai airports, the UAE is now setting its sights on space and is set to announce the creation of its own national astronaut corps, according to Adman Mohammed Al Rais, Manager at the Mohammed bin Rashid Space Centre. The UAE will be looking for around 4-8 Emiratis, men or women, with ‘The Right Stuff’ to fly on missions to the ISS. He said that no decision had been made yet on whether these UAE astronauts would fly on US spacecraft (such as the Boeing CST-100 or SpaceX Dragon) or whether they might be ferried to the ISS onboard a Russian Soyuz. However, he said that a key aim was that any national astronaut project would be ‘sustainable’ and not just a ‘one-off’.

VIP 787 for Middle East high-flyers

Turning heads on static was a Boeing 787 VVIP Dreamliner owned by Deer Jet. This ultra

Boe

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As part of an ongoing process of enhancing its customer support offerings, engine maker Rolls-Royce opened a new Customer Service Centre (CSC) in Abu Dhabi. The new CSC in Abu Dhabi will help support Rolls' fast-growing customer base in the Middle East. It already supports 469 aircraft with 34 operators in the region and the installed engine count is set to jump from 3,700 in 2016 to 7,850 in 2026, with the Middle East one of the fastest-growing markets.

DAS17 IN BRIEF

Boeing wins Emirates deal for 40 Dreamliners

In a first day plot twist worthy of the wrong Hollywood awards winner being announced, media primed for a rumoured big purchase announcement from Emirates for 30-40 A380s from Airbus were caught wrong-footed when a Boeing 787 model was brought in

at the press conference for a surprise big order all right but not from Toulouse. Emirates, which, to date has stuck to a two type fleet (A380 and 777) will now add a third with a commitment to 40 Boeing 787-10 Dreamliners – a deal worth $15.1bn at list prices. Deliveries of the new Boeing 787-10s will begin from 2022. Interestingly, the news release notes that the deal supports: “75,000 direct and indirect US jobs”, underlining Emirates’ value to the US aerospace supply chain at a time when the airline is still in the crosshairs of American carrier over the Open Skies deal.

luxury bizjet, aimed at heads of state, VVIPs and celebrities, is now available to charter via UAE’s UAS International Trip Support, which already caters to the high-end of charter market with BBJs and Gulfstreams. UAS CEO and co-founder Omar Hosari says the 787 costs around $60-70,000 a hour to fly – with the intended audience heads of state, ministers and their entourages. The VIP 787, only delivered in 2016, has room for 40 passengers, rest areas for crew and giant lounge as well as a master bedroom and bathroom. Despite the hefty price tag for charter, the 787 VVIP proved a huge hit at the show, says Hosari: “Everyone is wowed. They’ve never seen something this spacious.”

China's growing strength in UAV exports made headlines at the Paris Air Show in the summer when it displayed a full-scale mockup (and weapon options) of its Reaper-alike Wing Loong II UAV. At Dubai, AVIC went one further with a static display of full scale mock-ups of the Wing Loong, Wing Loong II and a new jet-powered armed UAV called the Cloud Shadow, as well as a ground-control station (GCS) on its stand. The Cloud Shadow UCAV, which resembles the General Atomics Predator C, comes in three variants – a image/EO/IR reconnaissance version, an armed reconnaissance-strike version and a electronic reconnaissance (SIGINT/ELINT) variant. Powered by a WP-11C engine, it has a range of 400km and can fly at 620km/hr.

China reveals jet UCAV


Boeing stuns with record-breaking 225-aircraft flydubai order

While aviation media were still digesting the enormity of the Airbus deal (above), Boeing had a surprise up its sleeve too, with a 225 737 MAX order from the UAE's low-cost carrier, flydubai. This, which consists of a commitment for 175 and purchase rights for 50, is the biggest ever single-aisle order for a Middle East carrier. More than 50 of these 737 MAXs will be of the new 10 variant, which Boeing launched with a fanfare at Paris earlier this year – the rest will be split between MAX 8 and 9 variants. The follow-on MAX commitment from flydubai, which now has three MAX 8s in service from an order placed at the 2013 Dubai Air Show, takes the total MAX backlog at Boeing to over 4,000 aircraft.

UAE military signs up for upgrades

While rumours swirled around UAEAF interest in F-35 and Su-35 fighters, during the week the country announced some notable upgrade deals for existing platforms, along with training, support and smart munitions. The UAE MoD said that the Air Forces’ Mirage 2000-9s would be upgraded by Dassault and Thales. It also placed a $1.6bn contract with Lockheed Martin to upgrade and support its 80 F-16E Block 60 fighters. Another

modernisation and support deal announced at the show was to Iomax for its Air Tractor AT-802i armed cropdusters flown by the UAE. Finishing off a week of defence announcements from the UAE MoD, was an order for five Airbus C295MW (military winglet) medium transport aircraft. The aircraft will serve with the UAE Air Force, replacing CN235s currently in operation. Deliveries will begin in Q4 2018.

Wanted: 70 new type-rated pilots a day

Unveiling its first ever Airline Pilot Demand Outlook, CAE predicted that the global civil air transport fleet will need some 255,000 new pilots in the next ten years. The report also found that there was a requirement to develop 180,000 first officers into captains – a higher number than any other decade In short, said Nick Leontidis, CAE Group President, Civil Aviation Training Solution: “The airline industry will need 70 new type-rated pilots per day for the next ten years to meet global demand.” Meanwhile, an airliner market forecast from Airbus also echoed this outlook. It predicts that some 35,000 aircraft valued at $5.3 trillion will be required in the next 20 years. For those thinking of entering the aerospace industry, airlines will also need 530,000 pilots and 550,000 technicians too.

Shell Aviation announced the signing of a fuelling concession agreement to operate new into-plane and fuel farm facilities as the sole jet fuel supplier at Salalah International Airport in Oman. Shell Aviation also supplies jet fuel to Muscat Airport in Oman.

Having started the week on the back foot, Wednesday saw Airbus return to form, with its master salesman John Leahy delivering the wow factor that he is known for, with an record-breaking $49.5bn deal for a staggering 430 A320 family aircraft for US airline investment fund Indigo Partners. (No relation to Indian low-cost airline IndiGo, which coincidentally held the previous Airbus record for largest ever single order (250) in terms of numbers). The deal, a Memorandum of Understanding (MoU) with Indigo Partners is for 273 A320neos and 157 A321neos. Valued at $49.5bn, the order will be divided up among Indigo Partners’ four portfolio low-cost airlines – Frontier Airlines in the US (100 A320neos, 34 A321neos), JetSMART in Chile (56 A320neos, 14 A321neos), Volaris in Mexico (46 A320neos, 34 A321neos) and Wizz Air in Hungary (72 A320neos, 74 A321neos). Newest of these is three-month old JetSMART which is looking to emulate the ultra-low cost model in South America. First deliveries for these airlines from this bulk order will begin in 2021. Based in Phoenix, Arizona, Indigo Partners is a private equity fund focused on worldwide investments in air transportation, and its founder Bill Franke has pioneered the stripped-to-the-bone ultra-low-cost model. Airlines operated by Indigo Partners have had previous orders for 427 A320 family aircraft, making Indigo one of the largest customers by order number in the world for the Airbus single-aisle aircraft family. The deal crowns a legendary career by outgoing Airbus Chief Operating Officer – Customers, John Leahy, who retires this year after 23 years at the airframer.

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‘Trillion dollar’ salesman leaves Airbus a 430-aircraft retirement present

Space on the agendaOver at the Space Pavilion

there was much discussion

on future space commercial

opportunities, as well as

regulation and legal challenges

for commercial spaceflight and

space tourism. Star speaker

on the third day had to be

Apollo 15 astronaut Col Al

Worden, who was at the show

in the US Pavilion and also

visited schools in the UAE to

inspire young people about

space and STEM subjects.

Worden had high praise for

the UAE's ambitious space

plan which includes a city on

Mars in 100 years – saying it

is “pretty damn visionary” and

that is ‘reminiscent’ of the JFK

era in the US which led him

to fly to the Moon in 1971.

However, he noted that a

crewed mission to Mars would

be a international endeavour,

saying: “Human spaceflight is

a human species programme,

not a US national programme

– and the UAE is helping to

drive this”.

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29JANUARY 2018@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com

Falcon adds more AW169s

Signing an order from lessor Milestone Aviation Group for an additional three Leonardo AW169s was Abu Dhabi-based Falcon Aviation, which provides a range of fixed and rotary-wing services including VIP charter and offshore support. The signing brings the Falcon AW169 fleet up to five helicopters and the company also operates two AW189s and five AW109s. The new AW169s, which will be in multi-mission configuration, will be delivered in the first quarter of 2018.

AAR to help support UAE special ops wing

US MRO services and support giant AAR is to help support the UAE's Joint Aviation Command, which flies 12 types, including Chinooks, Apaches and Black Hawks, as well as armed AT-802U light attack turboprops, with a MoU with Global Aerospace Logistics (GAL), a subsidiary of Emirates Defence Industries Company (EDIC) to develop enhanced support services, including performance-based logistics.

Azerbaijan orders extra Dreamliners

The first day also saw an $1.9bn order from Azerbaijan Airlines for five Boeing 787-8s. The airline, which already operates two 787s, also has a commitment for the later purchase of two large freighters which could be either 747Fs or 777Fs.

MC-21 production line in the UAE?

In more surprise news, Russia's state Rostec announced that it had begun preliminary discussions with the UAE on the joint production of a civil aircraft. The aircraft may be based on UAC's

MC-21-400 passenger jet, with Rostec raising the possibility of a UAE production line. A working group is now being created to study it further, according to Rostec’s CEO, Sergei Chemezov.

Saudi Arabian-developed UAV to double endurance

Making its debut at an international airshow was the Saker 1 UAV from Saudi Arabia's research lab at King Abdulaziz City for Science and Technology. First flown in 2013, the 17m wingspan has a 250kg payload and uses a Rotax 914 engine. It can be flown by either line of sight or BLOS with satellite links. KACST says an upgraded version, the Saker 1B is now in development, which will more that double the current endurance of 20 hours to 48 hours, or allow the UAV to carry two small weapons.

Lufthansa checks in with Etihad

Another MRO milestone ahead of the show has seen work start on the first third party Airbus A380 C-Check at Airbus' and Etihad Airways Engineering’s joint MRO partnership in Abu Dhabi. An A380 from Lufthansa is the first customer for this six-year overhaul and is one of the first examples of Airbus’ recently unveiled MRO Alliance where third-party providers can offer support and overhauls while being backed by the OEM itself.

Air Arabia lease deal

Middle East low-cost carrier Air Arabia signed a lease agreement for six Airbus long range A321neo LRs with the Los Angeles-based aircraft lessor Air Lease Corporation. The 215-seat CFM-powered aircraft are to join Air Arabia’s existing fleet of 50 A320 aircraft from 2019 and will enable the airline to fly on longer routes.

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One of the aircraft unveiled at this year’s show was the PAL Aerospace Force Multiplier aircraft aimed providing on-demand ISR by the hour service. Designed for long endurance maritime and ground surveillance missions, the Force Multiplier, which is based on Bombardier Dash 8 Q300, can fly for over ten hours and can be used as a multi-role platform for such missions as maritime SAR, life raft deployment, immigration control, surveillance of sporting events, monitoring forest fires and border surveillance.

Making its international air show debut at Dubai was the Kawasaki C-2 airlifter, four of which are now in service with the Japanese Air Self Defense Force (JASDF). Sized between a C-130 and a C-17 and powered by two GE CF6 engines, Japan is now aiming this medium transport at the international market.

The JASDF has 11 C-2s on order and has completed operational evaluation, including cargo and paratroop trials, with the aircraft in service with Dai 403 Hiko-tai at Miho. The C-2 has a maximum payload of 36tonnes with a 2,430nm range or a ferry range of 5,300nm.

Japan’s C-2 debuts at Dubai

Boom to choose engine in 2018 Giving a presentation of

progress towards its goal

of developing a 55-seat

supersonic airliner, was

Boom Supersonic’s CEO and

Founder, Blake Scholl. The

company is set to fly its two-

seat XB-1 demonstrator by

the end of 2018, with Mach1+

testing to use Edwards AFB

supersonic corridor – a nod to

the original X-Planes. He told

media that Boom is planning to

downselect an engine in 2018,

with the choice between a

commercial turbofan derivative

or a “clean-sheet powerplant”.

Service entry is planned for the

mid-2020s.


Jetex opens new FBO

Business aviation services company Jetex Flight Support has been appointed as the first operator and manager of fixed base operations (FBO) in Oman. The ten-year agreement with the Oman Airports Management Company will see Jetex develop new FBOs at Muscat and Salalah airports. Jetex also formally opened its second FBO at Dubai South near Al Maktoum Airport and announced plans to build an aircraft hangar on the site by 2019.

Missing in action?

While those covering the airshow were bombarded by a barrage of announcements, interviews, briefings, press releases and breaking news alerts, there were, oddly, three areas where there was an uncanny silence.Qatar - the ongoing diplomatic crisis between the UAE, Saudi Arabia and Middle Eastern nations and Qatar meant that the air show was missing its usual impressive Qatar Airways static display – along with a chalet and other presence. However, the delicate situation also had other knock-on effects. Airbus, for example, choose not to send its Airbus A350-

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1000 – given that the launch customer is Qatar Airways. Meanwhile a briefing over at Eurofighter saw the organisers steer the Q&A away from active sales campaigns – again with an eye on a recent Qatar announcement that it intended to purchase Typhoons.Airbus/Bombardier - another quiet zone was the CSeries announcement – and its potential to shake up the industry. While one major reason was that this deal is yet to be confirmed, another might be the intense internal high-level battles reportedly going on at Airbus. Those expecting joint press announcements, or initial thoughts on product commonality were to be disappointed. Even social media, where normally serious corporations can add a bit of fun, there was no recognition that the Airbus family was getting a new member. In this wedding, both groom and bride seemed to be terrified of being seen in public together ahead of the ceremony.Aerial taxis – with seemingly a flying car concept being released ever week and a real one, mock-ups and models on display earlier in the year at the Paris Air Show, it was thus curious that at an air show held in a city which is leading the way in trialling this transport, they were nowhere to be seen – not even on stands. A puzzling one for flying car fans.


There was celebration over at Bombardier as its new-found CSeries momentum, following the announcement of a partnership with Airbus, led to EgyptAir signing a LoI for up to 24 CS300s, the larger model for its regional carrier, EgyptAir Express. The deal splits into 12 firm and 12 options. The order is worth $1.1bn at list prices, with it rising to $2.2bn if all options are taken. This is the second CSeries deal that Bombardier has won after Airbus announced that it would take control of the programme, the other being a deal for up to 61 aircraft from an unnamed European airline. As well as the benefits to his carrier, including excellent range and exceptional economics, Safwat Musallam, Chairman and CEO of EgyptAir Holding Company, noted that the sale would also open a big door for Bombardier in the Middle East for the aircraft.

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Orbis’ MD-10 is a welcome sight

One aircraft with a unique mission of helping to treat blindness and eyesight disorders worldwide was at Dubai this year – Orbis International’s Flying Eye Hospital. Based on a converted FedEx MD-10, the heavily modified aircraft was delivered in 2016. Orbis' MD-10, which flies with a regular crew of 22, operates around the world to act as a mobile specialist eye teaching hospital – training local doctors, nurses and technicians in the developing world, the latest techniques and procedures to combat avoidable blindness and restore peoples sight. In the period 2012-2016, Orbis trained 10,385 doctors worldwide and 130,362 nurses and medical staff, working closely with local hospitals where the need is greatest.

Supported by FedEx and UTC Aerospace among others, this aircraft is a one-of-a-kind humanitarian asset that delivers the most valuable aid of all – knowledge.

CSeries gains fresh momentum with EgyptAir order

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Summary and analysis

As in previous air shows, despite the mind-boggling figures and the last-minute theatrics, it is wise to retain a certain amount of cool assessment when dealing with commitments and MoUs and the like. First, of the nearly 700 orders announced at Dubai, a tiny fraction were finalised firm orders. The rest represent either commitments, options or purchase rights.

Second, is that the list price is never paid, and the more you order, the bigger the discount. As John Leahy quipped of the Indigo Partners $49.5bn deal: “regrettably they did not pay the full price”. Bulk shopping and pooled orders from multiple airlines – with private equity firms or investors fronting the deal, though difficult to co-ordinate, could become more popular as airlines discover new ways to extract discounts from manufacturers.

Third, the extended waiting times mean that a lot can happen between now and when airlines might take delivery – the airline might re-evaluate its fleet needs, change suppliers or even go bust. Emirates' headline order, for example, for 40 787-10s that kicked the show off, has to be seen in the context of an earlier cancellation for 70 A350s just three years ago.

Nevertheless – these announcements represent a vote of confidence in ongoing demand for global

air travel which, despite wars, terrorism, pandemics, and economic downturns, always seem to bounce back as more people around the world are able to fly – especially with the new breed of low-cost carriers that have revolutionised commercial air transport in the US and Europe.

Boeing’s coup on the first day, with its 787 deal with Emirates may also have had a subtle, yet important message to the US President and supporters, in that supporting key skilled manufacturing jobs in Seattle and across the US, should be taken into consideration when American carriers protest about unfair competition from Gulf airlines. Indeed, its press releases (both for Emirates and flydubai deals) drew attention to the “tens of thousands” of US jobs supported by these orders, in case anyone was unsure.

Despite a week of UAE MoD orders and announcements, the Russian Knights aerobatics and the jaw-dropping Su-35 flying in the display, Russia was unable to clinch a widely rumoured firm order from the UAE AF for the Su-35. Instead, reports suggested that the UAE was still keen to acquire the Lockheed Martin F-35 stealth fighter, with Defense News saying there was a requirement for 24 F-35s or two squadrons. While it will most probably be a question of ‘when, not if’ the UAE is allowed to buy F-35s, there still remain challenges for export approval.

2017 Dubai Air Show order round-up

Total 696 (Total excludes confirmation of previously announced orders)

AIRBUS (455) 25 x A320neo family for Wataniya Airways (LoI), 100 x A320neos and 34 x A321neos for Frontier Airlines (MoU), 56 x

A320neos and 14 x A321neos) for JetSMART (MoU),46 x A320neos and 34 x A321neos for Volaris (MoU), 72 x A320neos and 74 x

A321neos for Wizz Air (MoU), 2 x A330neos for Air Senegal (MoU)

BOEING (225) 40 x 787-10 for Emirates, 5 x 787s for Azerbaijan Airlines, 2 x 777F for Ethiopian Airlines,175 x 737 MAXs plus 50

purchase rights for flydubai, 5 x 737 MAX 8s for SCAT Airlines

BOMBARDIER (12) 12 x CSeries CS300 firm for EgyptAir plus 12 purchase rights. (LoI)

The UK’s QinetiQ and Middle East General Enterprises (MGE) signed an agreement to establish a JV partnership to manufacture aerial and maritime training targets in the UAE. The JV will invest in a local facility to build these training targets, which include the Banshee aerial target and Hammerhead fast attack naval target. Establishing a JV in the UAE presents an opportunity to export targets and training services within the Middle East.

Making its international air show debut at Dubai was the UAE's Calidus B-250 tandem-seat light attack/COIN turboprop. Developed with help from Brazil’s Novaer, the B-250 features a Rockwell Collins Pro Fusion glass cockpit – the first time this flightdeck has been used in an attack aircraft. Built out of carbon-fibre, the B-250 is powered by a P&WC PT6A-68 turboprop and has eight hardpoints for weapons.

A slower way to see the UAEFrom November 2018 there will be a more tranquil way to experience the UAE with the launch of luxury sightseeing Zeppelin airship flights by ‘Spirit of the Emirates’. The airships will be able to fly up to ten passengers at a time and the company says that the first 100 days of flights could potentially see up to 15,000 passengers flown, enjoying the sights of the desert, cities and UAE coastline.

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Local hero aims at light attack


PLANE SPEAKINGTim Peake

Last year saw ESA Astronaut TIM PEAKE conduct a six-month visit to the International Space Station (ISS). Receiving his HonFRAeScertificate in November, we caught up with him to ask whether he still hasstars in his eyes.

On 9 November 2017, the Royal Aeronautical Society was privileged to host ESA Astronaut, Major Tim Peake HonFRAeS at its London HQ. While at the Society, he surprised and

inspired young people at a RAeS ‘Cool Aeronautics’ STEM outreach event and also delivered an evening lecture – ‘Principia – A Journey of a Lifetime’ to the Society’s Space Group. We caught up with him to ask him about long-term physiological effects from spaceflight, his day-to-day job at ESA’s Astronaut Centre and future plans.

AEROSPACE: You touched down in June 2016. Are there any effects of space flight still with you? I’m thinking of things like blurred vision or unsteadiness or other long-term effects of space flight.

TP: Yes. The medical conditions that are still ongoing are bone density loss. I didn’t lose that much, about 2% overall, but it will probably take a full two years to recover that 2%. It’s quite remarkable that we’re actually now in a position where we’re recovering back to pre-launch levels. Twenty years ago, that wasn’t the case. Cosmonauts on long-duration missions were losing 20% bone mineral density, which you would never recover. It shows how much progress we’ve made, how far we’ve come in

understanding the processes behind the bone mineral density loss and how we can counter that onboard the Space Station to prevent it from happening.

AEROSPACE: So countering it is a question of more exercise?

TP: It’s not so much exercise. In the beginning, we started just doing more exercise. ‘Let’s go exercise and that will help,’ which it did, but we haven’t got so much time. We don’t want to waste too much crew time just doing exercise. We’ve become a lot smarter in understanding what exercises you need to do and realising that it’s the muscle/ligament/bone interaction that creates the bone growth. So, it’s doing specific exercises, targeting specific areas of the body.

AEROSPACE: What was the most important science you conducted while you were on the ISS?

TP: Very hard question to answer because we did about 300 experiments during our six months in space. Every PI (Principal Investigator) would say their experiment was the most important. By the time you go through the process, the peer review, of getting an experiment onboard the International Space Station, it’s an important experiment. There’s nothing going on up there that isn’t important.

Plane Speaking with: Tim Peake

The official patches Tim wore on his flight suit:the Expedition 46 patch, Soyuz TMA-19M patch, and Principia logo patch.

33JANUARY 2018@aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.comi f

You’re very, very busy. There’s no room to think of anything except exactly what you’re doing right now, and to run through that space walk as best as you can.

AEROSPACE: As a test pilot, you conducted your work in relative obscurity. Did you expect this level of global media and public attention? Did ESA training cover ‘Tim-mania’ and how to handle it?

TP: To the best of their ability, yes. It’s very hard to train for that. We do have PR media training during astronaut basic training that helps you to prepare. I have to say, really, by the time you fly to space, the best training is on-the-job training. By the time you fly to space, you’ve been involved in a number of media interviews and presentations, etc. Nothing can really prepare you for the impact coming back. I know, for example, my colleague Thomas Pesquet will be feeling that right now in France. He’s an absolute hero and he’s going on a post-flight tour and he’s very, very busy.

I have to say, it’s an area I wasn’t particularly comfortable with, coming from a military background, but you’re also an ambassador for space and it’s part of your job. The two go hand-in-hand. You cannot be an astronaut and not be expected to have a high public profile. It’s very much part of the job, and it’s one I’ve embraced.

AEROSPACE: Now you’re back on Earth, what’s your current day job and what does that entail?

TP: The current day job is really the lofty title of ‘Head of Astronaut Team’. To put that in perspective, at the

In terms of some of the experiments I think will have the biggest impact, I do think that a lot of the pharmaceutical research we’re doing right now is fascinating. Growing protein crystals in space, using those clear, large, pure crystals that you simply cannot grow here on Earth, using those crystals to understand disease-causing proteins and then being able to create the drugs that will counter those diseases is fantastic research. That area is very exciting.

In terms of coming from a test pilot background as well, I’m really excited by some of the metal alloys that we’re investigating, using, for example, the European Space Agency electromagnetic levitator, where we’re understanding about titanium aluminides, for example, and how we can use them to make lighter, stronger engine turbine blades which will help to improve efficiencies back here on Earth.

AEROSPACE: Obviously, a mission highlight was doing a space walk. What was it like being out there in the void? Did you have any last-minute nerves of ‘what am I doing out here?’

TP: I had nerves before going onto a space walk. I think most astronauts will at some point. You’re embarking on something that is quite special, going out into the vacuum of space. I have to say all apprehension just completely disappeared the moment we started depressurising the airlock. It really was just ‘get down to work’. It was one of those things that I felt so relieved to be finally doing, after all the training, and the years of hard work that had gone into it, to be able to get on with the job in hand.

I THINK WE’RE GOING TO SEE MORE PUBLIC-PRIVATE PARTNERSHIPS WITH SPACE EXPLORATION. IT WON’T JUST BE A CASE OF THE NATIONAL SPACE AGENCIES. IT WILL BE WHEN WE GO TO THE MOON AND WHEN WE GO TO MARS

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PLANE SPEAKINGTim Peake

European Space Agency, we have currently ten active astronauts. Paolo Nespoli from Italy is onboard right now. I mentioned Thomas just got back. Alex Gerst from Germany launches next June. So, we have a very active flight regimen, probably about one flight per year. I am managing the ten active astronauts and looking after all the support we give them, whether they’re training, whether they’re onboard the Space Station or whether they’ve just come back from their mission.

AEROSPACE: In terms of the future, for your next mission, when do you think you might expect to fly another mission to the ISS?

TP: It’s a good question. The good news is that the international partners have agreed that the Space Station will be extended to 2024. We’re going to increase the number of commercial crew coming online fairly soon with Boeing and Space X, that will enable four seats to the Space Station plus the three seats on the Soyuz which gives a nice crew of seven. So, we’ll increase the permanent crew from six to seven, so there’ll be more opportunities for astronaut flight as well. The short answer is that me and the other active astronauts in the corps, will all get the chance for a second mission to the Space Station by 2024 but exactly when that’s going to be, I don’t know.

AEROSPACE: You have talked about your day job, outreach and STEM are obviously a big part of the job. You’ve been talking to schoolkids at our Cool Aeronautics outreach initiative. How much time do

you spend on this on average, compared to the training and astronaut operational work you might be involved with?

TP: It’s a very busy schedule. As I mentioned, most of my time is spent doing my normal day job of being the head of the astronaut team. I get two days per month for outreach and PR. That’s it.

AEROSPACE: You talk about commercialisation of space. What’s your opinion of the ‘space tourist’ or ‘space adventurers’? There has been a lot of interest in someone that might, say, pay for a trip around the Moon. Do you think there’s anything worthwhile to be gained from that? Is there any useful science that might come back?

TP: I think that what’s worthwhile about these ventures are the companies that provide these services or are looking to provide these services, they’re at the absolute cutting edge of technology. For example, Virgin Galactic, when you think of the environment, the flight regime that they’re looking at putting their vehicle through, from 100km up into space and then to four minutes of weightlessness and to fall back, that’s really an area that we haven’t explored that much. They are cutting-edge areas of technology.

Going to the Moon, whether it’s astronauts, whether it’s space flight participants, research scientists, whatever you want to call them, in order to do these missions, we are basically building components that are helping reduce the cost of access to space, and actually helping the national space agencies to progress with their missions, as well.

I think we’re going to see more public-private partnerships with space exploration. It won’t just be a case of the national space agencies. It will be when we go to the Moon and when we go to Mars. You’ll have the national space agencies and big international partnerships and commercial companies will be very much included in that partnership.


Left and above: Major Tim during his visit to Hamilton Place.

The 22 member ESA flight patch.

35JANUARY 2018

AEROSPACE: Talking of space agencies, in a relatively short period of time, the UK has gone from satellites and services to a British ESA astronaut and talking about EVA training pool and possibly planning a spaceport. Where do you see Britain’s future in space?

TP: I see Britain as having a very active role and a very bright future in space. We’ve had a fantastic space industry for a number of years. It’s been a hidden success story for many, many years and now, more recently, it’s become more publicly known about what we’re doing. You mentioned the activities we’re involved in now. We’re world leaders in some areas, such as telecommunications, in small satellite production, for example, in rover technology. Airbus are prime builders for the next Mars Rover the European Space Agency is going to put onto Mars. We have these fantastic industries and an incredible workforce that is producing this. I think we have a very, very important role to play in the future.

AEROSPACE: Obviously, you’re the most high-profile figure in this but do you think that there’s been a fundamental shift in how young people in the UK see space in this country, stemming from talking to somebody who’s actually been there?

TP: I hope so. That was certainly the intention of Mission Principia. We wanted to use this wonderful opportunity we had ... and they don’t come around very often ... we wanted to use the opportunity to the best of our ability to reach out to the younger generation. We know that we have a huge STEM skills gap shortage in the UK that we’re trying to address. We wanted to reach out to those people to bring space closer and to say: “Look. There is an awful lot happening in the UK. These are the

activities you can get involved in. If you’re interested in science, if you’re interested in space and exploration, then these are the kind of careers that you can have.

AEROSPACE: More generally, what advice have other veteran astronauts perhaps given you that have stuck with you about flying in space but also about the job, generally? Any advice that sticks with you?

TP: Helen Sharman, it was great to talk to her before the mission. We’ve chatted on many, many occasions and she said, quite rightly: “Don’t forget to just take some time to actually absorb what it is you’re doing.” I think that’s very important, especially on a shorter duration mission, such as for Andreas Mogensen, for example. Your workload is so high

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

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for that period of time, it’s nice to just be able to take a few minutes every day and maybe go to the cupula window and take some time for yourself to appreciate the position you’re in and what you’re seeing.

AEROSPACE: What’s the thing you miss the most from your mission?

TP: The thing I miss the most, without a doubt, is the view of planet Earth. I’m sure that if I had the chance to go back again, that would be one of the first things I would do, would be to grab a camera and go to the window.

AEROSPACE: The final question and this was also a question to Elon Musk when he was here, what is your favourite fictional spaceship?

TP: I’m a huge Star Wars fan, also Star Trek as well. Watched a lot of that. So, fictional spaceship. Gosh. Let’s go with the Enterprise.

Above: Major Tim (horizontally seated) in training.Below left: Receiving his RAeS Honorary Fellowship certificate and Geoffrey Pardoe Space Award.

While a substantial amount of investment in UAV technology has been for military applications, BI Intelligence predicts that most growth in the UAV industry will be on the civilian side, with an expected compound growth rate of 19% between 2015 and 2020, compared with 5% growth on the military side.

With more than £250m components being exported by the UK in 2015 for the rapidly expanding global UAV market, it is not surprising that this emerging technology represents an exciting opportunity for ex-military engineers with related skill-sets.

Commercial application of UAVs

A pioneer in the sector, the UK has a number of specialist companies working in the UAV industry across the full spectrum of applications. As a recruitment consultancy that specialises in


UAV industry growth between 2015-2020

19%Civilian growth

5%Military growth

UAVsCareers

Manned engineering

According to the UK Government’s recent consultation response Unlocking the UK’s High-Tech Economy: Consultation on the Safe Use of Drones in the UK, Goldman Sachs predicted that the

global spend on drones in construction, agriculture insurance and infrastructure inspection between 2016 and 2020 would be almost $20bn. This would be matched by predicted retail and consumer global sales in 2020 of 7.8million drones, totalling around $3.3bn.

In the 2016 report Clarity from Above, PwC estimates that the global drone application market would be worth more than £120bn by 2025. Large-scale capital projects, infrastructure maintenance and agriculture will account for more than half of the predicted market, as the technology enables easier and safer accessibility, big data capability and delivers process improvements across a range of commercial applications and industries.

PETER HEAP, senior consultant in the aerospace and defence division at engineering and manufacturing recruitment specialist Jonathan Lee Recruitment, explains why the unmanned air vehicle (UAV) sector represents an exciting career opportunity for ex-forces technicians and engineers.

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image analysis, maintenance, modification and operational support.

Demand for power and propulsion systems, navigation systems, batteries, controllers and camera experts will also increase as regulation and competition in the sector intensifies and UAV applications evolve.

Developing UAV technology requires technical experience and qualifications in areas such as aeronautical engineering, electronics, robotics and mechanical engineering. Commercial roles in terms of sales for both suppliers and manufacturers are also in growing demand.

As the market matures there will be increasing demand for maintenance and repair roles and people with the capability to customise units or to perform specific industry-related tasks.

UAV careers are poised for take off

According to the MoD’s official provider of Armed Forces Resettlement, The Career Transition Partnership, more than 14,000 skilled and experienced individuals leave the armed forces each year.

With roles ranging from maintenance technicians, pilots, operators, design engineers, systems engineers and software engineers, the industry is particularly keen to recruit professionals with operational experience in hazardous environments or anyone from a military or defence environment that has the life experience and skill-sets needed for these demanding roles.

We see engineering skills in demand across the board but the UAV sector is particularly well-suited to ex-forces personnel, as they are well versed in the safety aspects of the available roles.

For the many HM Forces engineers entering civilian life and indeed, anyone with an aerospace engineering background with an emphasis on technical compliance and safety, prospects in the UAV sector have never been better.

engineering and manufacturing, we have seen a rapid rise in the global market for UAVs being matched by demand for specialist engineers to design, develop and maintain fleets.

One of the key drivers in commercial markets adopting UAVs is safety, to remove pilots from hazardous situations. However, they are proving valuable in an increasingly diverse range of applications. Traditionally used in the military, it is not surprising that the commercial sector sees ex-military personnel as a natural fit for emerging civilian roles. The requirement for UAV specialist skill-sets is set to intensify as the UAV penetrates new applications and markets.

From planning search and rescue missions in isolated geographical and remote locations through to everyday applications, UAV technology is being adopted to an array of industries. Applications include defence and border control, recording and monitoring coastal erosion, analysing geographical changes, planning flood defences, supporting inspection to predicting maintenance programmes in agriculture, forestry, construction, energy and transport infrastructure.

From fixed-wing, rotary blade and hybrid systems, through to sophisticated imaging and data gathering, UAVs are being developed to adapt to a wide range of practical applications. These include specific tasks, such as crop spraying, 3D scanning of bridges and structures or even helping to identify and tackle forest fires.

Specialist skills

While there will naturally be a crossover of skills for military UAV trained pilots, the skill-sets in demand will go well beyond piloting the craft, with career opportunities that parallel any aircraft. This particularly offers rich pickings for military trained mechanical engineers, avionics engineers, electrical engineers and project chiefs.

In fact, opportunities will be available for anyone that can bring field-based military experience of remote piloting, sensor operation, data analysis,

IT IS NOT SURPRISING THAT THE COMMERCIAL [UAV] SECTOR SEES EX-MILITARY PERSONNEL AS A NATURAL FIT FOR EMERGING CIVILIAN ROLES

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stature of Britain’s aerospace industry.Setting the scene in his introduction to the day,

Peter described Sandys’ unenviable reputation for taking a very large axe to the industry, and for destroying RAF pilots’ prospects, but asked the question – was it all bad?

First speaker up was Professor Keith Hayward FRAeS, the Society’s former Head of Research, presenting ‘The Industrial Consequences of the 1957 Defence White Paper’. Keith opened by providing a succinct political background against which to set all of the seminar’s content and asserted that the 1957 review was not necessarily a massive turning-point in itself – rather, it was part of a bigger entirety, the auguries for which had existed for some years. The mounting expense of developing modern aircraft was making rationalisation essential in an aircraft industry made up of private firms which were weathering the post-war climate with widely varying degrees of success. A forced consolidation would be painful but would provide a springboard for a new generation of military aircraft, as well as international collaboration.


DEFENCEHistory

The Riddle of

the Sandys

‘Boo! Hiss!’ remains the standard reaction, 60 years on, to any mention of Duncan Sandys and his ‘infamous’ 1957 Defence White Paper, which declared ‘no more manned fighters’

for the UK’s armed services. Looked at through the long perspective of history, however, black-and-white begins to resolve into many shades of grey (possibly more than 50) – and this is why the time seemed right for the RAeS Historical Group to stage a one-day seminar on the subject at No.4 Hamilton Place.

The ‘1957 Defence Review: The Riddle of the Sandys’ on 24 October drew 30-plus delegates to London to listen to presentations by five speakers – all of whom offered fresh and stimulating insights – and to engage in lively panel discussions. Curated by my fellow Historical Group committee members Nick Stroud and Barry Pegram, and presided over by the group’s chairman Peter Elliott, the seminar aimed to test the validity of the accepted view: that the Defence Review led merely to cancelled projects and an overall reduction in the size and

Duncan Sandys (in)famously declared in his 1957 Defence White Paper:‘No more manned fighters’. MICK OAKEY* reports on a Historical Groupseminar taking a long-perspective look at its implications.

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Above: Bristol Bloodhound surface-to-air guided missiles.

*Committee member, RAeS Historical Group;Managing Editor, The Aviation Historian


rocket/jet interceptor; the anti-submarine Short Seamew; the Fairey Delta 3/F.155 interceptor; and the Hawker P.1121 supersonic fighter (not strictly cancelled by the White Paper itself, as it had not been ordered by the RAF but the effect was the same). In offering a personal view of how the projects may have fared had they continued, Tony concluded that only the P.1121 would have had much of a future, as an eminently exportable successor to the Hunter. As it was, though, cancellation of the P.1121 led to its replacement at Kingston by the P.1127 – which ultimately, as the Harrier, changed the face of high-performance combat aircraft and became one of the 1957 review’s most positive outcomes.

Moving from aircraft to missiles – of which Sandys was a strong proponent — fourth speaker Dr Malcolm Claus MRAeS, from Kingston University, presented ‘Sandys: the Missile Perspective’. Offering an authoritative view of the dawn of the UK’s missile era, Malcolm described the development of heavy air-launched guided weapons – Vickers’ Red

Dean and Red Hebe missiles and de Havilland’s Blue Vesta – which failed to thrive owing to excess weight, size, or lack of platform. He went on to chart the creation and adoption of the impressive-looking but short-range Bristol Bloodhound 1 and how it fitted into the Stage Plan to provide an integrated UK air-defence network; Blue Envoy, cancelled by the 1957 White Paper; and Bloodhound 2, which soldiered on until 1991. Malcolm concluded with a look at missed opportunities for potential Bloodhound developments – the nuclear Mk 3, the Mk 4 to replace the Army’s Thunderbird Mk 2, and the simplified Mk 21 export derivative.

Completing a consistently strong line-up of speakers, Dr Michael Pryce MRAeS from Cranfield University presented ‘The Sandys White Paper and its Impact 1960–2060’. In a quickfire delivery of ideas and insights, he likened the defence review to putting a stick in the spokes of the British aircraft industry’s bicycles and seeing who fell off.

Next to speak was author and researcher Greg Baughen, who offered ‘A Brief History of the Future’. Opening his screen presentation with a tongue-in-cheek animated caricature of Sandys sprouting missiles as devil’s horns, Greg immediately galvanised the room by testing everyone’s aircraft-recognition and analytical skills. His aim here was to make the point that decades of Air Staff thinking were dominated by a definition of ‘fighter aircraft’ as ‘short-range interceptors to shoot down bombers’, ignoring its tactical roles in ground-attack, air superiority and so on (and even the decisive fighter-to-fighter combat of the Battle of Britain did not change that). It was this focus on ‘the bomber will always get through’ – and thus end civilisation – that prompted interest in pilotless aircraft from the 1920s onwards, as autopilots, navigation aids and methods of remote guidance were developed. The advent of the atom bomb and, soon afterwards, the hydrogen bomb, led to post-war requirements for long-range expendable high-altitude supersonic bombers capable of reaching Moscow, with surface-to-air guided weapons (SAGW) for home defence. Thus both bombers and ‘fighters’ would be pilotless – and, as Harold Macmillan suggested, lots of money could be saved by abolishing RAF Fighter Command. Indeed, Macmillan was – in terms of philosophy – the architect of the 1957 review; he gave Sandys (a career opportunist if ever there was one) the job of pulling it all together, in the knowledge that Sandys was big enough and ugly enough to take the inevitable flak.

As the ensuing first panel discussion underlined, the Air Force Board supported these radical plans but it was Sandys’ role to state them publicly. If Sandys and his defence review had not come along, Britain would probably have been in much worse trouble. As it was, the review provided a platform for a new, more flexible approach, although it took 20 more years to get the industry on to a properly effective footing.

Following the lunchbreak, historian Tony Buttler ARAeS presented ‘The 1957 White Paper – The Cancelled Projects’. He began by describing some projects which, although often thought to have been killed off by the review, in fact were not: such as the Hawker P.1083 supersonic Hunter, actually abandoned in 1953 because necessary radar and other equipment could not be fitted into the airframe; the Supermarine 545 crescent-wing Swift, cancelled in 1954 when the requirement for it faded; and Gloster’s thin-wing Javelin, cancelled in 1956 when it became apparent that the Avro Canada Arrow offered much better performance. Five projects, however, were victims of the White Paper: the Avro 730 canard high-altitude recce/bomber and its Bristol 188 stainless-steel research vehicle (although the latter survived for a few years in a different role, gathering expertise which was put to use in Concorde); the Saunders-Roe SR.177

THE MOUNTING EXPENSE OF DEVELOPING MODERN AIRCRAFT WAS MAKING RATIONALISATION ESSENTIAL IN AN AIRCRAFT INDUSTRY MADE UP OF PRIVATE FIRMS

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Duncan Sandys, Minister of Aviation, left, and Peter Masefield, RAeS President 1959-1960. Both discussed the White Paper on Defence in their speeches at the Royal Aeronautical Society’s 94th Anniversary Luncheon at the Dorchester Hotel, London, on 12 January 1960.

The second English Electric P1B, XA853. The P1, later named Lightning, escaped cancellation in the White Paper.


He went on to point out that the military side of the industry was in any case hardly all-British, as a huge proportion of Javelins, Hunters and Valiants (and much R&D) were paid for by the US under the Mutual Defence Assistance Programme. Sandys entered a complex thicket of issues and hacked through it, recognising the need to cut military and industry manpower, create exports, keep close to the US especially post-Suez Crisis and restructure before the nuclear threat from the USSR grew too mighty. A lasting result of Sandys’ review flowed from his single-minded drive to mechanise Britain’s ‘East of Suez’ presence, which bolstered that part of the industry which built large aircraft – ultimately providing the country’s buy-in to Airbus. More than that, a 50-year relationship with the US, based

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on industrial stability stemming from profits on American-funded Hunters, led to the development of the Harrier, as well as sales of the Hawk to the USA and, ultimately, to involvement in the F-35. And, by the way, TSR.2 was ‘a piece of rubbish’.

Summing up his presentation, Michael Pryce reflected the consensus of the whole seminar. Did Sandys kill off manned fighters? Self-evidently, no. Did Sandys have an impact? Yes, in many and varied ways.

The above is, by necessity, a very abbreviated account of a very full day and I hope I have not misrepresented any speakers through simplification. Concluding the seminar, Peter Elliott blended the shades of grey into a picture which showed that, while Sandys may have wielded the axe, others had most certainly sharpened it for him.

Two Gloster Javelin F(AW)6s of 85 Squadron, XA832 and XH695. A large proportion of the R&D and procurement of this ‘all-British’ aircraft was paid for by the US.

The full-size wooden mock-up of the Saunders-Roe SR.177 at Cowes in November 1957. This project, a combined jet- and rocket-powered interceptor for the Royal Air Force and Royal Navy, was a victim of the White Paper.

41JANUARY 2018

Afterburner

42 Message from RAeS- President“This year will see a number of key events which will impact on the Royal Aeronautical Society. High on that list is, of course, the RAF 100 celebrations to commemorate the 100th Anniversary of the formation of the World’s First Independent Air Force on 1 April 1918.”

- Chief Executive“It was wonderful to see so many of our Corporate Partners at our UK Parliamentary Reception at the start of December where we had the opportunity to network with many MPs and Peers from all political parties interested in civil and defence aerospace and aviation.”

44 Book ReviewsTesting to the Limits, Calculated Risk and Civil and Commercial Unmanned Aircraft Systems.

47 Library AdditionsBooks submitted to the National Aerospace Library.

48 Sir Henry Royce LectureMark Burns, President of Gulfstream, delivered the 53rd Sir Henry Royce Lecture to the Derby Branch, entitled: ‘Gulfstream: Perspectives, Technology and Innovation’.

50 Young Persons Network Event 2017

Young members gathered in Filton to exchange ideas while also motivating other young members to continue to develop themselves through actively engaging in the Society.

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

55 New Corporate PartnersThree new companies join the Society’s Corporate Partner Scheme.

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Replica Sopwith Triplane ‘N6290 DIXIE II’ of the Shuttleworth Collection. Alan Wilson.

Diary 13 February

Cody Lecture Flying the Shuttleworth aircraft Paul Shakespeare Empire Test Pilots’ School

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42

Message from RAeSOUR PRESIDENT

ACM Sir Stephen Dalton

THE SOCIETY IS DELIGHTED THAT THE CHIEF OF THE AIR STAFF, AIR CHIEF MARSHAL STEVE HILLIER, HAS CHOSEN TO DELIVER HIS RAF 100 ADDRESS ON THE ACHIEVEMENTS OF THE RAF AT THE RAES IN APRIL 2018


Afterburner

First of all, I would like to wish all our members A Happy, Prosperous and Productive 2018!

This year will see a number of key events which will impact on the Royal Aeronautical Society. High on that list is, of course, the RAF 100 celebrations to commemorate the 100th Anniversary of the formation of the World’s First Independent Air Force on 1 April 1918. Over the century, the men and women of the Royal Air Force have provided outstanding service to the UK and have worked most effectively with the air forces in all of the countries in which the Society has branches. Air power capabilities, often pioneered by the Royal Air Force, have made huge strides in the last 100 years and many of the technological advances have had direct benefit to the commercial sector. The Society is delighted that the Chief of the Air Staff, Air Chief Marshal Steve Hillier, has chosen to deliver his RAF 100 address on the achievements of the RAF at the RAeS in April 2018.

The recent RAeS President’s Conference on ‘The Commercialisation of Space’ (pp 18-21) highlighted a number of new and exciting developments in the space world. The progress by private UK-based companies in the development of their space programmes is very impressive and holds the promise of some great opportunities for the UK and many other countries and regions. Whether it is in the world of clusters of micro-satellites being launched to provide Internet connectivity to the whole of Africa using satellites specifically designed to ensure that all the components are ‘burnt-up’ as they re-enter the Earth’s atmosphere or radically new engines, combining both turbofan efficiency and rocket power or the development of completely new methods of launching and recovering space vehicles, there is no shortage of new technology, thinking and entrepreneurship. Equally, the

indications are that private finance is ready to support such programmes and there is every potential for launch-sites to be developed in new locations as another game-changing element of this fast-growing environment. Alongside the business and technical development there is also every sign that the regulators in the UK, UKSpace, the CAA et al are moving in unison with the developing options and are working well to provide the necessary legislative framework in the necessary timeframe. We would be well served, if those regulations could be ready ahead of the first flights and not trying to catch-up with the capabilities, as we have seen with the requirement for new regulations on UAV operations highlighted in the UK in the last few weeks of 2017!

Finally, many of you will recall the Society’s hosted debate at the start of its 150th Year programme and may have seen the article in the recent Business Travel News publication confirming that the major airline manufacturers are now focusing on the probable requirement for airlines to be able to fly their passenger-aircraft employing only a single pilot. This is something that has been coming for some time but is only now gaining effective recognition. With a global requirement, estimated to be for in excess of 600,000 new pilots over the next 20 years and a training capacity unable to meet that requirement, this should not come as a surprise. Equally, the design of modern commercial aircraft is such that, it is entirely feasible for a single pilot to fly and manage the workload. However, we need to consider the fare-paying passenger and the ‘what-ifs’ ahead of the time when it will be become critical to plan for single-pilot operations. There will be considerable resistance to the idea and concern for the effectiveness of such operations and not just from the professional pilot fraternity!

Thirty years after the then CEO, Sir Ralph Robins, took the courageous decision to allow Rolls-Royce to go ahead with the development of the Trent engine, the company can look back at the remarkable achievement of over 6,000 Trent engines so far sold to no fewer than 175 international airline customers. Today the Trent family powers seven different aircraft types.

Sir Ralph Robins is a quite remarkable and exceptional man and his achievements in turning around the fortunes of Rolls-Royce, in laying the foundations of-long term success against the odds and in motivating all those around him have been well documented.

Coinciding with this 30th anniversary and to further recognise the huge contribution that Sir Ralph made to both the

company and to UK engineering during his long career, funds are now being raised that will provide for the ‘Ralph Robins Medal for Excellence in Engineering Leadership’ to be awarded periodically to those that have demonstrated early in their careers extraordinary engineering leadership qualities.

With the personal blessing of Sir Ralph, the award scheme has already achieved considerable support. A large number of substantial commitments have now been received and each individual pledge made on the website so far will be equally matched by an amount up to £100,000. The total amount raised so far exceeds £190,000 and your support to this excellent award scheme is invited on the website below.https://www.trent30anniversary.com/pledge-your-support

Ralph Robins Medal

Simon C Luxmoore

ON 21 NOVEMBER, PRESIDENT ELECT SIMON HENLEY GAVE ORAL EVIDENCE TO THE HOUSE OF COMMONS BUSINESS, ENERGY AND INDUSTRIAL STRATEGY COMMITTEE AS PART OF ITS INQUIRY INTO LEAVING THE EU: IMPLICATIONS FOR INDUSTRY (AEROSPACE)

OUR CHIEF EXECUTIVE

JANUARY 2018 43

Firstly, I would like to wish all our members a Happy New Year and thank you for your support during 2017! I would also like to thank the RAeS Staff and Volunteers for their continued hard work and commitment to the Society and look forward to achieving the Society’s initiatives in 2018 – as we extend our global reach in key markets; continue to provide impartial and independent advice in the on-going Brexit negotiations and its impact on the industry; deliver our learned output agenda through our CP briefings, outreach and Branch programme of activities.

The Society’s annual Wilbur and Orville Wright Lecture was delivered last month by Martin Rolfe FRAeS, Chief Executive Officer of NATS. Martin discussed the challenging times ahead for air traffic management and outlined some of NATS’ solutions to these challenges in terms of technology and concepts that will be key to ensuring the UK remains a world leader in ATM. If you missed the event, watch it now on our YouTube Channel at www.youtube.com/aerosociety

Also available on the Society’s Podcasts is the recording of the 2017 Brabazon Named Lecture when Alan Joyce FRAeS, CEO of Qantas gave members an insight into how Qantas transformed its business in three years. He talks about taking delivery of the state-of-the-art 787-9 Dreamliner and how Qantas has set its sights on the last frontier of aviation – the ultra long-haul flight from the east coast of Australia to London or New York. Visit www.aerosociety.com/Brabazon2017

It was wonderful to see so many of our Corporate Partners at our UK Parliamentary Reception at the start of December where we had the opportunity to network with many MPs and Peers from all political parties interested in civil and defence aerospace and aviation. We were kindly hosted by James Gray MP, Chair of the All Party Parliamentary Group for the Armed Forces, with generous support from Airbus, Aviation Logistics Network and Raytheon, as we heard from the Minister for Investment, Mark Garnier MP. The event really underlined the Society’s ability to reach and be influential with Parliamentarians and highlight some of the key policy areas where the Society has made recommendations for the benefit of our industry

and therefore provided great value to our Corporate Partners.

On 21 November, President-Elect Simon Henley gave oral evidence to the House of Commons Business, Energy and Industrial Strategy Committee as part of its inquiry into Leaving the EU: Implications for Industry (Aerospace). During the session, Simon highlighted issues raised from within the Society’s membership about the importance of maintaining air traffic rights, resolving the UK’s involvement in the European Aviation Safety Agency, ensuring continued access to EU space programmes, the importance of the industry being able to recruit specialist employees, the vital role of industry and research coloration across borders and frictionless access to the Single Market, as well as recommending a smooth transition beyond March 2019. The appearance generated substantial UK and international press coverage by the likes of the BBC, The Daily Telegraph, The Guardian, Reuters, The Independent, Sky News and Flight Global. You can watch Simon’s appearance at www.aerosociety.com/BEISCommittee

Our Programme of Corporate Partner Briefings is shaping up nicely for the year. We will kick off on the 18th of this month with a briefing by Eric Bernardini of AlixPartners on trends and opportunities in the aerospace and defence sectors. Following that, we have an exciting list of guest speakers lined up, including Air Cdre Frank Clifford, RAF Force Protection Force Commander; Russ Torbet, Director UKSAR, Bristow Helicopters and AVM Richard Knighton, Assistant Chief of Defence Staff C&FD. Further details on these events are available on our website.

With the focus on wellbeing and looking after colleagues and clients and people’s mental health, No.4 Hamilton Place has new daily delegate rates available to suit everyone, including the introduction of a superfoods conference package to give guests healthier food options.

We are also looking to continue to improve the venue with a general redecoration of the House over the Christmas holidays and moving into 2018, as well as a new screen in the Bill Boeing Theatre and PA system in the Argyll Room among other areas of investment that will take place in 2018.


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Book Reviews


Afterburner

Clockwise from far left: Cyril Uwins made the first flights of 58 aircraft types for the Bristol Aeroplane Company. RAeS (NAL).

As Chief Test Pilot for English Electric, Roland Beamont made the first flights of the Canberra, Lightning and TSR.2.Bill Bedford made the first flights of the Hawker P.1127, Kestrel and Harrier. RAeS

(NAL).

Brian Trubshaw made the first flight of the first British Concorde, 002. RAeS (NAL).

In his Foreword to the second volume, John Farley, former British Aerospace Harrier test pilot, discusses the modern-day test pilot’s role in the age of automation and the computer. Having been convinced of their capability, he states that the issue for him is: “ ... not whether computers can fly an aeroplane better than humans but whether they can be made reliable enough.” He also draws attention to the fatality rate of British test pilots and agrees that: “ ... their level of sacrifice (101) is frightening.”

This concluding volume then features chapters about the mass production testing at the wartime Shadow Factories; the testing of in-flight refuelling; aircraft demonstration and sales support; assistant and production test pilots; and the role of the Civil Aviation Authority (CAA) in aircraft certification.

The copious appendices in both volumes include lists of test pilots by manufacturer; a list of all surviving British prototypes; a brief genealogy of UK aviation companies; and an extensive bibliography – which also collectively and graphically illustrate the huge implicit transformational technological advances and industrial consolidations that have been so influential in the test flying regime across the intervening century.

This unique encyclopedic masterwork is thus a most deserving tribute to the British test pilot fraternity, upon whose shoulders has consistently rested not only the demonstration of the airworthiness, technical integrity, performance and certification of the product itself, be it civil or military, but also imperatively assured the safety and confidence of the commercial airline passenger, the astronomical proportions of which now constitute the central dynamic of global mobility.

As such, the diligence and perspicacity of the author makes it not only highly-recommended reading and reference, but the exceptional breadth and value of its content also bequeaths a correspondingly outstanding contribution to the British aviation literary lexicon.

Dr Norman BarfieldCEng FRAeS

Extended historic interviews with a number of leading British and American test pilots from the National Aerospace Library Sound Archive are available to listen to via www.aerosociety.com/podcast – just click on the arrow button to ‘Play’

TESTING TO THE LIMITS

British Test Pilots since 1910. Vol 1 – Addicott to Huxley; Vol 2 – James to ZurakowskiEdited by P G HamelCrecy Publishing, 1a Ringway Trading Estate, Shawdowmoss Road, Manchester M22 5LH, UK. 2016. 238pp; 336pp. Illustrated. £24.95 per volume. ISBN 978-0-85979184-7; ISBN 978-0-8597-9185-4.

This large-size, two-volume magnum opus – the result of 20 years of assiduous research by a seasoned, widely-accomplished and highly-respected aviation journalist, magazine editor, author and private pilot – is an incredibly detailed, comprehensively and interestingly written, profusely illustrated and valuable record and reference charting the careers and endeavours of more than 400 British company test pilots over the last century, and who have consistently probed both the ‘known unknowns’ and the potentially life-threatening ‘unknown unknowns’ so often involved.

Moreover, it is far more than a simplistic alphabetically-listed catalogue and calendar of their inter-related individual career biographies, incidents, anecdotes and first-hand quotes, with each entry being prefaced with the leading details of the principal aircraft type(s) with which they were associated. Both volumes are also prefaced and complemented with in-depth contextual chapters, appendices and indexes. The whole represents a stirring tribute to, and vibrant commentary on, the entire gamut of the British test flying operation, which has always represented one of the most vital and influential sectors of the aeronautical profession.

In his Foreword to the first volume, Chris Yeo, former BAe Systems Typhoon test pilot, opines: “Test pilots can answer the twin questions: does (the aircraft) perform its design missions successfully and can an ‘average’ pilot fly it safely and effectively when he is tired, systems have failed, the weather is bad and events are conspiring against him? It is these fundamental issues that link a test pilot in the 21st century with all those who, throughout the history of manned aviation, climbed into a prototype aircraft and with varying degrees of confidence and stoicism first took to the air.”

The contents range from an extensive and perceptive introduction, notably acknowledging seven earlier classic test pilot autobiographies; via the definition of a test pilot; the role of the famous Empire Test Pilots School; the designer-pilot; testing on the production line; testing engines and support systems; the trials and tribulations of the service test institutions; to a glimpse of the remotely-piloted future.

JANUARY 2018 45i fFind us on Twitter Find us on LinkedIn Find us on Facebook www.aerosociety.com

CALCULATED RISK

The Supersonic Life and Times of Gus GrissomBy G Leopold

Purdue University Press, Stewart Center, 504 W State Street, West Lafayette, IN 49707-2058, USA. 2016. 402pp. Illustrated. $29.95. ISBN 978-1-55753-745-4.

As a boy, I grew up an hour west on Highway 50 from Mitchell, Indiana – Gus Grissom’s home town – visiting Spring Mill State Park and its Virgil I Gus Grissom Memorial Museum more times than I can count. The Molly Brown spacecraft from Gemini III, restored and reverently displayed, is a familiar landmark for me.

Calculated Risk presents an unvarnished, meticulously researched view of Gus Grissom’s personal life, his years at NASA and the legacy of his contribution to the early days of manned space flight.

Leopold’s biography makes it clear that Grissom, like the more famous names in that Mercury class, believed in the cause in which he was engaged and was prepared to risk everything to make the American dreams of space travel a reality. His focus and professionalism had him earmarked for the first Apollo lunar mission, had the tragic Apollo 1 fire not changed history forever.

Grissom, when asked to give an impromptu address to 18,000 employees at the General Dynamics Convair plant who were working on the Atlas boosters on which he and his fellow Mercury astronauts would travel to space, said simply: ‘Well, do good work’. That simple, direct and plain-spoken attitude captured Grissom’s personality but also his Midwestern roots, shaped by his time in the USAF.

As much a product of the Cold War as his working class roots in small town Indiana, Grissom brought a test pilot’s rigour and an engineer’s analytical skills to NASA’s formative years but that focus came with its own burdens and cost to his personal relationships. Leopold reminds us that the hagiography of astronauts, while often deserved, can mask the fact that they are more often than not, ordinary people who achieve extraordinary things through hard work and dedication.

Matthew Goodman

Clockwise: Gemini-Titan III, lifted off Pad 19 on 23 March 1965 with Gus Grissom and John Young on board.Virgil ‘Gus’ Grissom with a model of Gemini-Titan III.The Gemini III spacecraft, with flotation collar still attached, is hoisted aboard the USS Intrepid during recovery operations.Gus Grissom, pilot of the Mercury-Redstone 4 (MR-4) spaceflight, in his Mercury Liberty Bell 7 spacecraft, checking his flight plan during prelaunch activities, 21 July 1961. NASA.

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46

Book ReviewsAfterburner


CIVIL AND COMMERCIAL UNMANNED AIRCRAFT SYSTEMS

Gundlach brings to this book a refreshing insight into the application of UAS from a practical perspective, based on his own experiences

By J Gundlach

American Institute of Aeronautics and Astronautics, Reston, VA, USA. 2016. Distributed by Transatlantic Publishers Group, 97 Greenham Road, London N10 1LN, UK. 474pp. Illustrated. £97. [20% discount available to RAeS members on request; E [email protected] T +44 (0)20 8815 5994]. ISBN 978-1-62410-354-4.

This excellent and wide-ranging book, aimed at a broad range of readers, including students, service companies, systems developers, investors, customers and policy makers is written by Jay Gundlach, a leading UAS expert with two decades of experience in UAS product development. Previously, he was a Director at Aurora Flight Sciences, and Vice President of Advanced Development at Insitu, and brings to this book all the benefits of his experience.

Civil and Commercial Unmanned Aircraft Systems is a well-written, easy to read, and detailed book which describes the uses of civil and commercial unmanned aircraft systems (UAS) from a practical perspective. It provides an excellent introduction to the revolutionary changes in aviation due to the rapid implementation of UAS.

Gundlach considers commercial applications, and even touches on military matters when they overlap but the book’s primary focus is on civil unmanned aircraft systems, used by individuals and by the public sector for such purposes as recreation, law enforcement, emergency response and scientific research.

Among the more detailed topics are system

technologies for civilian missions. These include: surveying, mapping, and aerial photography; law enforcement and public safety; journalism, cinematography, and photography; and hobbies, art, and recreation. Indeed, there are over 70 mission types described, plus sections on UAS types, regulation (US-specific), economics and business models, plus a range of subjects including safety, airspace integration, RF spectrum and privacy. While the section dealing with regulations has even now (2017) been superseded, this is acknowledged and anticipated by the author, such is his pragmatic approach to unmanned aviation.

Gundlach brings to this book a refreshing insight into the application of UAS from a practical perspective, based on his own experiences. Whereas numerous other books on this topic provide comprehensive lists of missions, that UAS are capable of – today and in the future – to perform, Gundlach provides practical insights into the missions themselves, including equipage requirements and enablers, plus technological, regulatory, operational and practical aspects of what needs to be considered for each mission type. In addition, there is a useful collection of colour plates at the end of the book demonstrating imagery types from a variety of sensors.

Overall, an excellent introduction to the UAS business and, as the author points out, an accessible starting point for further exploration.

Andrew ChadwickCEng MRAeSVice-Chairman, UAS Specialist Group Committee

A DJI Inspire professional UAS. Kwangmo.

JANUARY 2018 47

Library Additions


GENERAL

Building the European Aerospace Science Base: 25 years of the Council of European Aerospace Societies (CEAS). K Hayward. Royal Aeronautical Society, London, 2017. 26pp. Illustrated.

AEROACOUSTICS

Aeroacoustics of Low Mach Number Flows: Fundamentals, Analysis and Measurement. S Glegg and W Devenport. Academic Press, Elsevier, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. xiii; 537pp. 2017. Illustrated. £97. ISBN 978-0-12-809651-2.

AERODYNAMICS

Aerodynamics for Engineering Students – Seventh edition. E L Houghton et al. Elsevier Butterworth-Heinemann, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. 2017. xiv; 671pp. Illustrated. £90. ISBN 978-0-08-100194-3.

Flight Theory and Aerodynamics: a Practical Guide for Operational Safety – Third edition. C E Dole et al. John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2017. xiii; 363pp. Illustrated. £135. ISBN 978-1-119-23340-4.

AEROELASTICITY

Introduction to Nonlinear Aeroelasticity. G Dimitriadis. John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2017. xiii; 573pp. Illustrated. £81.95. ISBN 978-1-118-61347-4. AIRWORTHINESS AND MAINTENANCE

Airworthiness: an Introduction to Aircraft

Certification and Operations – Third edition. F De Florio. Elsevier Butterworth-Heinemann, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. 2017. xxiii; 528pp. Illustrated. £76. ISBN 978-0-08-100888-1.

FLIGHT TESTING

Introduction to Aerospace Engineering: with a Flight Test Perspective. S Corda. John Wiley and Sons, The Atrium, Southern Gate, Chichester, West Sussex PO19 8SQ, UK. 2017. xx; 903pp. Illustrated. £76.50. ISBN 978-1-118-95336-5. FUELS AND LUBRICANTS

Biofuels for Aviation: Feedstocks, Technology and Implementation. Edited by C J Chuck. Academic Press, Elsevier, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. 2016. xv; 374pp. Illustrated. £138. ISBN 978-0-12-804568-8.

HISTORICAL

Airbus A380 – 2005 to present: an insight into the design, construction, operation and maintenance of the world’s most recognised and talked about airliner. Owner’s Workshop Manual series. R Wicks. Haynes Publishing, Sparkford, Yeovil, Somerset BA22 7JJ, UK. 2017. 188pp. Illustrated. £25. ISBN 978-1-78521-108-9.

Illustrated throughout by over 250 colour photographs, following a concise overview of the evolution of the world’s largest commercial airliner, a detailed description of the aircraft’s production and assembly lines, engines, flight deck, systems and cabin interiors, concluding with a review of the challenges the airliner’s size poses airports and its turnaround operations.

C-130 Hercules: a History. M W Bowman. Pen & Sword Aviation, Pen & Sword Books,

47 Church Street, Barnsley, S Yorkshire S70 2AS, UK. 2017. 320pp. Illustrated. £25. ISBN 978-1-47386-318-7.

German Aircraft in Russian and Soviet Service 1914-1951 Vol II: 1941-1951. A Alexandrov and G Petov. Schiffer Publishing Ltd, Atglen, PA. 2002. 281pp. Illustrated. ISBN 0-7643-1676-1.

A compilation of a number of captioned photographs of German aircraft which were captured and subsequently adapted for Soviet use during WW2, including the Messerschmitt Bf109/Me163/Me262, Junkers Ju252, Focke-Wulf Fw190 and numerous other types.

LIGHTER-THAN-AIR

North London: Birthplace of Early British Airships 1898-1914 – a Photograph Record. M H Goodall. Published by the author, 7 Hamble Walk, Woking GU21 3PR, UK. 2017. 88pp. Illustrated.

A concise history and pictorial survey of the early airship designs produced by L J Anderson, Francis Alexander Barton, William Beedle, Frederick Buchanan, Auguste E Gaudron, D Napier & Son, Douglas Neil and Spencer Balloons and Airships.

The Imagined Empire: Balloon Enlightenments in Revolutionary Europe. M G Kim. University of Pittsburgh Press. 2017. xxv; 427pp. Illustrated. $54.95. ISBN 978-0-8229-4465-2.

PROPULSION

Theory of Aerospace Propulsion – Second edition. P M Sforza. Elsevier Butterworth-Heinemann, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. 2017. xx; 827pp. Illustrated. £82.99. ISBN 978-0-12-809326-9.

Principles of Nuclear Rocket Propulsion. W Emrich. Elsevier Butterworth-Heinemann, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. 2016. x; 332pp. Illustrated. £104. ISBN 978-0-12-804474-2.

SERVICE AVIATION

A Few Planes for China: the Birth of the Flying Tigers. E Buchan. ForeEdge, University Press of New England, One Court Street, Duite 250, Lebanon, NH 03766, USA. 2017. xv; 262pp. Illustrated. $35. ISBN 978-1-61168-866-5.

Sustaining Air Power: Royal Air Force Logistics since 1918. N Stone. Fonthill Media Limited, Millview House, Toadsmoor Road, Stroud GL5 2TB, UK. 2017. 528pp. Illustrated. £40. ISBN 978-1-78155-635-1.

The Royal Navy’s Air Service in the Great War. D Hobbs. Seaforth Publishing, Pen & Sword Books, 47 Church Street, Barnsley, S Yorkshire S70 2AS, UK. 2017. xiii; 528pp. Illustrated. £35. ISBN 978-184832-348-3.

Limiting Risk in America’s Wars: Airpower, Asymmetrics and a New Strategic Problem. P S Melinger. Naval Institute Press, 291 Wood Road, Annapolis, MD 21402, USA. 2017. Distributed by Eurospan Group, 3 Henrietta Street, London

WC2E 8LU, UK. xx; 278pp. Illustrated. £37.50. ISBN 978-1-68247-250-7.

Swedish Jet Fighter Colours. M Forslund and T Vallet. Published by Stratus, Poland, on behalf of Mushroom Model Publications, 3 Gloucester Close, Petersfield, Hants GU32 3AX, UK (www.mmpbooks.biz). 2017. 272pp. Illustrated. £40. ISBN 978-83-65281-01-2.

Incorporating numerous colour photographs and diagrams, a detailed survey of the markings used by the Swedish Flygvapnet air force over the years on the Saab J21R/J29A Turan/J32B Lansen/J35 Draken/JA37 Viggen/JAS39 Gripen, de Havilland Vampire (J28)/Venom (J33) and Hawker Hunter (J34) incorporating concise operational histories of each aircraft type.

303 Squadron North American Mustang. Polish Wings 23 series. S Brooking et al. Published by Stratus, Poland, on behalf of Mushroom Model Publications, 3 Gloucester Close, Petersfield, Hants GU32 3AX, UK (www.mmpbooks.biz). 2017. 64pp. Illustrated. £15. ISBN 978-83-65281-80-7.

Formed at Northolt on 2 August 1940 as the RAF’s fourth Polish squadron, a well-illustrated history of the unit’s 1945-1946 operations with the Mustang until it was eventually disbanded on 9 December 1946.

Spitfire on My Tail: a View from the Other Side. U Steinhilper and P Osborne. Independent Books, Bromley. 1990. 335pp. Illustrated. ISBN 1-872836-00-3.

A former Luftwaffe fighter pilot recalls his experiences of life in Germany during the 1920s and 1930s, his pilot training and the years leading up to the outbreak of WW2 in this revealing autobiography.

BOOKS

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

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Society NewsAfterburner


THIS CLOSE RELATIONSHIP WITH ROLLS-ROYCE HAS GONE FROM STRENGTH TO STRENGTH, CONTINUING UP TO THE G650ER POWERED BY THE ROLLS-ROYCE BR725

the various challenges of such a concept, including the cabin environment.

In summary, this was a highly informative, engaging, and inspiring lecture from a long-standing Rolls-Royce customer and partner. Mark Burns was presented with his Royal Aeronautical Society Fellowship certificate at the conclusion of the lecture, and the event ended with a formal dinner for invited guests.

Braky Zewde MRAeS and Mario Di Martino AMRAeS

Gulfstream: Perspectives, Technology and Innovation

53rd DERBY BRANCH SIR HENRY ROYCE LECTURE

Mark Burns has been President of Gulfstream since July 2015, having previously spent seven years as head of product support. He has a BEng from Georgia Southern University and started his Gulfstream career in 1983 as a CAD draughter.

Mark noted that, poetically, a previous President gave a Sir Henry Royce Lecture the year he joined the company; the year that the Gulfstream IV with Rolls-Royce engines was publicly announced. This proved to be a very significant product line for the company, with production of its final G450 variant only this year.

Mark provided a brief introduction to Gulfstream, which has been in the business aviation industry since 1958 with the Rolls-Royce-Dart powered GI. This close relationship with Rolls-Royce has gone from strength to strength, continuing up to the G650ER powered by the Rolls-Royce BR725 and over 2,000 Rolls-Royce-powered Gulfstream aircraft delivered. 2,600 Gulfstream aircraft are currently in service, with four types in production and two further in development. The fleet is growing at 4% a year. The company employs 15,000 people and has 64% of its market in the US and 12% in Asia.

Gulfstream prides itself on its customer service and differentiates itself in the market by having both the finest aircraft and an excellent customer service; or, as Mark Burns described it: “Standing behind each of them as long as customers own it.” It tries to live by the expression: ‘consider it done – fast’.

One of the proudest achievements of Gulfstream is that the latest Gulfstream G650ER can fly 7,500 nautical miles at 0.85 Mach Number which could take you from London to Jakarta or to as far as Singapore at 0.9 Mach Number. Mark was proud of this aircraft winning the 2014 Collier Trophy, and ultimately receiving 200 firm orders after it was announced.

Mark also spent some time talking about the G500 and G600 family, which has proceeded successfully through flight test and will be available in 2018.

Mark mentioned Gulfstream is keen to innovate, having introduced improved head-up displays (HUDs), enhanced vision and sidesticks on the G500 and G600.

During a lively Q&A session there were a variety of exchanges and questions, some of which looked towards the future, including the concept of Supersonic business jets (SSBJs). Mark discussed

Above: Mark Burns takes questions at the end of his lecture.Top: The latest Gulfstream G650ER. Gulfstream.

Established as a key event in the social calendar of the aviation and aerospace community, the Royal Aeronautical Society Annual Banquet attracts high level industry attendance and offers the ideal opportunity for networking and corporate entertainment.

Individual tickets and corporate tables are available with discounted rates for RAeS Members and Corporate Partners.

Guest of Honour

Marillyn A Hewson FRAeSChairman, President and CEO Lockheed Martin Corporation

Venue

The InterContinental London Park Lane,One Hamilton Place, London W1J 7QY, UK

Programme

Reception: 7.15pm Dinner: 8.00pm

What’s included?

This black tie event includes a pre-dinner networking reception followed by an exquisite four-course dinner with fine wines and coffee.

Enquiries to:Gail Ward, Events Manager – Corporate & SocietyRoyal Aeronautical SocietyT +44 (0)1491 629 912 / E [email protected]

www.aerosociety.com/banquet

Thursday 10 May 2018 / London

Supported by

2018ANNUAL BANQUET

Established as a key event in the social calendar of the aviation and aerospace community, the Royal Aeronautical Society Annual Banquet attracts high level industry attendance and offers the ideal opportunity for networking and corporate entertainment.

Individual tickets and corporate tables are available with discounted rates for RAeS Members and Corporate Partners.

Guest of Honour

Marillyn A Hewson FRAeSChairman, President and CEO Lockheed Martin Corporation

Venue

The InterContinental London Park Lane,One Hamilton Place, London W1J 7QY, UK

Programme

Reception: 7.15pm Dinner: 8.00pm

What’s included?

This black tie event includes a pre-dinner networking reception followed by an exquisite four-course dinner with fine wines and coffee.

Enquiries to:Gail Ward, Events Manager – Corporate & SocietyRoyal Aeronautical SocietyT +44 (0)1491 629 912 / E [email protected]

www.aerosociety.com/banquet

Thursday 10 May 2018 / London

Supported by

2018ANNUAL BANQUET

50

Society News


Afterburner

Delegates in the event room in Pegasus House, Airbus Filton.

Young members represent over a third of the Society’s membership. Their engagement is crucial to the Society’s long-term survival and growth in a rapidly changing world. The RAeS Young Persons Network (YPN) was established to improve the Society’s overall engagement with its Young members. The YPN is made up of proactive Young members who have shown an interest in increasing their involvement in the Society. They are dedicated to improving local engagement of Young members through activities, events and networking, usually in collaboration with local Branches, universities and/or industry. With growth of the YPN to 300 registered Young members, this year we were able to hold an event dedicated just to the YPN and its activities.

On Friday 17 November a Young Persons Network Event was held in Pegasus House at Airbus in Filton. Holding a main Society event in Bristol was a departure from the usual location in London, a decision based on previous feedback from the Young members that the Society needs to decentralise some events to other parts of the country. The purpose of the event was to create a forum for all YPN members to meet and exchange ideas, while also motivating and inspiring the Young members of the RAeS to continue to develop themselves through actively engaging with the Society and by taking a role in its activities.

The event itself was the result of many months of hard work between volunteers from the Young Persons Committee, and the RAeS Bristol Branch YPN Representative, Kiran Ramsaroop, who took a leading role in the project planning and organisation. The day was intended to be as interactive and engaging as possible, with all of the activities geared towards encouraging delegate participation.

The day began with a motivational talk given by the President of the RAeS Bristol Branch, Prof Ian Lane, who has strong ties in both the industrial and educational sectors. Prof Lane gave a passionate and thought-provoking presentation, in which several important life experiences and lessons were touched upon in humorous and clever ways, and ended with a challenge to all those present to always keep pushing for self-improvement. It was a great start to the day, as it left everyone on a positive note, as well as outlining what behaviours and ideals are needed to be successful.

Following the opening presentation was a particularly engaging Networking Activity, named the ‘International Trading & Negotiation Game’, which helped act as an icebreaker introduction between all

YOUNG MEMBERS

the delegates, while also teaching elementary trade theory. The principal aim behind the exercise was to give training in several key Continuous Professional Development areas: resource management, budget planning, and trade negotiation. The attendees remarked upon how the activity helped highlight the issues that exist within the world today, and in particular how the problem of imperfect information drives further international inequality between first and third world countries.

Post-icebreaker, a debate was held which tackled a controversial issue affecting the UK aerospace industry; summarised through the following statement: ‘The UK Government should only purchase aircraft made by aerospace companies that have the design and manufacturing sites producing these aircraft located in Britain.’ The purpose of the debate was to encourage critical thinking in all of the delegates, and to consider all sides of an argument before making a decision. A spirited discussion took place between a panel of two teams, with convincing arguments put forth from both sides in an attempt to convince the audience to their side of the issue. The main points put forth in favour of the statement were made using the example that the US Government sustains its own aerospace industry through preferential tendering of contracts to US-based aerospace companies, and how this has benefited their long-term standing in the global market. Opposing the statement, the central arguments revolved around the ability of industry within the UK to meet the infrastructure and manufacturing demands for large-scale aerospace projects in a cost-effective manner, with an example of the multi-billion pound commitments needed to sustain a UK-based space agency given, and how this cannot be achieved by the skill level maintained within the UK.

Young Persons Network Event 2017

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After a networking lunch, the delegates were introduced to some of the most active members of the RAeS YPN through a series of ‘Ask the Experts’ Interactive Presentations, which showcased ideas and activities from a number of diverse individuals with differing experiences across a variety of RAeS Branches. With so many proactive young individuals in the room, it is hoped that they will take away the ideas presented and pursue similar initiatives with their Branch or in their local area. The speakers and their topics included: Declan Wilcock, Associate Research Engineer, National Composites Centre – STEM Outreach (RAeS Bedford Branch). Declan discussed how the widely successful RAeS Schools Wind Tunnel initiative originated from the Bedford Branch due in thanks to the combined effort of the YPC/YPN and how it is now used across the country to instruct and inspire students through practical aerospace experiments. Kiran Ramsaroop, Analysis Lead, BAE Systems Naval Ships – How to Make the Most of your Branch (RAeS Bristol Branch). Kiran explored the concept of how engagement with the Society and your local Branch changes as you progress through your career and that there is a no ‘correct’ way to engage with the RAeS. Rather, it is down to the individual to use the opportunities offered by the Society whenever possible and how contributing back offers its own rewards. Mustafa Kheraluwala, Manufacturing Team Leader, Civil Aero Experimental, Rolls-Royce – Young Persons Events Organisation (RAeS Derby Branch). Mustafa outlined the blueprint behind running a successful Young Person Event, using the examples of two events run in Derby: a Young Persons Lecture Competition and a Cool Aeronautics event. By breaking the events down into different stages, with the subsequent actions needing to be accomplished, it showcased how easy it is for Young members to create their own events. Hania Mohiuddin, Systems Engineer, Martin-Baker Aircraft Company Ltd – Championing the Society (RAeS Manchester Branch). Hania gave an insight into what it means to be a ‘Champion’ of the RAeS, and the various ways in which that can be achieved; whether through joining a local Branch or Specialist Group, volunteering at outreach activities, or becoming a member of the YPN. The core message was clear; becoming more active with the RAeS allows an individual to give back to the wider community. William Li, Airport Planner, Atkins – Bringing Your Branch into the 21st Century (RAeS Heathrow Branch). William presented a case study of RAeS Heathrow Branch, covering what the Branch was like, and what was done to modernise the Branch. This included tips and techniques on how to create a strong online presence, and what can be done to build a social media network for advertising purposes.

Overall, the day was a massive success, which

could clearly be seen by the energy and enthusiasm shown by all that attended. The interactive nature of the day was embraced by the attending Young members and it is a credit to the event organisers how well the different activities complemented each other. A large amount of thanks is also due to Airbus and their generosity at hosting the event at their site. Due to the continued growth and successes of the YPN, we are assessing holding another YPN Event next year.

If you are a young member interested in getting more involved with the society, or alternatively would like help in improving the young member engagement in your local area, please contact us at:[email protected] or find us on Facebook by searching ‘RAeS Young Members Group’

Above and below left: Delegates swap strategies among their teams and negotiate trade deals with other countries during the Networking Activity.

From the perspective of an attendee

Opening the event was Laura Hoang, Training and Systems Design Engineer at BAE Systems, Samlesbury, followed by Professor Ian Lane who spoke of his 40-year career which began at the age of 16 as an apprentice (much like myself!). The Professor’s talk also contained quotes and references from films such as Spider Man and Shrek (trust me, they worked), as well as his experiences from the different roles he’s had during his career.

We were then divided into six groups to undertake an ice breaker activity. Each group represented a different country and was given an envelope that contained varying amounts of resources and tools. The aim was to make as much money as we could from trading between ‘countries’. It was a great activity and lots of fun.

A debate followed this, the topic of which was: ‘The UK Government should only purchase aircraft made by UK aerospace companies’. Arguments for and against were given. and the voting narrowly favoured the ‘for’ side.

After a networking lunch, an ‘Ask the Experts’ session proceeded. I thoroughly enjoyed the day and it went extremely quickly. It was great to meet other young people from different companies and at different stages of their careers. I would definitely like to attend similar events in the future and highly recommend them to others.Zoe GarstangAdvanced Engineering Apprentice, BAE Systems and YPN member

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Afterburner


DiaryEVENTS

21 FebruaryAeroChallenge 2018Young Persons’ Committee aeronautical quiz

1 MarchIs there a future for MRO?

24 AprilHuman Performance – Pilots: the Next 40 Years?

24 AprilThe Future of Business AviationNetworking Event

9 MayRAF Weapons – Past, Present and Future

10 MayRAeS AGM and Annual Banquet

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

www.aerosociety/events

52

6 FebruaryMaximising the Value of Air Weapon SystemsWeapon Systems & Technology Group Conference

Eur

ofigh

ter

LECTURESleast four days in advance (name and car registration required) E [email protected] January — Nova Systems – future symbology. Jools Lee and Mark Purvis.6 February — Heavy Aircraft Test Squadron – End of an era? Colin Froude.20 February — Joe Morrall Award Lectures. Young Persons’ competition.6 March — Australian bush flying. Paul Catanach.20 March — Future ETPS. Paul Shakespeare.

BROUGHCottingham Parks Golf Club. 7.30pm. Ben Groves, T +44 (0)1482 663938.10 January — Memories of the Moor flight testing for the Cold War. Dennis Morley, ex Flight Test Engineer HSA/BAe Holme Upon Spalding Moor.7 February — Mission Aviation Fellowship – operational bush flying. Capt Bryan Pill.14 March — Lightning strike – Protection of aircraft. Prof Christopher Jones, Lead Technologist for Electromagnetics and Lightning Strike, Military Air & Information, BAE Systems, BAE Systems Engineering Fellow,

CAMBRIDGE6pm. Jin-Hyun Yu, T +44 (0)1223 373129.18 January — Solar Orbiter – mission to the Sun. Kyle Palmer, Airbus Defence and Space. Lecture Theatre 2. 7.30pm.

BAY OF PLENTY9 February — Branch AGM and BBQ.

BEDFORDARA Social Club, Manton Lane, Bedford. 7pm. Marylyn Wood, T +44 (0)1933 353517.10 January — Exploring Mars: past, present and future. Prof John Bridges, Leicester University. Joint lecture with Bedford Civils.14 February — Maximising the value of air weapon systems. Michael Hersey, Lockheed Martin UK.14 March — Sir John Charnley Lecture. The role of simulation in support of F-35/QEC aircraft-ship integration. Dr Steve Hodge, BAE Systems.

BIRMINGHAM, WOLVERHAMPTON AND COSFORDNational Cold War Museum, RAF Museum Cosford, Shifnal, Shropshire. 7pm. Chris Hughes, T +44 (0)1902 844523.18 January — Chasing Bears in the Phantom. Capt Nick Anderson, Virgin Atlantic and ex-RAF fighter pilot.15 February — Principles of aircraft ejection seat engineering. Philip Rowles, Chief Engineer, Martin-Baker.15 March — J D North Lecture. Moog Aircraft Group, Valiant Way, Wolverhampton.

BOSCOMBE DOWNLecture Theatre, MoD Boscombe Down. 5.15pm. Visitors please register at

1 February — 18th Sir Arthur Marshall Lecture. Air Battle Training Centre. AM Stuart Atha RAF. Churchill College, Storey’s Way, Cambridge. 6pm.8 March — Young People’s Lecture. The HAV Airlander. Simon Evans, HAV, Head of Business Development. Followed by Branch Dinner at 8pm (by ticket, Hotel Du Vin.6 March — Sir Michael Marshall Lecture Competition. Cambridge University Engineering Dept. 4pm. Contact Jonathan Burnip for details at [email protected] March — Dr Norman De Bruyne Heritage Plaque unveiling. Cambridge University Engineering Dept. 4pm.27 March — Branch visit to RAF Marham. Booking required.

CANBERRA13 February — Training at Qantas. Capt Matt Grey.

CARDIFFBAMC. 7pm. E [email protected] January — Engine power – Where will it come from in the future? Conrad Banks, Rolls-Royce Defence.21 February — Policing from the air – tales of a helicop. Gary Smart.21 March — Tom Dalton, Virgin Atlantic.

CHESTERRoom 017, Beswick Building, University of Chester, Parkgate


Would you like to help guide the Society?The Society would like to hear from members who are interested in standing for the Council in the 2018 elections to be held next spring. Only by having a good number of candidates from all sectors of the aviation and aerospace community can the Council benefit from a variety of backgrounds and experience.

As members will be aware, the Council now concentrates on the outward facing aspects of the Society’s global activities. Indeed, as the Society becomes ever more global, it is critically important that our offerings to members, to Corporate Partners and especially to the public — indeed the whole of the aerospace sector that we serve — are of the highest quality. To lead output of the highest quality we need members of Council from every part of the aeronautical community and this is where you come in.

As such, please give serious thought to whether you could serve the Society in this most important role. If you are interested, or require further information, please visit our website at http://aerosociety.com/elections or contact Saadiya Ogeer, the Society’s Governance and Compliance Manager, on +44 (0)20 7670 4311 or [email protected].

Please note that all nominations must be submitted no later than 31 January 2018 at 23.59 GMT.

COUNCIL ELECTIONS 2018

NOMINATIONS FOR THE 2018 RAES COUNCIL ELECTIONS ARE NOW OPEN

www.aerosociety.com/news/proceedings



53JANUARY 2018i fFind us on Twitter Find us on LinkedIn Find us on Facebook www.aerosociety.com

Road, Chester. 7.30pm. Keith Housely, T +44 (0)151 348 4480.10 January — Space debris – an introduction to space debris for Earthlings. Dr Stephen Hobbs, Senior Lecturer, Centre for Autonomous and Cyberphysical Systems, Cranfield University. Joint lecture with IMechE.

CHRISTCHURCHCobham Lecture Theatre, Bournemouth University, Talbot Campus, Wallisdown. 7.30pm. Roger Starling, E [email protected] January — Helicopter air-to-air refuelling. Andy Strachan, Leonardo.22 February — Flight – the human factor. Ashley Morgan, FAST archivist.22 March — Controlling 9/11. Phil Holt.

COVENTRYLecture Theatre ECG26, Engineering & Computing Building, Coventry University, Coventry. 7.30pm. Janet Owen, T +44 (0)2476 464079.17 January — Three-dimensional printing and digital technology. Kevin Smith, Consultant Global TCT.15 February — Meggitt Lecture and Dinner. Holiday Inn Coventry South, London Road, Ryton on Dunsmore, Coventry.21 March — Lanchester lecture.

CRANWELLDaedalus Officers’ Mess, RAF Cranwell. 7.30pm. For non-pass holders notification of intended arrival should be made to the Branch Secretary.5 February — Whittle

Lecture. Celebration of the jet. Hannah Beevors, Red Arrows photographer.5 March — Flying for life. Tim Allen. Joint lecture with RIN.

DERBYNightingale Hall, Moor Lane, Derby. 5.30pm. Chris Sheaf, T +44 (0)1332 269368.24 January — Towards virtual, self-designing aircraft. Paul Tucker.21 March — Evolution in aerodynamic design. Behrooz Barzegar.

FARNBOROUGHBAE Systems Park Centre, Farnborough Aerospace Centre. 7.30pm. Dr Mike Philpot, T +44 (0)1252 614618.16 January — Airlander airships. David Stewart, Hybrid Air Vehicles.13 February — Cody Lecture. Flying the Shuttleworth aircraft. Paul Shakespeare, Empire Test Pilots’ School.14 March — Watchkeeper UAS technology developments. Nick Miller, Thales UK. Joint lecture with IMechE and IET. University of Surrey, Guildford.

GLOUCESTER AND CHELTENHAMSafran Landing Systems, Restaurant Conference Room, off Down Hatherley Lane. 7.30pm. Gary Murden, T +44 (0)1452 715165.16 January — Stealth attack helicopters. Jeremy Graham, Chief Engineer (Ret’d), Leonardo Helicopters.20 February — Delivering mission critical services – Partners Evening. Alex Stobo, Director of Operations Mission Critical Services Onshore – Aviation Babcock International

Group and Paul Westaway, Director of Customer Services.20 March — Graphene.

HAMBURGHochschule für Angewandte Wissenschaften Hamburg, Hörsaal 01.12 Berliner Tor 5 (Neubau), 20099 Hamburg. 6pm.11 January — Digitalisation in aviation – flight physics in the development of future aircraft. Dr Klaus Becker, Aerodynamic Policies & Strategies, EGA-Germany, Airbus. Joint lecture with DGLR, VDI and HAW.22 March — Breaking the world altitude gyroplane record with a Magni Gyro M16. Donatella Ricci, Leonardo Helicopters, Venice. Joint lecture with DGLR, VDI and HAW.

HATFIELDLindop Building, Room A166, University of Hertfordshire, College Lane, Hatfield. 7pm. Maurice James, T +44 (0)7958 775441.24 January — Advanced materials. Philip Irvine, Cranfield University.14 February — Student lecture competition.21 March — The Queens Flight. Sqn Ldr Graham Laurie.

HEATHROWBritish Airways Theatre, Waterside, Harmondsworth. 6.15pm. For security passes please contact Dr Ana Pedraz, E [email protected] or T +44 (0)7936 392799.11 January — Additive manufacturing in the aerospace industry. Stuart Jackson, Business Development Manager, Renishaw.

Systems, Marconi Way, Rochester. 7pm. Robin Heaps, T +44 (0)1634 377973.17 January — QEC, The journey back to carrier strike. 21 February — Flying the tracks. Sean Leahy, Network Rail.21 March — The safety aspects of drones. Peter Stastny.

MUNICH5.30pm.1 February — Volocopter – manntragender Multikopter als Lufttaxi der Zukunft. Jan Zwiener (Senior Systems Engineer Volocopter.

PRESTONPersonnel and Conference Centre, BAE Systems, Warton. 7.30pm. Alan Matthews, T +44 (0)1995 61470.10 January — Human factors in aviation. Dr Colleen Butler, Senior Human Factors, Specialist, HSE Laboratory.14 February — Branch AGM followed by Weapons technology – the story of BROACH. Bernard Gethings, BAE Systems Ordnance Retired.14 March — Frank Roe Lecture. Flight development. Peter Kosogorin, BAE Systems Flight, Operations, Warton. Canberra Club, Samlesbury, NOTE: this will be a ticketed event (£5), including a buffet.

PRESTWICKThe Aviator Suite, 1st Floor, Terminal Building, Prestwick Airport. 7.30pm. John Wragg, T +44 (0)1655 750270.15 January — Availability contracting. Sean McGovern.12 February — Bush flying. Paul Catanach.12 March — Transatlantic journey. Eddie McCallum.

A Russian Tu-95 Bear ‘H’ photographed from a RAF Typhoon Quick Reaction Alert aircraft (QRA) with 6 Squadron from RAF Leuchars, Scotland.. Capt Nick Anderson will describe chasing Bears in the Phantom at Cosford on 18 January. MoD/Crown copyright (2018).

8 February — F1 aerodynamics: modelling for performance. Dr Steve Liddle, Principal Aerodynamicist, Renault Sport F1.8 March — Silver City Airways – The first 70 years. Paul Ross, Chairman, Silver City Association.

LOUGHBOROUGHRoom U020, Brockington Building, Loughborough University. 7.30pm. Colin Moss, T +44 (0)1509 239962.16 January — The real story of the Comet disasters. Paul Withey, Rolls-Royce.6 February — Graphene – the new material for aviation. Dr Matthieu Gresil, School of Materials, Manchester University.20 February — The Airlander airship project.13 March — Rolls-Royce Aero Engines: a proud heritage and an exciting future. Prof Ric Parker, ex-Technical Director Rolls-Royce.

MANCHESTER7pm. Hania Mohiuddin. E [email protected] January — High-speed transport: evolution or revolution. Prof Konstantinos Kontis. Runway Visitors Park, Manchester Airport. 8pm.7 February — Digital aircraft. Paul Stephenson. Room 233, Newton Building, Salford University.14 March — Roy Chadwick Lecture. The BAE Systems 146 water bomber. Dr Michael West, BAE Systems Regional Aircraft. Gold Suite, The Deanwater Hotel, Wilmslow Road, Stockport.

MEDWAYStaff Restaurant, BAE

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Afterburner

Diary

18 January – The Prospects for hypersonic flight, Andrew Neely, University of New South Wales.15 February – Reggie

Brie Young Persons Lecture Competition.15 March – F-35 ski jump testing, Gordon Stewart, QinetiQ.

The International Space Station photographed by an STS-134 crew member on the space shuttle Endeavour on 29 May 2011. Prof Claude Nicollier will discuss the safety aspects of the space shuttle and ISS during the 26th Gordon Corps Lecture at Toulouse on 23 January. NASA.

SOUTHENDThe Royal Naval Association, 79 East Street, Southend-on-Sea. 8pm. Sean Corr, T +44 (0)20 7929 3400.9 January — Flying the Bf109. Flt Lt Charlie Brown, Flying Instructor, RAF Cranwell.13 February — Air operations in Afghanistan. Wg Cdr Paul Morris (Ret’d).13 March — The Airbus E-Fan. Dr Panagiotis Laskaridis, Senior Lecturer, Centre for Propulsion Engineering, Cranfield University. Joint lecture with IMechE. The Forum, Elmer Square, Southend-on-Sea.

SWINDONThe Montgomery Theatre, The Defence Academy of the United Kingdom, Joint Services Command Staff College, Shrivenham. 7.30pm. New attendees must provide details of the vehicle they will be using not later than five days before the event. Photo ID will be required at the gate (Driving Licence/Passport). Advise attendance preferably via email to [email protected] or Branch Secretary Colin Irvin, T +44 (0)7740 136609.10 January — Alcock and

Copy datefor the next issue of AEROSPACE is 4 January.

in partnership with

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

www.pr ints -onl ine.com

RAeS Final design layout.qxd 05/07/2012 09:19 Page 1

www.aerosociety.com/WSTConference

Weapon Systems and Technology Conference

MAXIMISING THE VALUE OF AIR WEAPON SYSTEMS IMPROVING THROUGH LIFE COSTS AND CAPABILITY OF WEAPONS ACROSS ALL THE DLODS

LONDON / 6 FEBRUARY 2018

Sponsorship opportunities are available for this conference.

Please contact [email protected] for more information.

With the cost of weapon systems and their integration onto platforms, a smaller inventory is inevitable to cover a wide range of capabilities. Defence Lines of Development offer a framework to study opportunities where cost benefits can be achieved. The conference seeks to identify areas where best value can be achieved through the life cycle of the weapon system.

Brown. Cyril Mannion.7 February — Unmanned aviation support. Sqn Ldr Nick Harrington. 7 March — Joint Air Delivery Test and Evaluation Unit (JADTEU). Sqn Ldr Nick Harrington. Joint lecture with the Defence Academy for 16-18 year-olds.

TOULOUSESymposium Room, B01, Airbus HQ/SAS, 1 rond point Maurice Bellonte, 31707 Blagnac. 6pm. Contact: [email protected] for a security pass.23 January — 26th Gordon Corps Lecture. Safety aspects of the space shuttle and the International Space Station. Prof Claude Nicollier, ESA astronaut, École Polytechnique, Fédéral de Lausanne.20 February — Rolls-Royce Mini-Lecture Competition.20 March — Airbus wing moving track at Broughton, UK.

YEOVILDallas Conference Room 1A, Leonardo Helicopters, Yeovil. 6.30pm. David Mccallum, E [email protected]

55JANUARY 2018i fFind us on Twitter Find us on LinkedIn Find us on Facebook www.aerosociety.com

Corporate PartnersNEW PARTNERS

LONDON CITY AIRPORT JET CENTREJet Centre, Royal Docks, London E16 2PJ, UKT +44 (0)7872 107 312E [email protected] http://jetcentre.londoncityairport.com/Contact Nick Rose, Director Business AviationLondon City Airport Private Jet Centre is the only private jet centre situated within London itself which means the passenger arrives closer to the key business districts.

Just three miles from Canary Wharf and five miles from the City, speed and efficiency are appreciated by time poor business travellers.1. The only Jet Centre actually in London2. 90-second departure and arrival experience3. World-class customer service and facilities 4. 30 minutes by road from Mayfair and

Kensington

KAYS WORLDWIDE LOGISTICS LLCAgents Building, Dubai Cargo Building, PO Box: 120856, Dubai, United Arab EmiratesT +971 4 2826998E [email protected] www.kayslog.comContact Praveen Chandrasen, Managing Director

With a local market presence along with a Global experience, Kay’s Worldwide Logistics is UAE’s leading independent provider for Aerospace solutions. The professional approach to our customers, blended with a personal touch and our ability to cater to all queries irrespective of the nature of shipments and offering tailored solutions, adds to our strength.

We have a fully-equipped customs bonded warehouse with an acceptance facility at the Dubai Cargo village.

Be it a simple Customs bill execution, a complex dangerous goods solution, or a complete logistics and freight forwarding, our team of expert operations executives, transporters and sales are dedicated to ensure that your unique shipping is completed well in time.

AOG – Aircraft on Ground services are there to ensure that your time and sensitive AOG parts are delivered to the desired destination on a priority basis. Our aerospace team has the industry and operational expertise to ensure that we exceed your expectations and meet your transportation requirements.

MIDDLE EAST AND NORTH AFRICA BUSINESS AVIATION ASSOCIATION (MEBAA)Business Central Tower – Tower B, Office 3101, Sheik Zayed Road – Dubai Media City, PO Box 117733, Dubai, United Arab EmiratesT +971 4 4356670E [email protected] www.mebaa.comContact Maryam Alnaqbi, Public Affairs Manager

The Middle East and North Africa Business Aviation Association (MEBAA) is the official representative of the business aviation industry in the Middle East and North Africa (MENA) region and is a member of the International Business Aviation Council (IBAC). MEBAA is a non-profit association established in 2006 with the mission to provide a platform for members of the business aviation industry in the MENA region to gather, understand and communicate the needs and benefits of the industry.

EVENTSPlease note: Attendance at Corporate Partner Briefings is strictly exclusive to staff of RAeS Corporate Partners.

Thursday 18 January 2018 / London2018 A&D Trends and OpportunitiesCorporate Partner Briefing by Eric Bernardini FRAeS, Global Head Aerospace & Defence, AlixPartners

Thursday 22 February 2018 / LondonCorporate Partner Briefing by Russell Torbet CBE, Director UK SAR, Bristow Helicopters Limited

Monday 19 March 2018 / LondonCorporate Partner Briefing by Air Cdre Frank Clifford OBE MA* RAF, RAF Force Protection Force Commander

Thursday 10 May 2018 / LondonAnnual BanquetGuest of Honour: Marillyn A Hewson, Chairman, President and CEO, Lockheed Martin CorporationCorporate tables and individual tickets availableSupported by:

Further briefing dates to be advised.

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

Contact:Simon LevyHead of Business DevelopmentE [email protected] +44 (0)20 7670 4346M +44 (0)7775 701153

Ali Ahmed Alnaqbi, Founding & Executive Chairman of the MEBAA, left, receives their Corporate Partner certificate from Sir Stephen Dalton, RAeS President, during the Dubai Air Show.

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56

Elections


SOCIETY OFFICERSPresident: ACM Sir Stephen DaltonPresident-Elect: Rear Admiral Simon Henley

BOARD CHAIRMEN

Learned Society Chairman: Air Cdre Peter Round

Membership Services Chairman: Philip Spiers

Professional Standards Chairman: Prof Jonathan Cooper

DIVISION PRESIDENTS

Australia: Andrew NeelyNew Zealand: John MaciIreePakistan: AM Salim ArshadSouth African: Dr Glen Snedden

Afterburner

Robert Bor

Iain BoydShane CarmodyChristina GoulterWarwick HolmesAlistair McPheePatrick (Pat) MorrisAndrew SandersonJaiwon ShinNick Weston

Danny AndersonDavid ArdenAlan CarterChristopher ClarkeWilliam DadleyAnna DavanzoDavid Esteban CampilloGlenn FreitagPaul HarperRich HawkeAashutosh MishraGary StephensonVinodh SurendranWilliam TebbyRafaqat UllahDeborah-Anne UnwinSamireh VahidIan WhitmoreJames YappAndrea Zilli

FELLOWS

HONORARY FELLOWS

James EdesAiman SalamaRavipal Singh

George AlbertWilliam ArchibaldTommaso BoniniJames BoothPeter BowmanHarry Clare-PauleHenry CrossJames DinningMatthew DukeJames ElkinsDom FerrettAlexander FullerNatalie HaleJacob JohnsonGowrisangar

LogeswaranLeanne McCumiskeyGeraint MeekDominic MiskinSyed Aun Muhammad

NaqviLewis NorrisFinian RussellAlexander StrattonNiranjan SureshChristy ThevathasanJames TilkeTom White

Emma Caicedo PortilloAdam DackGareth DowseCarlos El-HajjJames GoldingAmal HdayedLuke InghamJoshua KitetuEdward LimbreyJack PearceFayaz RasheedJames Richardson Matthew ScottJames Warren

Rowan DohertyClare FlynnAnthony FrancisDaniel QuinlivanStephen RutherfordMatt Tupman

Robert AdlardMatthew FearnTimothy GibsonRoss HigginsPatrik Lindgren

STUDENT AFFILIATES

WITH REGRET

Peter Portway Baker MRAeS 92

Anthony James Beswick MRAeS 77

Prof Peter John Deasley FREng Affiliate 74

David Richard Dryell CEng MRAeS 78

Martin Edward Hepworth IEng MRAeS 73

Patrick Kavanagh Relton AMRAeS 100

Prof Bryan Edward Richards CEng FRAeS 79

The RAeS announces with regret the deaths of the following members:

ASSOCIATES

AFFILIATES

ASSOCIATE MEMBERS

E-ASSOCIATES

MEMBERS

TRUSTEE TALK

Meetings & Events in the heart of LondonHome to the Royal Aeronautical Society, No. 4 Hamilton Place is a stunning venue, centrally located in Mayfair, with a choice of event spaces. The venue offers:

• 10% off room hire for members• State of the art conference facilities for up to 250• Versatile meeting rooms• A beautiful west facing terrace• Catering by foodbydish, one of London’s leading contemporary caterers

Let our dedicated team take care of your event requirements.

For more information visit www.4hp.org.uk or contact the Venue Team on 020 7670 4314 or [email protected] | No. 4 Hamilton Place, London W1J 7BQ

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During 2018, the Trustees will continue to support and facilitate the key strategic initiatives identified by Council. High on the agenda is expansion of our international reach through Regional Ambassadors in key areas such as the Middle East, Africa and China. The aim is to create the opportunity for local contacts to come together to discuss and provide local opportunities and initiatives which the Society can feed into and support.

Another key area upon which the Trustees and Council are focused is that of Diversity and Inclusion and we have committed our Boards to actively engage in this area. The Society’s Diversity and Inclusion Working Group will provide support on how the Council, Trustees and Boards create opportunities to be more diverse and inclusive, measuring our progress against the Royal Academy of Engineering Diversity and Inclusion Progression Framework.

At their meeting in November 2017 the Trustees reviewed governance-related issues, including the new General Data Protection Regulation (GDPR) coming into effect in May 2018. Protection of personal data is an important subject for the Society and we will keep you informed as new policies, systems and procedures are implemented.

The Trustees also reviewed and approved the final draft

budgets for the Society which reflect plans to continue to grow the membership, develop initiatives to support the membership and to maintain the fabric of No.4 Hamilton Place while producing a modest surplus on operations.

The Trustees received and approved reports from the Boards and Committees of the Trustees and supported a number of recommendations including standing down of the Publications and Communications Committee and the renaming of the Membership Grading Committee to the Membership Committee.

If you are interested in sharing your knowledge and contributing to the development of the Society’s aims and objectives, then I encourage you to put your nomination forward for our Council elections 2018. Nominations are currently open and information regarding the process and what is involved in being a Council member can be found on our website at http://aerosociety.com/councilelection

Finally, I would like to take this opportunity to wish all our members a Happy New Year.

Martin Broadhurst OBE MA CDir FIoD FRAeSChairman, Board of Trustees

Meetings & Events in the heart of LondonHome to the Royal Aeronautical Society, No. 4 Hamilton Place is a stunning venue, centrally located in Mayfair, with a choice of event spaces. The venue offers:

• 10% off room hire for members• State of the art conference facilities for up to 250• Versatile meeting rooms• A beautiful west facing terrace• Catering by foodbydish, one of London’s leading contemporary caterers

Let our dedicated team take care of your event requirements.

For more information visit www.4hp.org.uk or contact the Venue Team on 020 7670 4314 or [email protected] | No. 4 Hamilton Place, London W1J 7BQ

210x280_4hp_aerospace_2017_ad.indd 1 2017-11-21 12:29 PM

way, during the first Arab-Israeli war. However, the most critical example of the use of aircraft to serve political ends was the Berlin Airlift that began in the autumn. This would be a triumph of air-delivered logistics, which supplied Berlin’s beleaguered population and demonstrated a timely resistance to Soviet pressure. At much the same time, the US officially stated that the USSR would explode its first atom bomb in 1957 – a prediction valid until August 1949.

No predictions but a bit of a wish list

With that predictive failure in mind, my look forward from 70 is merely a list of aspirations: the arrival of carbon-neutral air travel. A sensible approach to uninhabited airliners would also be welcome. – although the idea is technically feasible now and reason suggests that automation might reduce the number of human-related accidents, we may still need the likes of Sullenberger and Skiles up front to handle the extreme cases.

While I am not a fan of human spaceflight given the current cost of human missions, over the next 70 years, we should see the cost of accessing space and sustaining humans in space fall significantly. In 1948, I would have to wait two years to see (and a bit longer to read) Dan Dare in The Eagle; but I might yet hope to see a cost-effective human presence in near-Earth orbit before I hand in my last Ian Allen spotters’ book.

Of course in the very near term, I want to see a relatively benign Brexit that does not fatally damage an industry which I have observed in one way or another for a very long time. This is perhaps the nearest I will get to an emotional appeal as a dispassionate analyst and historian of UK aerospace but, having also spent nearly a decade working and lobbying on behalf of the industry to encourage an adequate level of government support for the aerospace sector, I do not want to experience the decline of a world-class national capability.

Forgive me a spot of self-indulgence this month but you only pass 70 once. 1948 was not an especially vintage year for aviation but there were a few notable events, especially for the UK.

Supersonic at last

Following the fatal crash that had killed the young de Havilland, the DH108 made the first official British supersonic flight. The year also saw the termination of the Miles M52 programme, a sorry and half-hearted attempt to take the UK into the era of supersonics, which the Americans had already pioneered. We never did catch up!

Mighty Viscount

More satisfying, the Viscount made its first flight. One of the very few successful post-war ‘Brabazon’ civil aircraft programmes and, until the Airbus started to record significant sales, perhaps the most profitable British civil venture. The crash of an Avro Tudor on the other hand would, however herald an end to governmental sponsorship of airliner prototypes and usher in an ultimately futile attempt to privately develop civil aircraft.

Air safety would get better

In general, there were a total of 14 recorded fatal crashes in 1948 on a tiny amount of airline traffic, which reminds us just how much has improved over 70 years in terms of basic safety and reliability. Neville Shute’s book No Highway published that year anticipated the fatigue problems that would later end so tragically. Britain’s hopes of capitalising on the Viscount lead through the Comet.

Air power delivers the bread and much else

Elsewhere in the world, the importance of airpower was still manifest, and shown, even if in a limited

The Last Word

1948 was a very good year – well so-so in aviation history

Professor Keith HaywardFRAeS

COMMENTARY FROM

THE CRASH OF AN AVRO TUDOR ON THE OTHER HAND WOULD, HOWEVER, HERALD AN END TO GOVERNMENTAL SPONSORSHIP OF AIRLINER PROTOTYPES AND USHER IN AN ULTIMATELY FUTILE ATTEMPT TO PRIVATELY DEVELOP CIVIL AIRCRAFT


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ATLAS SHOULDERS THE LOAD - Royal Aeronautical Society