U N IVER B TS ITY O F Contents - Dashboard

ContentsKeynote Lectures, 1974-2001

Joseph Black Keynote Lecture

MEng Group Business & Design Projects

Engineering Projects

Engineering with Language

Prizes 2000

Plan of Exhibition Rooms

Foreword

Obituary - Professor Joseph Black

Project Sponsorship 2000 - 2001

Keynote Lectures1974 – 2001

1974

1975

E. McEwanVice-Chairman,EngineeringJoseph Lucas Ltd

Ralph Shire Memorial Lecture:

L. Haworth FRSDirector, Rolls-Royce Ltd

1976

Dr A. Moulton CBE. Director,Moulton Developments Ltd

1977R.J. Daniel OBEDirector General of Ships andHead of Royal Corps of NavalConstructors

1978Dr G.B.R. Feilden CBEDirector,GeneralBritish Standards Institution

1979

K. TaylorChief Mechanical & ElectricalEngineer, British Railways Board

1980

V.J. OsolaRedman Heenan International

1981

Viscount Caldecot DSC FEngChairman, Delta Group plc

Design as a Team Game

Some Detail Design Problemsin Aircraft Gas Turbines

Innovation in EngineeringDesign

Ship Design

The Designer's Craft

Design for Maintenance inBritish Rail

Effective Industrial Innovationand its Contribution to Britain'seconomic Recovery

Investment in New ProductDevelopment

1982Sir Kenneth CorfieldChairman and Chief Executive,Standard Telephones and CablesLtd

1983

Sir Basil Blackwell FEngVice-Chairman and ChiefExecutive,Westland plc

1984

Dr W. Rizk CBE Feng FIMechEChairman, GEC Diesels Ltd andGEC-Ruston GasTurbines Ltd

1985Sir William Barlow FEngChairman and ChiefExecutive,BICC, and Chairman,The Design Council

1986A.C. Rudd BSc(Eng) FSAEManaging Director,Lotus Engineering Ltd

1987Sir Montague Finniston FEng FRS

1988John Butcher MPParliamentary Under Secretary ofState Department of Trade andIndustry

The Context of Design

Higher Innovation: TheManagement of Creative Disorder

Designing for Dependabilityin Advanced Power Plant &Associated Systems

Better Design for British Industry

The Car of the Year 2000

Design for Living

Design: the Common Goal

Joseph Black LectureGiven on the occasion of the opening of theDesign and Project ExhibitionJune 2001

Department ofMechanical Engineering

The Farnborough F1 Air TaxiA Revolution in Air Travel

Given byRichard Noble OBE

B TU N I V E R S I T Y O F

1997

Mr James DysonChairman Dyson Appliances

1998

Professor Chris PearceInbis Group plc.

1999

Adrian Thompson

2000

Charles Morgan

2001

Engineering & Design Againstthe Odds

Technological InnovationA managed resource

The Creation of the GosChallenger

The Birth of a MorganInnovation and TraditionCreate a New Sports Car

The Farnborough F1 Air TaxiA Revolution in Air TravelRichard Noble OBE

1989

Ivor OwenThe Design Council

1990Peter HillsSERC Engineering DesignCoordinator,The Design Council

1991

Keith NicholsUK Marketing Manager,(CIM) Digital Equipment Ltd

1992Sidney SwadlingDirector of Engineering,British Aerospace Airbus Ltd

1993

David McMurtyChairman and Chief Executive,Renishaw plc

1994Professor Duncan Dowson CBEFRS FEng

1995Professor Ivan Yates CBE FEng

1996

Professor Gordon Edge

Industry: Design and YoungPeople

Effective Management of Design

Competing with Better Productsin Less Time

Concorde and its Successor

Metrology in the Field ofEngineering

Tribology in Machine Design

Design to Thrive

Innovation-Led Competitivenessthrough Equivalence in Product,Organisation, Technology andCulture (EPOC).

ContentsKeynote Lectures, 1974-2001

Joseph Black Keynote Lecture

MEng Group Business & Design Projects

Engineering Projects

Engineering with Language

Prizes 2000

Plan of Exhibition Rooms

Foreword

Obituary - Professor Joseph Black

Project Sponsorship 2000 - 2001

Keynote Lectures1974 – 2001

1974

1975

E. McEwanVice-Chairman,EngineeringJoseph Lucas Ltd

Ralph Shire Memorial Lecture:

L. Haworth FRSDirector, Rolls-Royce Ltd

1976

Dr A. Moulton CBE. Director,Moulton Developments Ltd

1977R.J. Daniel OBEDirector General of Ships andHead of Royal Corps of NavalConstructors

1978Dr G.B.R. Feilden CBEDirector,GeneralBritish Standards Institution

1979

K. TaylorChief Mechanical & ElectricalEngineer, British Railways Board

1980

V.J. OsolaRedman Heenan International

1981

Viscount Caldecot DSC FEngChairman, Delta Group plc

Design as a Team Game

Some Detail Design Problemsin Aircraft Gas Turbines

Innovation in EngineeringDesign

Ship Design

The Designer's Craft

Design for Maintenance inBritish Rail

Effective Industrial Innovationand its Contribution to Britain'seconomic Recovery

Investment in New ProductDevelopment

1982Sir Kenneth CorfieldChairman and Chief Executive,Standard Telephones and CablesLtd

1983

Sir Basil Blackwell FEngVice-Chairman and ChiefExecutive,Westland plc

1984

Dr W. Rizk CBE Feng FIMechEChairman, GEC Diesels Ltd andGEC-Ruston GasTurbines Ltd

1985Sir William Barlow FEngChairman and ChiefExecutive,BICC, and Chairman,The Design Council

1986A.C. Rudd BSc(Eng) FSAEManaging Director,Lotus Engineering Ltd

1987Sir Montague Finniston FEng FRS

1988John Butcher MPParliamentary Under Secretary ofState Department of Trade andIndustry

The Context of Design

Higher Innovation: TheManagement of Creative Disorder

Designing for Dependabilityin Advanced Power Plant &Associated Systems

Better Design for British Industry

The Car of the Year 2000

Design for Living

Design: the Common Goal

Joseph Black LectureGiven on the occasion of the opening of theDesign and Project ExhibitionJune 2001

Department ofMechanical Engineering


Given byRichard Noble OBE

B TU N I V E R S I T Y O F

1997

Mr James DysonChairman Dyson Appliances

1998

Professor Chris PearceInbis Group plc.

1999

Adrian Thompson

2000

Charles Morgan

2001

Engineering & Design Againstthe Odds

Technological InnovationA managed resource

The Creation of the GosChallenger

The Birth of a MorganInnovation and TraditionCreate a New Sports Car

The Farnborough F1 Air TaxiA Revolution in Air TravelRichard Noble OBE

1989

Ivor OwenThe Design Council

1990Peter HillsSERC Engineering DesignCoordinator,The Design Council

1991

Keith NicholsUK Marketing Manager,(CIM) Digital Equipment Ltd

1992Sidney SwadlingDirector of Engineering,British Aerospace Airbus Ltd

1993

David McMurtyChairman and Chief Executive,Renishaw plc

1994Professor Duncan Dowson CBEFRS FEng

1995Professor Ivan Yates CBE FEng

1996

Professor Gordon Edge

Industry: Design and YoungPeople

Effective Management of Design

Competing with Better Productsin Less Time

Concorde and its Successor

Metrology in the Field ofEngineering

Tribology in Machine Design

Design to Thrive

Innovation-Led Competitivenessthrough Equivalence in Product,Organisation, Technology andCulture (EPOC).

Foreword

Welcome to the 2001 Design and Project Exhibition and the JosephBlack Lecture given by Richard Noble OBE. It does not seem 12months ago that we last undertook this activity.

During that 12 months Joe Black, the inspiration for so much of ouractivities, sadly passed away. We include here a copy of Joe’sObituary that appeared in the Independent Newspaper. Of the manyfulsome obituaries that were written this seems to us to sum up Joe’sinterests, passions and character. The whole University will miss Joe’s‘joie de vivre’ and the Department will miss his ongoing input thatwas well ahead of its time. He realised that engineering design wasboth important and a topic ripe for research. We all express ourdeepest sympathy to all of Joe’s family.

We have our customary wide range of Group Design and BusinessProjects some 15 in total, including one from the USA.

We now have a number ofthese projects sponsored by former undergraduates of ours, who nowhold senior positions in Industry. We are particularly keen to interactwith our alumni in all areas. Could I extend in particular our thanks toall of our Sponsors and Industrial collaborators.

The previous year we had cars, before that boats and this yearaeroplanes. So we are delighted to welcome Richard Noble OBE, whohaving masterminded the attainment of the world land speed recordwith Thrust II at 763.035 M.P.H., (Mach 1.003) has turned hisattention to one of his great loves, namely aeroplanes. His address willdeal not only with the technical issues, but also the commercial andbusiness aspects. These latter aspects are major challenges in aventure such as this. It is interesting that the University is activelyencouraging a spirit of enterprise in our students and none could bemore entrepreneurial than our guest speaker. So I am sure that we alllook forward to his address “The Farnborough F1 Air Taxi - Arevolution in air travel”

S.J.CulleyOn behalf of the design team

There are alsosome 118 Engineering projects in total.

Professor Joseph Black

JOSEPH BLACK, Pro-Vice-Chancellor of Bath University 1970-1973 wasone of a small team which selected the site for this new university and in 1964became the first head of the School of Engineering, establishing it in a quiteshort time amongst the most highly noted of its kind.

From 1964 to 1974, Black served as a member of the UniversityGrants Committee which was responsible for allocating money to theuniversities, including a spate of new ones, such as Bath. This was the peakbuilding period for his own faculty so that he was heavily engaged, seeking asmuch funding as possible from the UGC. At the same time he had to actimpartially as a member of the UGC in allocating limited resources to alluniversities. He performed these conflicting tasks with skill and integrity. Hisoriginal UGC appointment was extended for a further five years.

Joe Black was born in Belfast in 1921 and was educated at the RoyalBelfast Academic Institution and Queen's University, graduating with FirstClass Honours in 1941. From then until 1944 he worked as a Scientific Officerat the Royal Aeronautical Establishment, leaving to return to Queen's to takean MSc in 1945. He then worked for DeHavilland as an aerodynamicist in theteam which was designing the revolutionary Comet. His book

(1950) was hardly likely to be a best-seller butit was the first of its kind to be published in Britain and as such a usefulcontribution to available technical literature.

His first academic appointment was as a lecturer and later a seniorlecturer at Bristol University. There he joined an exceptionally able group ofacademics, many of whom were to rise to fame. They included Sir AlfredPugsley, Lord Chilver, Sir Bernard Crossland and ProfessorAR Collar.

Black moved in 1960 to the Bristol College of Advanced Technologyas Head of Engineering and it was in that capacity that he played a major role inthe college's move to Bath, where it became established as Bath University in1964, at which time he was appointed to the Chair of Engineering. His effortscontributed in no small measure to the high status achieved by the newuniversity and to its harmonious integration into the social and economic life ofthe city of Bath.

An Introductionto Aerodynamic Compressibility

The large number of undergraduates and postgraduates who studiedunder Black will remember him with great affection, for his friendly interest,particularly towards new arrivals, his encouragement and great enthusiasm.His friends joked that he thought so quickly that he scarcely had time tocomplete one sentence before his mind was racing off on yet another thoughtand another and another.

By scrupulously giving credit to those who contributed in whatevermeasure to a research, development or design project, Black remainedextremely popular with his colleagues and by a simple and straightforwardmanner, he avoided involvement in academic politics.

Black was a Fellow of the Institute of Mechanical Engineering, of theRoyalAeronautical Society and of the RoyalAcademy of Engineering. He wasawarded honorary doctorates by Loughborough University and by the CityUniversity.

In addition to his university activities, he found time to serve on theDesign Council from 1976 until 1982 and to act as Chairman of the EngineeringComponents Awards in 1976 and Engineering Products Awards in 1977. Hewas awarded the Silver Jubilee Medal in 1977 and appointed CBE in 1979.

Black was also passionately interested in art. He was Chairman of theHolburne of Menstrie Museum, a committee member of the Victoria Art Galleyand a trustee of the Industrial Heritage Museum, all in Bath. He was a devotedtheatre-goer and held a season ticket for some 40 years for the Bristol Old Vic.His own personal recreations included photography, the collecting ofantiquarian books and silversmithing. He produced a number of delightfulsilver in his own particular style, somewhat akin toArt Deco.

Following his retirement from Bath University in 1985, he wasawarded a Leverhulme Trust Emeritus Fellowship to research on engineeringin art. He subsequently gave many highly illustrated lectures on this subjectto a number of organisations, including the National Association ofDecorative and Fine Arts Societies.

This obituary was written by R W Brown © and was published in TheIndependent Newspaper on Monday 23 October 2000

objects d'art

Joseph Black, engineer and university administrator: born Belfast 25 January1921; Research Fellow, Queen's University Belfast 1944-45; aerodynamicist,de Havilland Aircraft 1945-46; Lecturer, then Senior Lecturer in Engineering,Bristol University 1946-1959; Head of School of Engineering, Bristol Collegeof Advanced Technology (later Bath University) 1960-70, 1973-85, Professor ofEngineering 1960-85, Pro-Vice-Chancellor 1970-73; Member, UniversityGrants Committee 1964-74; CBE 1980; married 1946 Maggie Hewitt (threesons, one daughter); died Bath 3 October 2000.

R W BROWN

2001 Joseph Black Lecture

Richard Noble

The Farnborough F1 Air Taxi

A Revolution in Air Travel

OBE

For more information please contact:

Richard Noble - DirectorFarnborough-Aircraft.comBuilding P71Pinehurst GateDERAFarnboroughHampshire GU14 6TD

[email protected] 01252 514083

Fax 01252 518124www.Farnborough-Aircraft.com

Foreword

Welcome to the 2001 Design and Project Exhibition and the JosephBlack Lecture given by Richard Noble OBE. It does not seem 12months ago that we last undertook this activity.

During that 12 months Joe Black, the inspiration for so much of ouractivities, sadly passed away. We include here a copy of Joe’sObituary that appeared in the Independent Newspaper. Of the manyfulsome obituaries that were written this seems to us to sum up Joe’sinterests, passions and character. The whole University will miss Joe’s‘joie de vivre’ and the Department will miss his ongoing input thatwas well ahead of its time. He realised that engineering design wasboth important and a topic ripe for research. We all express ourdeepest sympathy to all of Joe’s family.

We have our customary wide range of Group Design and BusinessProjects some 15 in total, including one from the USA.

We now have a number ofthese projects sponsored by former undergraduates of ours, who nowhold senior positions in Industry. We are particularly keen to interactwith our alumni in all areas. Could I extend in particular our thanks toall of our Sponsors and Industrial collaborators.

The previous year we had cars, before that boats and this yearaeroplanes. So we are delighted to welcome Richard Noble OBE, whohaving masterminded the attainment of the world land speed recordwith Thrust II at 763.035 M.P.H., (Mach 1.003) has turned hisattention to one of his great loves, namely aeroplanes. His address willdeal not only with the technical issues, but also the commercial andbusiness aspects. These latter aspects are major challenges in aventure such as this. It is interesting that the University is activelyencouraging a spirit of enterprise in our students and none could bemore entrepreneurial than our guest speaker. So I am sure that we alllook forward to his address “The Farnborough F1 Air Taxi - Arevolution in air travel”

S.J.CulleyOn behalf of the design team

There are alsosome 118 Engineering projects in total.

Professor Joseph Black

JOSEPH BLACK, Pro-Vice-Chancellor of Bath University 1970-1973 wasone of a small team which selected the site for this new university and in 1964became the first head of the School of Engineering, establishing it in a quiteshort time amongst the most highly noted of its kind.

From 1964 to 1974, Black served as a member of the UniversityGrants Committee which was responsible for allocating money to theuniversities, including a spate of new ones, such as Bath. This was the peakbuilding period for his own faculty so that he was heavily engaged, seeking asmuch funding as possible from the UGC. At the same time he had to actimpartially as a member of the UGC in allocating limited resources to alluniversities. He performed these conflicting tasks with skill and integrity. Hisoriginal UGC appointment was extended for a further five years.

Joe Black was born in Belfast in 1921 and was educated at the RoyalBelfast Academic Institution and Queen's University, graduating with FirstClass Honours in 1941. From then until 1944 he worked as a Scientific Officerat the Royal Aeronautical Establishment, leaving to return to Queen's to takean MSc in 1945. He then worked for DeHavilland as an aerodynamicist in theteam which was designing the revolutionary Comet. His book

(1950) was hardly likely to be a best-seller butit was the first of its kind to be published in Britain and as such a usefulcontribution to available technical literature.

His first academic appointment was as a lecturer and later a seniorlecturer at Bristol University. There he joined an exceptionally able group ofacademics, many of whom were to rise to fame. They included Sir AlfredPugsley, Lord Chilver, Sir Bernard Crossland and ProfessorAR Collar.

Black moved in 1960 to the Bristol College of Advanced Technologyas Head of Engineering and it was in that capacity that he played a major role inthe college's move to Bath, where it became established as Bath University in1964, at which time he was appointed to the Chair of Engineering. His effortscontributed in no small measure to the high status achieved by the newuniversity and to its harmonious integration into the social and economic life ofthe city of Bath.

An Introductionto Aerodynamic Compressibility

The large number of undergraduates and postgraduates who studiedunder Black will remember him with great affection, for his friendly interest,particularly towards new arrivals, his encouragement and great enthusiasm.His friends joked that he thought so quickly that he scarcely had time tocomplete one sentence before his mind was racing off on yet another thoughtand another and another.

By scrupulously giving credit to those who contributed in whatevermeasure to a research, development or design project, Black remainedextremely popular with his colleagues and by a simple and straightforwardmanner, he avoided involvement in academic politics.

Black was a Fellow of the Institute of Mechanical Engineering, of theRoyalAeronautical Society and of the RoyalAcademy of Engineering. He wasawarded honorary doctorates by Loughborough University and by the CityUniversity.

In addition to his university activities, he found time to serve on theDesign Council from 1976 until 1982 and to act as Chairman of the EngineeringComponents Awards in 1976 and Engineering Products Awards in 1977. Hewas awarded the Silver Jubilee Medal in 1977 and appointed CBE in 1979.

Black was also passionately interested in art. He was Chairman of theHolburne of Menstrie Museum, a committee member of the Victoria Art Galleyand a trustee of the Industrial Heritage Museum, all in Bath. He was a devotedtheatre-goer and held a season ticket for some 40 years for the Bristol Old Vic.His own personal recreations included photography, the collecting ofantiquarian books and silversmithing. He produced a number of delightfulsilver in his own particular style, somewhat akin toArt Deco.

Following his retirement from Bath University in 1985, he wasawarded a Leverhulme Trust Emeritus Fellowship to research on engineeringin art. He subsequently gave many highly illustrated lectures on this subjectto a number of organisations, including the National Association ofDecorative and Fine Arts Societies.

This obituary was written by R W Brown © and was published in TheIndependent Newspaper on Monday 23 October 2000

objects d'art

Joseph Black, engineer and university administrator: born Belfast 25 January1921; Research Fellow, Queen's University Belfast 1944-45; aerodynamicist,de Havilland Aircraft 1945-46; Lecturer, then Senior Lecturer in Engineering,Bristol University 1946-1959; Head of School of Engineering, Bristol Collegeof Advanced Technology (later Bath University) 1960-70, 1973-85, Professor ofEngineering 1960-85, Pro-Vice-Chancellor 1970-73; Member, UniversityGrants Committee 1964-74; CBE 1980; married 1946 Maggie Hewitt (threesons, one daughter); died Bath 3 October 2000.

R W BROWN

2001 Joseph Black Lecture

Richard Noble

The Farnborough F1 Air Taxi

A Revolution in Air Travel

OBE

For more information please contact:

Richard Noble - DirectorFarnborough-Aircraft.comBuilding P71Pinehurst GateDERAFarnboroughHampshire GU14 6TD

[email protected] 01252 514083

Fax 01252 518124www.Farnborough-Aircraft.com


Over the years many new transport solutions have been termedrevolutionary but this is often said for nothing more than marketingreasons. To call the Farnborough F1 revolutionary is not somethingthat is done lightly. In order to have any revolution you need twothings. One is a genuine desire for change and the other is the catalystthat makes that change possible.

Business in the twenty-first century is now totally international. Themassive growth in IT has given businesses a global perspective thatwas undreamt of even twenty years ago. The Internet is also anessential tool and this provides opportunities across the globe. Inorder to capitalise on those opportunities, and to turn them intoreality, business people need to communicate. The telephone, fax and,more latterly, e-mail can only go so far and there is still a genuineneed for face to face meetings.

The growth in travel and business travel in particular is placingunforeseen demands on an infrastructure that is fast becoming unableto cope. Many airports are already operating at capacity and manymore will be at capacity in the next few years. Delays are nowcommon and business travellers can waste many hours standingaround either waiting for flights or waiting to meet someone from aflight.

The introduction of new, larger aircraft will not alleviate this as thepassengers will still need to book in and with so many more peopleon each flight, this will take longer. The congestion around airports,as people arrive and leave, will only get worse and those airports thatattempt expansion, particularly in the UK, will face massiveopposition.

The Desire for Change

The Requirement

The Catalyst

What is required is a means of travelling point-to-point, at a time thatis convenient to the passenger, faster than the comparable airlines,with a high degree of comfort, safety and reliability. The FarnboroughF1 Air taxi will do just this.

Recent changes in the rules allowing the operation of single-pilot,single-engine instrument flight rules aircraft (SEIFR) mean that it isnow possible to build a commercial aeroplane that can operate in thesame manner as a taxi. In order for this to match or beat the point-to-point flight times it needs to have a highly efficient wing that willallow a high speed, 330 knot, cruise and a low stall speed that willallow a slow approach into the thousands of small airfields that arecurrently under-utilised. Producing a high-speed wing or one that willfly slowly is relatively easy, but combining the two is more difficult.

The increase in processing power of desktop computers mean thecalculations needed to design such a wing do not need a massivemainframe computer, something that is out of the reach of a small,startup company.

The wing needs to combine the benefits of a simple Fowler flap, forlow speed approaches, with a laminar flow for low drag, high-speedcruise. This requires a highly accurate surface, something that isimpossible with conventional aluminium construction. The F-1 willbe made from a carbon composite which has a high surface finish butalso has greater strength, longer life, and will not corrode.Combining the airspace changes, introduction of single-engine, singlepilot commercial operations, the use of new materials and the abilityto design this aeroplane on the desktop gives the catalyst needed toturn the requirement of an alternative means of business travel into arevolution.

The Internet is another revolutionary concept. It takes the need tocommunicate more and combines that with the catalyst of the worldwide web of networked computers to give unprecedented contact withall areas of the globe. Farnborough-Aircraft.com is using thisrevolution in a way that is unusual in aviation. The Farnborough-Aircraft.com website has over 300 pages that detail the full story ofthe project, from its conception through to design and is on target tomake 2.5 million page accesses this year. By telling the full story,with both the highs and the lows, it creates a highly useful case studyfor schools, colleges and universities as well as keeping investorsinformed and raising the profile of the air taxi concept directly to thepeople that will ultimately use it.

The Internet

The Supporters

The Market

Richard Noble's experience with the Thrust SSC project confirmedthe value of Internet communication and also the value of having adedicated supporters club. The Farnborough Airforce exists to allowpeople to follow the project at close quarters while raising 'airawareness'. If people are to use an air taxi instead of an airbus theyneed to be aware of the alternatives. Getting people to think about airtravel and how that relates to their everyday lives is part of the battle.

The Airforce has three divisions, a flight training division, glidingdivision and a heritage division that holds regular open days atFarnborough to give updates on the project and to present somewell-known and distinguished speakers. With over 700 members, theAirforce is an important part of the project which allows people toparticipate in rebuilding the aviation culture of the country and to beinvolved in the first major British aircraft project in many years.

Air travel is growing at a rate that is unsustainable with the presentinfrastructure. In the United States 40% of domestic air travel is forbusiness. This is often subject to delays and executive jets only caterfor a small, and very select, part of that market. At Farnborough-Aircraft.com we have done considerable research into the marketand our conclusions are that we can sell a large number of aircraftfor only a small percentage shift in the way people travel forbusiness. This shift does not even have to come from the existingpassengers as it could be made up of people that form part of theexpected expansion.


Over the years many new transport solutions have been termedrevolutionary but this is often said for nothing more than marketingreasons. To call the Farnborough F1 revolutionary is not somethingthat is done lightly. In order to have any revolution you need twothings. One is a genuine desire for change and the other is the catalystthat makes that change possible.

Business in the twenty-first century is now totally international. Themassive growth in IT has given businesses a global perspective thatwas undreamt of even twenty years ago. The Internet is also anessential tool and this provides opportunities across the globe. Inorder to capitalise on those opportunities, and to turn them intoreality, business people need to communicate. The telephone, fax and,more latterly, e-mail can only go so far and there is still a genuineneed for face to face meetings.

The growth in travel and business travel in particular is placingunforeseen demands on an infrastructure that is fast becoming unableto cope. Many airports are already operating at capacity and manymore will be at capacity in the next few years. Delays are nowcommon and business travellers can waste many hours standingaround either waiting for flights or waiting to meet someone from aflight.

The introduction of new, larger aircraft will not alleviate this as thepassengers will still need to book in and with so many more peopleon each flight, this will take longer. The congestion around airports,as people arrive and leave, will only get worse and those airports thatattempt expansion, particularly in the UK, will face massiveopposition.

The Desire for Change

The Requirement

The Catalyst

What is required is a means of travelling point-to-point, at a time thatis convenient to the passenger, faster than the comparable airlines,with a high degree of comfort, safety and reliability. The FarnboroughF1 Air taxi will do just this.

Recent changes in the rules allowing the operation of single-pilot,single-engine instrument flight rules aircraft (SEIFR) mean that it isnow possible to build a commercial aeroplane that can operate in thesame manner as a taxi. In order for this to match or beat the point-to-point flight times it needs to have a highly efficient wing that willallow a high speed, 330 knot, cruise and a low stall speed that willallow a slow approach into the thousands of small airfields that arecurrently under-utilised. Producing a high-speed wing or one that willfly slowly is relatively easy, but combining the two is more difficult.

The increase in processing power of desktop computers mean thecalculations needed to design such a wing do not need a massivemainframe computer, something that is out of the reach of a small,startup company.

The wing needs to combine the benefits of a simple Fowler flap, forlow speed approaches, with a laminar flow for low drag, high-speedcruise. This requires a highly accurate surface, something that isimpossible with conventional aluminium construction. The F-1 willbe made from a carbon composite which has a high surface finish butalso has greater strength, longer life, and will not corrode.Combining the airspace changes, introduction of single-engine, singlepilot commercial operations, the use of new materials and the abilityto design this aeroplane on the desktop gives the catalyst needed toturn the requirement of an alternative means of business travel into arevolution.

The Internet is another revolutionary concept. It takes the need tocommunicate more and combines that with the catalyst of the worldwide web of networked computers to give unprecedented contact withall areas of the globe. Farnborough-Aircraft.com is using thisrevolution in a way that is unusual in aviation. The Farnborough-Aircraft.com website has over 300 pages that detail the full story ofthe project, from its conception through to design and is on target tomake 2.5 million page accesses this year. By telling the full story,with both the highs and the lows, it creates a highly useful case studyfor schools, colleges and universities as well as keeping investorsinformed and raising the profile of the air taxi concept directly to thepeople that will ultimately use it.

The Internet

The Supporters

The Market

Richard Noble's experience with the Thrust SSC project confirmedthe value of Internet communication and also the value of having adedicated supporters club. The Farnborough Airforce exists to allowpeople to follow the project at close quarters while raising 'airawareness'. If people are to use an air taxi instead of an airbus theyneed to be aware of the alternatives. Getting people to think about airtravel and how that relates to their everyday lives is part of the battle.

The Airforce has three divisions, a flight training division, glidingdivision and a heritage division that holds regular open days atFarnborough to give updates on the project and to present somewell-known and distinguished speakers. With over 700 members, theAirforce is an important part of the project which allows people toparticipate in rebuilding the aviation culture of the country and to beinvolved in the first major British aircraft project in many years.

Air travel is growing at a rate that is unsustainable with the presentinfrastructure. In the United States 40% of domestic air travel is forbusiness. This is often subject to delays and executive jets only caterfor a small, and very select, part of that market. At Farnborough-Aircraft.com we have done considerable research into the marketand our conclusions are that we can sell a large number of aircraftfor only a small percentage shift in the way people travel forbusiness. This shift does not even have to come from the existingpassengers as it could be made up of people that form part of theexpected expansion.

We are not the only people to come to this conclusion. In the UnitedStates, NASA has partnered with industry and academia in theAdvanced General Aviation Transport Experiment (AGATE) that isalso working towards the Small Aircraft Transportation System(SATS). They have concluded that by using derestricted airspace andnew technology, over 20,000 new light aircraft will be required eachyear in 20 years time. Both Airbus and Boeing predict a massivegrowth in airliner sales. The market is out there and is ready forchange.

Farnborough-Aircraft.com has no institutional investment. It relies onunsolicited approaches from people who have heard about the projecton the internet. So far well over $1m has been raised in this way. TheFarnborough Airforce has also raised over $600,000 throughdedicated share offers. In this way the company can concentrate onbuilding the aeroplane that is most suited to the job in hand, not onethat satisfies a bank's board of directors.

Work is currently progressing on the detail design work of theaeroplane. The wing configuration has been checked and wind tunneltests have exceeded the design brief.

Work has started on the internet-based booking system and thisshould be on the market and available for operators with existingtypes of aircraft by 2003. The prototype is due to fly in 2003 andcertification will happen in 2004/5. By 2003 we will have a virtualmanufacturing plant that can be cloned, so that production can befranchised across the world, and by 2004/5 we expect the factories tobe turning out the large numbers of Farnborough F-1s that we knoware required.

The Investment

The Programme

MEng Group Business

and

Design Projects

1 - Formula Student 2001

Design Brief/Overview

Design Aims

Specification/Key Points

Achievements/Description of Design

The highly competitive IMechE annual Formula Student Competition is aninternational motorsport event held over three days at the NEC, and seessingle seat race cars designed and built by universities around the worldcompeting against each other for top honours. The car design must meet theFormula Student regulations, including limits on engine size and safetyregulations. At the competition the car is critically assessed by a team ofjudges, and is evaluated in a series of events to test the performance andreliability of the cars to the full.

• Minimise overall mass• Maximise engine torque over the useable rev range• Maintain reliability• Design for manufacture

As required the design meets the regulation requirements.• Engine: Honda CBR600 FX• Chassis: Chromoly spaceframe with laminated composite floor• Overall Mass: circa 205 Kg• Wheelbase: 1650mm• Front Track: 1260mm• Rear Track: 1200mm• Weight Distribution Fr/Rr: 47/53• Six speed sequential gearbox• 10” Wheels

The BURT02 chassis design is a tubular chromoly spaceframe, with anintegrated laminated composite floor, and the engine used as a semi-stressedmember. The power plant for the BURT02 car is a Honda CBR600 FXmotorcycle engine with a number of developments. These include a bespokefuel injection system, electrically supercharging the engine, adjusting thevalve timing to give more torque lower down the rev range, and convertingthe standard bike wet sump to a dry sump system.

Drive is fed to the rear wheels through a chain and sprocket arrangementand a limited slip differential. The standard 6-speed sequential motorbikegearbox enables clutchless upshifts, with the clutch only being used goingdown the box.

The car will utilise double unequal wishbones with pullrods at the front andpushrods at the rear, incorporating fully adjustable inboard mounted torsionbar springs and variable rate dampers. Stopping power is provided bylightweight discs and calipers, with a single inboard disc at the rear integralwith the differential housing. The car is designed with 10” wheels andsteering is through a rack and pinion arrangement with a low level ofAckerman.

This design package coupled with the low overall mass and low centre ofgravity should enable the BURT02 car to be very competitive at the NEC inJuly 2002.

Designers: J Painter, A Rimmer, A Brown, J Taylor, K Townsend,E Kelso, A Sumner, T Gysin, K Worthington, D Green,C Gale, P Elcock

Supervisors: Dr N D Vaughan, Prof. A Parker

Sponsors: Burmah Castrol, Ricardo*, KMPG*,

*Sponsorship secured in the course of the project

IMechE

We are not the only people to come to this conclusion. In the UnitedStates, NASA has partnered with industry and academia in theAdvanced General Aviation Transport Experiment (AGATE) that isalso working towards the Small Aircraft Transportation System(SATS). They have concluded that by using derestricted airspace andnew technology, over 20,000 new light aircraft will be required eachyear in 20 years time. Both Airbus and Boeing predict a massivegrowth in airliner sales. The market is out there and is ready forchange.

Farnborough-Aircraft.com has no institutional investment. It relies onunsolicited approaches from people who have heard about the projecton the internet. So far well over $1m has been raised in this way. TheFarnborough Airforce has also raised over $600,000 throughdedicated share offers. In this way the company can concentrate onbuilding the aeroplane that is most suited to the job in hand, not onethat satisfies a bank's board of directors.

Work is currently progressing on the detail design work of theaeroplane. The wing configuration has been checked and wind tunneltests have exceeded the design brief.

Work has started on the internet-based booking system and thisshould be on the market and available for operators with existingtypes of aircraft by 2003. The prototype is due to fly in 2003 andcertification will happen in 2004/5. By 2003 we will have a virtualmanufacturing plant that can be cloned, so that production can befranchised across the world, and by 2004/5 we expect the factories tobe turning out the large numbers of Farnborough F-1s that we knoware required.

The Investment

The Programme

MEng Group Business

and

Design Projects

1 - Formula Student 2001

Design Brief/Overview

Design Aims



The highly competitive IMechE annual Formula Student Competition is aninternational motorsport event held over three days at the NEC, and seessingle seat race cars designed and built by universities around the worldcompeting against each other for top honours. The car design must meet theFormula Student regulations, including limits on engine size and safetyregulations. At the competition the car is critically assessed by a team ofjudges, and is evaluated in a series of events to test the performance andreliability of the cars to the full.

• Minimise overall mass• Maximise engine torque over the useable rev range• Maintain reliability• Design for manufacture

As required the design meets the regulation requirements.• Engine: Honda CBR600 FX• Chassis: Chromoly spaceframe with laminated composite floor• Overall Mass: circa 205 Kg• Wheelbase: 1650mm• Front Track: 1260mm• Rear Track: 1200mm• Weight Distribution Fr/Rr: 47/53• Six speed sequential gearbox• 10” Wheels

The BURT02 chassis design is a tubular chromoly spaceframe, with anintegrated laminated composite floor, and the engine used as a semi-stressedmember. The power plant for the BURT02 car is a Honda CBR600 FXmotorcycle engine with a number of developments. These include a bespokefuel injection system, electrically supercharging the engine, adjusting thevalve timing to give more torque lower down the rev range, and convertingthe standard bike wet sump to a dry sump system.

Drive is fed to the rear wheels through a chain and sprocket arrangementand a limited slip differential. The standard 6-speed sequential motorbikegearbox enables clutchless upshifts, with the clutch only being used goingdown the box.

The car will utilise double unequal wishbones with pullrods at the front andpushrods at the rear, incorporating fully adjustable inboard mounted torsionbar springs and variable rate dampers. Stopping power is provided bylightweight discs and calipers, with a single inboard disc at the rear integralwith the differential housing. The car is designed with 10” wheels andsteering is through a rack and pinion arrangement with a low level ofAckerman.

This design package coupled with the low overall mass and low centre ofgravity should enable the BURT02 car to be very competitive at the NEC inJuly 2002.

Designers: J Painter, A Rimmer, A Brown, J Taylor, K Townsend,E Kelso, A Sumner, T Gysin, K Worthington, D Green,C Gale, P Elcock

Supervisors: Dr N D Vaughan, Prof. A Parker

Sponsors: Burmah Castrol, Ricardo*, KMPG*,

*Sponsorship secured in the course of the project

IMechE

2 - Conveyor Plate Packaging Machine

Design Brief

Key Points

Achievements

To design a conveyor plate type of heat-sealing machine, which is capable ofsealing a predetermined film onto a pre-formed tray.

The conveyor is to consist of a system of quick release conveyor plates andshould be completely modular; i.e. the conveyor could be de-coupled fromthe sealing tools, allowing a more flexible set up.

Other key points in the brief include• Investigation of the film system (preferably making it easier to change the

film and make the tension self adjusting)• Development of the sealing and cutting mechanism (producing a design

that cuts and seal in one motion)• Investigate the gas flushing/vacuum gas systems.

The design solution is briefly described below:

• A servomotor drives a conveyor consisting of quick release platens. Theseare accurately aligned to the top tool by the use of light gauges feedingback to the servomotor control.

• Gas flushing can be offered with this machine, however vacuum gas is notoffered due to weight and cost constraints.

• Cutting and sealing in one motion is achieved by keeping the conveyorplatens still, and moving the top tool (containing of a blade and a heatingplate) down to meet them. A series of springs and mechanical stops allowsthe piston to move the correct parts at the right time.

• The current expensive cooling system has been made redundant, by therearrangement of components and the introduction of an insulatingmaterial (microtherm) into the design.

• The film system has been significantly improved to allow easy mountingand threading of the film and to automatically adjust the tension of thesystem and warn the user when the film is low.

Designers: B Tighe, S Thompson, P Sanger, C Swabey,A Smith, J Irving

Supervisor: Dr G Mullineux

Sponsor: Qualitech Systems Handling Ltd

3 - Aquatic Weed Harvester

Design Brief

Aims

Specifications/Keypoints

Achievement/Description of Design

Excessive growth of weed occurs throughout the world in a variety of waterbodies, primarily as a result of increased nutrient levels. This growth hashuge implications in many areas of water usage, as well as affecting thelocal environmental balance. The brief was to develop a commercially andtechnically viable solution using a double conveyor system.

Particular aims were:• To design a system, based upon a double conveyor arrangement, to remove

aquatic weed• Through investigation of current markets, to identify a commercially

attractive target market• To develop the technical solution in context of the target market• To present a fully reasoned and supported business proposal, including

marketing, financial, legal, quality and strategic business considerations

Decisions were made to develop the design solution along the followinglines:• Remotely operated device by single user• Independent power source• Capability to remove all weed types• Competitive work rates• Ability to move unit to all areas of a golf course, by one person• Machine to be sold to local hire companies

• Target market of American golf courses• Remote controlled, self-buoyant and powered independent machine• Powered by petrol generator and motor, using two water jets for

propulsion• Optimised conveyor belt arrangement to aid weed intake• Removable, independent output containment unit

Designers: C Young, J Treen, J Dobbin, H Turner, DWatkins ,C Webb

Supervisor: Prof J F Vincent

Sponsor: University of Bath

4 - BOGOFF (Buy One Get One For Free) Machine

Design Brief

Aims

Specification

Achievements

GlaxoSmithKline, a leading global manufacturer of pharmaceutical and oralhealth care products, fabricates Aquafresh and Macleans toothpaste brands atits Maidenhead plant. A study was required to determine if the Europeandemand for multi-packs of toothpaste could be met at the supply source, inorder to save on the current out-sourcing costs required to package singlecartons into twins and triples.

To develop innovative technical solutions based upon GSK’s existingpackaging methods:• Consider and review current packaging solutions• Carry out evaluation w.r.t. GSK’s requirements• Develop a chosen solution

• In-line / Off-line integration within current lines• Throughput rate: 240-300cpm• Changeovers - 15mins between carton sizes• Maximum flexibility to cope with disruptive markets• Project cost: £100k• Payback < 3 years

The project team was set up as a design consultancy, UBIS Consulting, inorder to achieve the deliverables of the Design Brief; in conclusion:

1. None of the current packaging suppliers were able to meet GSK’sspecification for a flexible, responsive packaging machine.

2. UBIS Consulting have designed a modular system that exceeds GSK'srequirements in terms of performance, flexibility and changeovers.

3. The system has been simulated under worst case conditions illustratingthat the throughput rate is achievable.

4. The final design is a modular in-line overwrapping machine.

Designers: B Le Huray, C Bannister, S Keen, R King, S Wannop,R Ward

Supervisors: Dr L B Newnes, Dr J S Busby

Sponsor: GlaxoSmithKline

5 - Submersible Inspection Unit for Milk Silos and Tankers

Design Brief

Aims


Key Issues


To design a submersible vehicle capable of detecting flaws in the stainlesssteel walls of milk silos.

• provide the sponsor (PERA) with a feasible concept design.• reduce down time dairies suffer with conventional detection methods.• improve the effectiveness of crack detection for milk silos.

The design must be capable of:• Operating fully submersed in milk for up to 8 hours at a time.• Being hygienically cleaned.• Detecting defects in the walls and floor of silos up to 8m diameter and 12m

high.• Being adapted for use in other food industries (brewing, water etc).

• Designing parts that were sealed and also hygienic.• Specifying the positioning method for the device.• Interfacing the separate modules.

The final design incorporates many different technologies to produce afeasible concept design. The unit consists of two track modules, whichprovide the motive power and allow the device to steer. An axial flow fanprovides the force to keep the unit firmly attached to the walls of the silo.

The detection of cracks in the metal walls is achieved by using an ultrasonicprobe. The various control and sensor modules connect to the stainless steelchassis and are powered through an umbilical cable, which is attached to thewall. The modular system increases the flexibility of the design. Forexample, if a different detection system was required the module couldeasily be replaced as the vehicle uses standardised electrical connectors.

Designers: A Lattimer, R Armour, K Groen, C Fagence,U Cumiskey, S Caldicott

Supervisor: Dr S A MacGregor

Sponsor: PERA

2 - Conveyor Plate Packaging Machine

Design Brief

Key Points

Achievements

To design a conveyor plate type of heat-sealing machine, which is capable ofsealing a predetermined film onto a pre-formed tray.

The conveyor is to consist of a system of quick release conveyor plates andshould be completely modular; i.e. the conveyor could be de-coupled fromthe sealing tools, allowing a more flexible set up.

Other key points in the brief include• Investigation of the film system (preferably making it easier to change the

film and make the tension self adjusting)• Development of the sealing and cutting mechanism (producing a design

that cuts and seal in one motion)• Investigate the gas flushing/vacuum gas systems.

The design solution is briefly described below:

• A servomotor drives a conveyor consisting of quick release platens. Theseare accurately aligned to the top tool by the use of light gauges feedingback to the servomotor control.

• Gas flushing can be offered with this machine, however vacuum gas is notoffered due to weight and cost constraints.

• Cutting and sealing in one motion is achieved by keeping the conveyorplatens still, and moving the top tool (containing of a blade and a heatingplate) down to meet them. A series of springs and mechanical stops allowsthe piston to move the correct parts at the right time.

• The current expensive cooling system has been made redundant, by therearrangement of components and the introduction of an insulatingmaterial (microtherm) into the design.

• The film system has been significantly improved to allow easy mountingand threading of the film and to automatically adjust the tension of thesystem and warn the user when the film is low.

Designers: B Tighe, S Thompson, P Sanger, C Swabey,A Smith, J Irving

Supervisor: Dr G Mullineux

Sponsor: Qualitech Systems Handling Ltd

3 - Aquatic Weed Harvester

Design Brief

Aims

Specifications/Keypoints


Excessive growth of weed occurs throughout the world in a variety of waterbodies, primarily as a result of increased nutrient levels. This growth hashuge implications in many areas of water usage, as well as affecting thelocal environmental balance. The brief was to develop a commercially andtechnically viable solution using a double conveyor system.

Particular aims were:• To design a system, based upon a double conveyor arrangement, to remove

aquatic weed• Through investigation of current markets, to identify a commercially

attractive target market• To develop the technical solution in context of the target market• To present a fully reasoned and supported business proposal, including

marketing, financial, legal, quality and strategic business considerations

Decisions were made to develop the design solution along the followinglines:• Remotely operated device by single user• Independent power source• Capability to remove all weed types• Competitive work rates• Ability to move unit to all areas of a golf course, by one person• Machine to be sold to local hire companies

• Target market of American golf courses• Remote controlled, self-buoyant and powered independent machine• Powered by petrol generator and motor, using two water jets for

propulsion• Optimised conveyor belt arrangement to aid weed intake• Removable, independent output containment unit

Designers: C Young, J Treen, J Dobbin, H Turner, DWatkins ,C Webb

Supervisor: Prof J F Vincent


4 - BOGOFF (Buy One Get One For Free) Machine

Design Brief

Aims

Specification

Achievements

GlaxoSmithKline, a leading global manufacturer of pharmaceutical and oralhealth care products, fabricates Aquafresh and Macleans toothpaste brands atits Maidenhead plant. A study was required to determine if the Europeandemand for multi-packs of toothpaste could be met at the supply source, inorder to save on the current out-sourcing costs required to package singlecartons into twins and triples.

To develop innovative technical solutions based upon GSK’s existingpackaging methods:• Consider and review current packaging solutions• Carry out evaluation w.r.t. GSK’s requirements• Develop a chosen solution

• In-line / Off-line integration within current lines• Throughput rate: 240-300cpm• Changeovers - 15mins between carton sizes• Maximum flexibility to cope with disruptive markets• Project cost: £100k• Payback < 3 years

The project team was set up as a design consultancy, UBIS Consulting, inorder to achieve the deliverables of the Design Brief; in conclusion:

1. None of the current packaging suppliers were able to meet GSK’sspecification for a flexible, responsive packaging machine.

2. UBIS Consulting have designed a modular system that exceeds GSK'srequirements in terms of performance, flexibility and changeovers.

3. The system has been simulated under worst case conditions illustratingthat the throughput rate is achievable.

4. The final design is a modular in-line overwrapping machine.

Designers: B Le Huray, C Bannister, S Keen, R King, S Wannop,R Ward

Supervisors: Dr L B Newnes, Dr J S Busby

Sponsor: GlaxoSmithKline

5 - Submersible Inspection Unit for Milk Silos and Tankers

Design Brief

Aims


Key Issues


To design a submersible vehicle capable of detecting flaws in the stainlesssteel walls of milk silos.

• provide the sponsor (PERA) with a feasible concept design.• reduce down time dairies suffer with conventional detection methods.• improve the effectiveness of crack detection for milk silos.

The design must be capable of:• Operating fully submersed in milk for up to 8 hours at a time.• Being hygienically cleaned.• Detecting defects in the walls and floor of silos up to 8m diameter and 12m

high.• Being adapted for use in other food industries (brewing, water etc).

• Designing parts that were sealed and also hygienic.• Specifying the positioning method for the device.• Interfacing the separate modules.

The final design incorporates many different technologies to produce afeasible concept design. The unit consists of two track modules, whichprovide the motive power and allow the device to steer. An axial flow fanprovides the force to keep the unit firmly attached to the walls of the silo.

The detection of cracks in the metal walls is achieved by using an ultrasonicprobe. The various control and sensor modules connect to the stainless steelchassis and are powered through an umbilical cable, which is attached to thewall. The modular system increases the flexibility of the design. Forexample, if a different detection system was required the module couldeasily be replaced as the vehicle uses standardised electrical connectors.

Designers: A Lattimer, R Armour, K Groen, C Fagence,U Cumiskey, S Caldicott

Supervisor: Dr S A MacGregor

Sponsor: PERA

6 - Ski SimulatorAustralis

Design Brief

Requirement

Features:

Design and present as a business venture a machine that simulates thetechnical elements of skiing.

Dry ski slopes are often the only form of training and practice available toskiers. They only offer short, limited runs and are impractical for teachingon. There exists a market gap for a ski simulator to act as a training devicefor all skill-ranges of skiers.

Existing simulators are limited in the degrees of freedom or interaction that askier can perform and the majority of simulators concentrate on exercisingthe skier’s muscles alone and not on technique.

A conceptual design for a machine to be deployed within one year has beencreated to compete with dry ski slopes, winter holidays and existingsimulators. The primary market will be commercial sports centres andexisting dry slopes and pistes where off-piste training is required.

• The rolling road style simulator is mounted on a multi-axisplatform, with real time display and motion cues.

• The rolling road comprises of a - elastomer surface, driven by aservomotor, which rolls up towards the user.

• The skier follows a 3D mountain, with the platform pitching and rolling tosimulate the movement of the skier on the piste.

• Active tracking of the position of the skier on the road ensures that the userremains central to the platform.

• The road is mounted on a tubular space frame, and attached to the motionplatform.

• A series of unique safety features help to protect the user when they fall.• Undulations in the terrains surface are simulated by a series of expanding

air cells beneath the surface.• The entire machine is enclosed in by a stylish series of barriers and an

access platform.

Designers: B Diamant, M Chandler, D Morton, O Al-Balushi,J Clements, D Flashman.

Supervisors: Prof A N Bramley, Prof A W Miles


AustralisAustralis

Snowflex

7 - Lands End to John O'Groats Vehicle

Design Brief

Aims

Features

Description of Design

This project is concerned with the design and production of a road legalvehicle that is capable of travelling from Lands End to John O'Groats usingonly the energy supplied from the combustion of one gallon of fuel. Thisproject is sponsored by the University of Bath, with the aim being to promotehighly efficient, eco-friendly road vehicles. The project also provides a newscope for the department to utilise the knowledge and experiences gainedfrom competing in the Shell Mileage Marathon.

The main aim of this project is to design a vehicle that is:• Road legal• Reliable• Safe• Light as possible• Aerodynamic

Energy: 1 Gallon of unleaded petrolEngine: Honda GX 31 (31cc 4-Stroke)Layout: Three wheels (2 at front) single seater, engine + motor at rearSize: 2.8m x 1.3mWeight: 134Kg (Wet, with driver)Systems: Regenerative braking enables vehicle to ‘coast and burn’

The vehicle main design points are:• Defined as a moped• Stressed monocoque frame made from Nomex, weighing under 5Kg• Two drive systems. Primary being the petrol engine, second system is

electric using energy obtained from regenerative braking.

Designers: P Ostle, D Yeo, R Beck, Tredmayne, B Drew

Supervisors: Dr J Darling, Mr A Green

Sponsors: University of Bath

8 - Pool Transfer Device for the Disabled

Design Brief

Aim

Key Issues

Achievements:

To design a device to aid trained Occupational Therapists to transfer highlydisabled clients in and out of a swimming pool without them having to lift.

To produce a device that can allow highly disabled clients to use the pool ata local disability centre (Connections, Radstock). To get away from the“sack of Potatoes” style hoist systems commonly used at present, andincrease the client dignity during the operation. The sponsor (BIME)require a device that is marketable to a large variety of pools and clients

• Due to a change in European Law the occupational therapists are nolonger allowed to lift at all

• The device must work in a shallow pool• The disabled clients suffer from Cerebral Palsy and so have little control

over their muscles, making them prone to unpredictable movements.• The cost of adapting the pool side can be great, although not impossible• The sponsoring company is a trust linked with both the University and the

Royal National Hospital (RUH), Bath.• To avoid competitors and create a device that can be afforded by

Connections the material cost had to be less than £1500.

The chosen solution is completely revolutionary as it requires very littledepth of water: no change to the pool side and uses air as its power source.

The small working envelope of the design means that it can be usedinconspicuously in a busy pool and can easily fit into the back of a standardcar. By incorporating a stretcher type design the attendants have very easyaccess to the client.

Designers: P Riggs, M Symonds, L Roddick, M Gupta, H Moon,T Pellereau

Supervisor: Prof A J Medland

Sponsor: BIME

So far 4 different prototypes have been tested in orderto eliminate the associated risks due to the unique design.

9 - Dressing Assembly Machine

Design Brief

Aims



The project is to manufacture products for niche surgical markets.

The product is a single-use, cautery tip cleaning pad. It is used in surgicaloperations across the world. The sponsor currently purchases the productfrom a monopoly supplier in the US and distributes across the UK. Lowmargins and fluctuating exchange rates have forced the sponsor toinvestigate the production of this product in-house.

A number of key aims were identified across the project. However, it wasunderstood that scoping would be an important part of the planning processas the group comprised only four members.

• To fully investigate all the management functions of the business aspect ofthe task

• To create a comprehensive machine design for one-off manufacture• To keep all stake holders happy during the project

Specification was conducted for the business, technical and projectdisciplines. The following provides a brief summary of the key criteria:

• The company must have a capacity to manufacture at least 1 millionproducts p.a.

• The company must expect project payback within 3 years• The processes must comply with EU Directive for medical devices• Machine must be designed for life of at least 5 years• Design must includes assembly and packaging of product• Low risk, over-engineering and existing knowledge was used as much as

possible

The design process has been largely successful, however it was unfortunatethat all elements of the machine could not be considered (eg. Controlsystems). The machine was a one-off so it did not have to comply with anymachine directives, although we are confident that it could be brought intoproduction with little further development.

Designers: P McCrea, T McDonna, J Long, C Man,

Supervisor: Dr F H Osman

Sponsor: AMBA Medical Ltd

6 - Ski SimulatorAustralis

Design Brief

Requirement

Features:

Design and present as a business venture a machine that simulates thetechnical elements of skiing.

Dry ski slopes are often the only form of training and practice available toskiers. They only offer short, limited runs and are impractical for teachingon. There exists a market gap for a ski simulator to act as a training devicefor all skill-ranges of skiers.

Existing simulators are limited in the degrees of freedom or interaction that askier can perform and the majority of simulators concentrate on exercisingthe skier’s muscles alone and not on technique.

A conceptual design for a machine to be deployed within one year has beencreated to compete with dry ski slopes, winter holidays and existingsimulators. The primary market will be commercial sports centres andexisting dry slopes and pistes where off-piste training is required.

• The rolling road style simulator is mounted on a multi-axisplatform, with real time display and motion cues.

• The rolling road comprises of a - elastomer surface, driven by aservomotor, which rolls up towards the user.

• The skier follows a 3D mountain, with the platform pitching and rolling tosimulate the movement of the skier on the piste.

• Active tracking of the position of the skier on the road ensures that the userremains central to the platform.

• The road is mounted on a tubular space frame, and attached to the motionplatform.

• A series of unique safety features help to protect the user when they fall.• Undulations in the terrains surface are simulated by a series of expanding

air cells beneath the surface.• The entire machine is enclosed in by a stylish series of barriers and an

access platform.

Designers: B Diamant, M Chandler, D Morton, O Al-Balushi,J Clements, D Flashman.

Supervisors: Prof A N Bramley, Prof A W Miles


AustralisAustralis

Snowflex

7 - Lands End to John O'Groats Vehicle

Design Brief

Aims

Features

Description of Design

This project is concerned with the design and production of a road legalvehicle that is capable of travelling from Lands End to John O'Groats usingonly the energy supplied from the combustion of one gallon of fuel. Thisproject is sponsored by the University of Bath, with the aim being to promotehighly efficient, eco-friendly road vehicles. The project also provides a newscope for the department to utilise the knowledge and experiences gainedfrom competing in the Shell Mileage Marathon.

The main aim of this project is to design a vehicle that is:• Road legal• Reliable• Safe• Light as possible• Aerodynamic

Energy: 1 Gallon of unleaded petrolEngine: Honda GX 31 (31cc 4-Stroke)Layout: Three wheels (2 at front) single seater, engine + motor at rearSize: 2.8m x 1.3mWeight: 134Kg (Wet, with driver)Systems: Regenerative braking enables vehicle to ‘coast and burn’

The vehicle main design points are:• Defined as a moped• Stressed monocoque frame made from Nomex, weighing under 5Kg• Two drive systems. Primary being the petrol engine, second system is

electric using energy obtained from regenerative braking.

Designers: P Ostle, D Yeo, R Beck, Tredmayne, B Drew

Supervisors: Dr J Darling, Mr A Green

Sponsors: University of Bath

8 - Pool Transfer Device for the Disabled

Design Brief

Aim

Key Issues

Achievements:

To design a device to aid trained Occupational Therapists to transfer highlydisabled clients in and out of a swimming pool without them having to lift.

To produce a device that can allow highly disabled clients to use the pool ata local disability centre (Connections, Radstock). To get away from the“sack of Potatoes” style hoist systems commonly used at present, andincrease the client dignity during the operation. The sponsor (BIME)require a device that is marketable to a large variety of pools and clients

• Due to a change in European Law the occupational therapists are nolonger allowed to lift at all

• The device must work in a shallow pool• The disabled clients suffer from Cerebral Palsy and so have little control

over their muscles, making them prone to unpredictable movements.• The cost of adapting the pool side can be great, although not impossible• The sponsoring company is a trust linked with both the University and the

Royal National Hospital (RUH), Bath.• To avoid competitors and create a device that can be afforded by

Connections the material cost had to be less than £1500.

The chosen solution is completely revolutionary as it requires very littledepth of water: no change to the pool side and uses air as its power source.

The small working envelope of the design means that it can be usedinconspicuously in a busy pool and can easily fit into the back of a standardcar. By incorporating a stretcher type design the attendants have very easyaccess to the client.

Designers: P Riggs, M Symonds, L Roddick, M Gupta, H Moon,T Pellereau

Supervisor: Prof A J Medland

Sponsor: BIME

So far 4 different prototypes have been tested in orderto eliminate the associated risks due to the unique design.

9 - Dressing Assembly Machine

Design Brief

Aims



The project is to manufacture products for niche surgical markets.

The product is a single-use, cautery tip cleaning pad. It is used in surgicaloperations across the world. The sponsor currently purchases the productfrom a monopoly supplier in the US and distributes across the UK. Lowmargins and fluctuating exchange rates have forced the sponsor toinvestigate the production of this product in-house.

A number of key aims were identified across the project. However, it wasunderstood that scoping would be an important part of the planning processas the group comprised only four members.

• To fully investigate all the management functions of the business aspect ofthe task

• To create a comprehensive machine design for one-off manufacture• To keep all stake holders happy during the project

Specification was conducted for the business, technical and projectdisciplines. The following provides a brief summary of the key criteria:

• The company must have a capacity to manufacture at least 1 millionproducts p.a.

• The company must expect project payback within 3 years• The processes must comply with EU Directive for medical devices• Machine must be designed for life of at least 5 years• Design must includes assembly and packaging of product• Low risk, over-engineering and existing knowledge was used as much as

possible

The design process has been largely successful, however it was unfortunatethat all elements of the machine could not be considered (eg. Controlsystems). The machine was a one-off so it did not have to comply with anymachine directives, although we are confident that it could be brought intoproduction with little further development.

Designers: P McCrea, T McDonna, J Long, C Man,

Supervisor: Dr F H Osman

Sponsor: AMBA Medical Ltd

10 - Automatic Removal Machine

Design Brief

Aims



To remove cut components from the skeleton waste on the output side of anAtom CNC cutting press and deposit in a neat, uniform manner.

Naish Felts Ltd. currently use two CNC cutting presses to convert a widerange of textile components. Because some components are produced at arate too quickly to be effectively packaged or stacked by the operator, theCNC press is periodically halted. In such a scenario, the efficiency of theprocess, as compared with the production rate possible by the CNC press isbetween 5 – 20% for a key range of components.

The brief was to design a device that would allow the CNC press to operatecontinuously, or for longer periods without stopping, so as to maximiseproduction.

The main challenge was to establish a design concept that would operateeffectively with an extensive variety of materials and component shapes andsizes.

The textile transfer device uses a manifold, which descends over thecomponents, on the output conveyor of the CNC press. The device can bereadily moved into position and changed over between products. A vacuumis applied through the manifold, which holds the components. They aretransferred and deposited onto a secondary conveyor, where a product stackis amassed. The stack is then conveyed from this enclosed area, where theymay be dealt with en masse by the operator. This solution allows the CNCpress to operate at its optimum rate.

Designers: J Phillips, R Merret, R Horler, P McIntyre, S Y Lee

Supervisor: S J Culley

Sponsor: Naish Felts Ltd

11 - Railcar Systems 2020

Project Outline

Objectives

The Solution

ADtranz is a global train manufacturer with an annual sales turnover of £4bn.They run manufacturing operations for all types of locomotive equipment atsites in the USA, Europe and the Far East. The metro division of thecompany is based in Derby where a modular approach to vehicle assemblyattempts to meet the growing market in urban metro trains. However the doorsystems continue to demonstrate installation and reliability problems,accounting for a number of sub-system failure. The brief is to design amodular, reliable and novel metro door system for the 2020 Railcar system.

• Develop a fully modular ‘bolt on’ solution• Demonstrate improved reliability• Provide a novel solution

By mechanically isolating the door from the train body the effects of thedeflections experienced by the door system are minimised. The effect of thisis to reduce the reliability problems that result from the misalignment of themechanism and locking components supported by the portal frame. The drivemechanism employs a non-contact linear induction motor running on a loadbearing carriage. The door leaves are constructed from lightweight Nomexshell and include a novel obstruction detection system employing a series ofstrain gauges. Due to the reduction in portal frame deflection the effect of thelocking mechanisms are greatly improved. The safety case is demonstratedby the inter-locking mechanism governed by a logic control system.

Designers: B Lanoe, J Hey, C Karunaratne, A Gould, K Baldwin,N Hobbs

Supervisor: Dr P S Keogh

Sponsor: ADtranz Metro (Bombardier)

12 - Small Hydroplant

Design Brief

Aims



Design an efficient and robust, low cost, low maintenance, flow-basedhydroelectric generator producing an electrical output comparable to that ofexisting portable generators. The unit must be of modular design for easyon-site assembly and disassembly and must break down into sections forease in transportation. The generator must be suited to the very low headconditions found in a range of streams and rivers.

• A product that allows the flexible use of renewable hydroelectric power• Produce a technically, economically and practically viable design to be

portable and suitable for use in as wide a range of situations as possible• Produce a generic, scaleable design to be the basis for a range of products• Design a product that can compete against existing portable and renewable

power generation technologies

• Power output of over 1kW, up to 3kW• Must be of portable and modular design, to be assembled on-site• Several units can be interconnected for increased power output• Can be used in a range of streams and rivers• Must work in flow-based conditions with very low head

• Nominal power output unit of 1kW, increasing with flow speed.• A mounting system to allow efficient use of the available flow.• The unit works as a stand-alone generator, with the option to connect

several for increased output power.• Output configuration can be specified according to user requirements for

power and voltage type.• Power output and unit cost enable competition with portable generators of

comparable output.

Designers: R Edson, G Craft, H Giles, M Goodger, D Holder,D Samuel

Supervisor: Prof G P Hammond

Sponsor: Metroland Ltd

djustable

13 - Rapid Changeover and Billet Transfer System

Design Brief

Aims


Key Issues


To reduce the tool changeover time for the Komatsu 600T forging press andimprove the reliability of billet transfer in order to allow the automatedforging process to run at its optimum cycle time.

• To reduce tool changeover time from 8-hours to 0.5-hours.• To develop automated billet transfer equipment capable of transferring a

billet into the press every 1.5 seconds and to minimise the need tochangeover transfer equipment between job changes.

• Provide full sensing capabilities on all equipment to eliminate operatormonitoring

• The total cost of the solution should offer payback within 3-years.• Changeover should be no longer than 0.5 hour for the proposed solution.• All systems must withstand graphite forging lubricant and hot billets of

temperatures up to 1800 f.

• Orientation of the induction heating unit and billet feed system.• Integration of the billet feed and transfer systems.• Develop integrated system for tool cassette movement, setting and storage.

• Tooling being integrated into a cassette system and transfer cart. Forchangeover the cassette system is removed from the press and replaced bynew tooling in a ‘one-step’ operation. All set-up is performed externally ona setting fixture.

• Billet transfer arms capable of transferring varying billet geometrieseliminate the need for changeover and adjustment. Sensing equipmentlocated on the transfer arms to detect ‘billets in’ and ‘components out’.

• A transfer driving mechanism powered by pneumatics offering more rapidreliable and accurate response.

• A billet feed mechanism that is universal to all billet geometries andcapable of detecting billet temperature and rejecting cold billets.

Designers: C Eccles, W Lanoe, T Gough, R Venn, F Medina,S Calvert, R Bell

Supervisor: Dr G W Owen

Sponsor: MSP Industries – American Axle & Manufacturing

o

10 - Automatic Removal Machine

Design Brief

Aims



To remove cut components from the skeleton waste on the output side of anAtom CNC cutting press and deposit in a neat, uniform manner.

Naish Felts Ltd. currently use two CNC cutting presses to convert a widerange of textile components. Because some components are produced at arate too quickly to be effectively packaged or stacked by the operator, theCNC press is periodically halted. In such a scenario, the efficiency of theprocess, as compared with the production rate possible by the CNC press isbetween 5 – 20% for a key range of components.

The brief was to design a device that would allow the CNC press to operatecontinuously, or for longer periods without stopping, so as to maximiseproduction.

The main challenge was to establish a design concept that would operateeffectively with an extensive variety of materials and component shapes andsizes.

The textile transfer device uses a manifold, which descends over thecomponents, on the output conveyor of the CNC press. The device can bereadily moved into position and changed over between products. A vacuumis applied through the manifold, which holds the components. They aretransferred and deposited onto a secondary conveyor, where a product stackis amassed. The stack is then conveyed from this enclosed area, where theymay be dealt with en masse by the operator. This solution allows the CNCpress to operate at its optimum rate.

Designers: J Phillips, R Merret, R Horler, P McIntyre, S Y Lee

Supervisor: S J Culley

Sponsor: Naish Felts Ltd

11 - Railcar Systems 2020

Project Outline

Objectives

The Solution

ADtranz is a global train manufacturer with an annual sales turnover of £4bn.They run manufacturing operations for all types of locomotive equipment atsites in the USA, Europe and the Far East. The metro division of thecompany is based in Derby where a modular approach to vehicle assemblyattempts to meet the growing market in urban metro trains. However the doorsystems continue to demonstrate installation and reliability problems,accounting for a number of sub-system failure. The brief is to design amodular, reliable and novel metro door system for the 2020 Railcar system.

• Develop a fully modular ‘bolt on’ solution• Demonstrate improved reliability• Provide a novel solution

By mechanically isolating the door from the train body the effects of thedeflections experienced by the door system are minimised. The effect of thisis to reduce the reliability problems that result from the misalignment of themechanism and locking components supported by the portal frame. The drivemechanism employs a non-contact linear induction motor running on a loadbearing carriage. The door leaves are constructed from lightweight Nomexshell and include a novel obstruction detection system employing a series ofstrain gauges. Due to the reduction in portal frame deflection the effect of thelocking mechanisms are greatly improved. The safety case is demonstratedby the inter-locking mechanism governed by a logic control system.

Designers: B Lanoe, J Hey, C Karunaratne, A Gould, K Baldwin,N Hobbs

Supervisor: Dr P S Keogh

Sponsor: ADtranz Metro (Bombardier)

12 - Small Hydroplant

Design Brief

Aims



Design an efficient and robust, low cost, low maintenance, flow-basedhydroelectric generator producing an electrical output comparable to that ofexisting portable generators. The unit must be of modular design for easyon-site assembly and disassembly and must break down into sections forease in transportation. The generator must be suited to the very low headconditions found in a range of streams and rivers.

• A product that allows the flexible use of renewable hydroelectric power• Produce a technically, economically and practically viable design to be

portable and suitable for use in as wide a range of situations as possible• Produce a generic, scaleable design to be the basis for a range of products• Design a product that can compete against existing portable and renewable

power generation technologies

• Power output of over 1kW, up to 3kW• Must be of portable and modular design, to be assembled on-site• Several units can be interconnected for increased power output• Can be used in a range of streams and rivers• Must work in flow-based conditions with very low head

• Nominal power output unit of 1kW, increasing with flow speed.• A mounting system to allow efficient use of the available flow.• The unit works as a stand-alone generator, with the option to connect

several for increased output power.• Output configuration can be specified according to user requirements for

power and voltage type.• Power output and unit cost enable competition with portable generators of

comparable output.

Designers: R Edson, G Craft, H Giles, M Goodger, D Holder,D Samuel

Supervisor: Prof G P Hammond

Sponsor: Metroland Ltd

djustable

13 - Rapid Changeover and Billet Transfer System

Design Brief

Aims


Key Issues


To reduce the tool changeover time for the Komatsu 600T forging press andimprove the reliability of billet transfer in order to allow the automatedforging process to run at its optimum cycle time.

• To reduce tool changeover time from 8-hours to 0.5-hours.• To develop automated billet transfer equipment capable of transferring a

billet into the press every 1.5 seconds and to minimise the need tochangeover transfer equipment between job changes.

• Provide full sensing capabilities on all equipment to eliminate operatormonitoring

• The total cost of the solution should offer payback within 3-years.• Changeover should be no longer than 0.5 hour for the proposed solution.• All systems must withstand graphite forging lubricant and hot billets of

temperatures up to 1800 f.

• Orientation of the induction heating unit and billet feed system.• Integration of the billet feed and transfer systems.• Develop integrated system for tool cassette movement, setting and storage.

• Tooling being integrated into a cassette system and transfer cart. Forchangeover the cassette system is removed from the press and replaced bynew tooling in a ‘one-step’ operation. All set-up is performed externally ona setting fixture.

• Billet transfer arms capable of transferring varying billet geometrieseliminate the need for changeover and adjustment. Sensing equipmentlocated on the transfer arms to detect ‘billets in’ and ‘components out’.

• A transfer driving mechanism powered by pneumatics offering more rapidreliable and accurate response.

• A billet feed mechanism that is universal to all billet geometries andcapable of detecting billet temperature and rejecting cold billets.

Designers: C Eccles, W Lanoe, T Gough, R Venn, F Medina,S Calvert, R Bell

Supervisor: Dr G W Owen

Sponsor: MSP Industries – American Axle & Manufacturing

o

14 - 8-Seat Business Jet (BJ8)

Design Brief

Aims

Design Achievements

Designers:

Supervisors:

Business aviation is rapidly gaining custom and popularity, with manycorporations operating private fleets and fractional ownership makingbusiness aircraft more accessible. Manufacturers of corporate aircraft areexpanding in number and range, and many airliner manufacturers offerbusiness variants of their aircraft. In particular the requirement to carryexecutive passengers over vast distances has created a market for a longrange high-speed business jet aircraft with potential of being fitted as aregional transport aircraft.

The project specification identifies the requirement for an aircraft capable ofcarrying 8 passengers in comfort rivalling airline first class standard over adistance of 4500 nautical miles at a cruise speed of Mach 0.85. The aircraft isalso to be capable of being fitted as an 18 seat regional jet.

Cruising at Mach 0.85, the twin engine T-tail business aircraft accommodates8 passengers in comfort exceeding airliner first class standard, or 18passengers in comfort exceeding airliner economy class.

Powered by two BMW-RR BR710 turbofans producing 65.3kN of thrust, theconfiguration and powerplants give a range of 4500 nautical miles for the 8-seat variant and field performance well within the required 1800m take-offrun and landing run of 1200m.

The design incorporates market innovations of being fully fly by wire withsidestick control and offers an optional Head Up Display (HUD).

T Cage, J Delanoy, S Creak, P Pote, S Chan, J Benjamin, N Rees,K Hughesman, J Boutroux, S Leddingham, L Evans

Dr R Butler, Dr M J Carley, Dr I Gursul,Prof G W Hunt, Dr C Kirk, Dr G D Lock,Dr M A Sokola, Dr C W Stammers,Dr D G Tilley, Dr M Wilson

Mr M Ball, Mr C Dressel, Mr A Gordon,Mr A D Heaton, Mr C Leyman, Mr A RoylanceMr J Crocker, Mr J ThomasMr C Boyd, Sir Robert Hill

University of Bath:

Airbus UK:

Rolls Royce:Others:

15 - 90-Seat Regional Jet (RJ90)

Design Brief

Aims

Main Design Specifications

Design Achievements

Designers:

Supervisors:

The brief was to design a 90-seat regional jet airliner with a range of 2000nautical miles. Consideration needed to be given to both single and doubleclass layouts. The possible expansion of the initial aircraft into a fleet ofderivative family members including a 120 seat stretched version and a 70seat aircraft with extended range was also to be considered.

The aim was to produce an efficient aircraft capable of meeting all the designspecifications set out to the team. The design needed to be competitive withother regional airliners in the market over a 500 nautical mile range.

* 2000 nautical mile range; * 90 seat capacity* Balanced field length of 1800m; * Landing distance of 1200m* Cruise speed of 0.81 Mach; * Initial cruise altitude of 35,000ft* Maximum operating altitude of 41,000ft

• The aircraft cruises at Mach 0.81 at an altitude of 39,000ft, although it iscapable of achieving the specified maximum operating altitude of 41,000ft.

• The plane can seat 90 people in the single class layout, and 72 economypassengers, 18 business class passengers in the two-class layout.

• The aircraft has a range of 2176 nautical miles when at its maximum takeoff weight, and is within the specified take off and landing distances.

• Redundancy has been designed into the aircraft systems in order to ensuresafe operation should a partial system failure occur.

S Compson, C Young, B Curnier, S Walker, K Slater, C Gough,O Coulling, K Sheppard, S Karastamadias, P Emerson, Y S Lim

Dr R Butler, Dr M J Carley, Dr I Gursul,Prof G W Hunt, Dr C Kirk, Dr G D Lock,Dr M A Sokola, Dr C W Stammers,Dr D G Tilley, Dr M WilsonMr M Ball, Mr C Dressel, Mr A Gordon,Mr A D Heaton, Mr C Leyman, Mr A RoylanceMr J Crocker, Mr J ThomasMr C Boyd, Sir Robert Hill

University of Bath

Airbus UK

Rolls RoyceOthers

Project Sponsorship 2000-2001

Our most grateful thanks and acknowledgements are due to thecompanies listed below for proposing and sponsoring this year's designprojects. The financial support, equipment and expertise which theyhave provided have been crucial to the success of the projects, and theencouragement and insight of their staff have been highly valuable toour students.

Castrol/IMechEQualitech Systems Handling Ltd

GlaxoSmithKlinePERABIME

AMBA Medical LtdNaish Felts LtdADtranz MetroMetroland LtdMecelec LtdBAe Systems

Rolls Royce plc

The Smallpeice Trust

Engineering Projects2001

14 - 8-Seat Business Jet (BJ8)

Design Brief

Aims

Design Achievements

Designers:

Supervisors:

Business aviation is rapidly gaining custom and popularity, with manycorporations operating private fleets and fractional ownership makingbusiness aircraft more accessible. Manufacturers of corporate aircraft areexpanding in number and range, and many airliner manufacturers offerbusiness variants of their aircraft. In particular the requirement to carryexecutive passengers over vast distances has created a market for a longrange high-speed business jet aircraft with potential of being fitted as aregional transport aircraft.

The project specification identifies the requirement for an aircraft capable ofcarrying 8 passengers in comfort rivalling airline first class standard over adistance of 4500 nautical miles at a cruise speed of Mach 0.85. The aircraft isalso to be capable of being fitted as an 18 seat regional jet.

Cruising at Mach 0.85, the twin engine T-tail business aircraft accommodates8 passengers in comfort exceeding airliner first class standard, or 18passengers in comfort exceeding airliner economy class.

Powered by two BMW-RR BR710 turbofans producing 65.3kN of thrust, theconfiguration and powerplants give a range of 4500 nautical miles for the 8-seat variant and field performance well within the required 1800m take-offrun and landing run of 1200m.

The design incorporates market innovations of being fully fly by wire withsidestick control and offers an optional Head Up Display (HUD).

T Cage, J Delanoy, S Creak, P Pote, S Chan, J Benjamin, N Rees,K Hughesman, J Boutroux, S Leddingham, L Evans

Dr R Butler, Dr M J Carley, Dr I Gursul,Prof G W Hunt, Dr C Kirk, Dr G D Lock,Dr M A Sokola, Dr C W Stammers,Dr D G Tilley, Dr M Wilson

Mr M Ball, Mr C Dressel, Mr A Gordon,Mr A D Heaton, Mr C Leyman, Mr A RoylanceMr J Crocker, Mr J ThomasMr C Boyd, Sir Robert Hill

University of Bath:

Airbus UK:

Rolls Royce:Others:

15 - 90-Seat Regional Jet (RJ90)

Design Brief

Aims

Main Design Specifications

Design Achievements

Designers:

Supervisors:

The brief was to design a 90-seat regional jet airliner with a range of 2000nautical miles. Consideration needed to be given to both single and doubleclass layouts. The possible expansion of the initial aircraft into a fleet ofderivative family members including a 120 seat stretched version and a 70seat aircraft with extended range was also to be considered.

The aim was to produce an efficient aircraft capable of meeting all the designspecifications set out to the team. The design needed to be competitive withother regional airliners in the market over a 500 nautical mile range.

* 2000 nautical mile range; * 90 seat capacity* Balanced field length of 1800m; * Landing distance of 1200m* Cruise speed of 0.81 Mach; * Initial cruise altitude of 35,000ft* Maximum operating altitude of 41,000ft

• The aircraft cruises at Mach 0.81 at an altitude of 39,000ft, although it iscapable of achieving the specified maximum operating altitude of 41,000ft.

• The plane can seat 90 people in the single class layout, and 72 economypassengers, 18 business class passengers in the two-class layout.

• The aircraft has a range of 2176 nautical miles when at its maximum takeoff weight, and is within the specified take off and landing distances.

• Redundancy has been designed into the aircraft systems in order to ensuresafe operation should a partial system failure occur.

S Compson, C Young, B Curnier, S Walker, K Slater, C Gough,O Coulling, K Sheppard, S Karastamadias, P Emerson, Y S Lim

Dr R Butler, Dr M J Carley, Dr I Gursul,Prof G W Hunt, Dr C Kirk, Dr G D Lock,Dr M A Sokola, Dr C W Stammers,Dr D G Tilley, Dr M WilsonMr M Ball, Mr C Dressel, Mr A Gordon,Mr A D Heaton, Mr C Leyman, Mr A RoylanceMr J Crocker, Mr J ThomasMr C Boyd, Sir Robert Hill

University of Bath

Airbus UK

Rolls RoyceOthers

Project Sponsorship 2000-2001

Our most grateful thanks and acknowledgements are due to thecompanies listed below for proposing and sponsoring this year's designprojects. The financial support, equipment and expertise which theyhave provided have been crucial to the success of the projects, and theencouragement and insight of their staff have been highly valuable toour students.

Castrol/IMechEQualitech Systems Handling Ltd

GlaxoSmithKlinePERABIME

AMBA Medical LtdNaish Felts LtdADtranz MetroMetroland LtdMecelec LtdBAe Systems

Rolls Royce plc

The Smallpeice Trust

Engineering Projects2001

Engineering Projects Undertaken at Bath University

Type Group Student Title Supervisor/

Assessor

MEng SB Aladhal, E FE Modelling of Fracture Repair SEC/JLC/

AWM

MEng SB Allen, E Kink Banding Theory and Experiment GWH/DGH

MEng ATD Asher, S Application of Inlet Swirl to Turbocharger

Compressors

AW/SAM

MEng DMM Athanasopoulos,

E

Stroke power indicator for rowing ANB/AJM

MEng DMM Barker, G 3-D Digitiser AB/GM

MEng ATD Barker, J Technology Assessment of Alternative Routs for

Hydrogen Generation

GPH/JGH

MEng DMM Bazlington, P Information for Design SJC/JSB

MEng SB Bret, H Biomimetic Body Armour JFVV/DGH

MEng MS Broadley, B Active engine mounts - A design study JD/JGH

MEng ATD Burrows, AJM Undercarriage noise & aerodynamics MC/DASR

MEng ATD Bush, C Emulation of Hill Assents on ChassisDynamometer

CJB/JGH

MEng DMM Carter, S An investigation into new approaches to the

design of economy flight cabins

GM/ARM

MEng DMM Chambers, O Walking Robot AB/AJM

MEng DMM Chan, R The nature of informal information SJC/GWO

BEng ATD Chui, KF Thermodynamics of energy storage devices GPH/AW

MEng ATD Clark, D Investigation of the Flow in a 2-DimensionalLung Model

SAM/DGT

MEng ATD Clark, J Automated Control of an Engine Test Cell CJB/AW

Erasmus MS Commandeur, A Mechanical loading and properties of bone graftand synthetic substitutes

BPG

MEng ATD Corgan, M Computation of film cooling aerodynamics MW/DASR

MEng ATD Crosse, M Aerodynamics of a Motor Sports Helmet MC/IG

MEng ATD Crowe, S Film Cooling Aerodynamics and Heat Transfer GDL/MW

MEng DMM Davies, G Tool stresses in forging FHO/JFVV

MEng DMM Davis, C Simulation of local company ARM/FHO

MEng MS Davis, E FMEA of fluid power systems KAE/PSK

MEng SB Dionysopoulos,

T

Composite Wing Box Optimization RB/SEC

Erasmus DMM Dudouit, D Concurrent Engineering toolkit FHO/GM

MEng MS Dunn, S Ankle joint testing DGT/JRC

BEng MS Elcock, Paul FS Manufacturing ARM/GWO

MEng DMM Elliott, P Can small manufacturing firms implement andgain benefit from strategic supply chain

management?

LBN/JSB

MEng DMM Escott, R SUR Game GWO/LBN

MEng SB Fowell, L Wrist Joint Biomechanics Measurement Device AWM/GM/

JLC

Key: SB = Structures & Biomechanics; DMM = Design, Manufacture & Materials;

MS = Machine Systems; ATD = Aerothermodyanmics



Assessor

MEng MS Foxley, I The application of the bond graph method to the

simulation of split path transmissions

RFN/NDV

MEng ATD French, J Computation of unsteady low speed flows MW/DASR

MEng ATD Gemmill, A Turbine Vane Internal Cooling GDL/MW

MEng ATD Glenn, R Synthetic Jet Propulsion of Micro Air vehicles IG/GDL

MEng MS Gower, A Pump displacement controller modelling DNJ/KAE

MEng DMM Graham, A Investigation into the relative success ofdomination and collaboration approaches to

Vendor Managed Inventory in delivering benefit

to manufacturing industry

LBN/ARM

MEng ATD Gray, JM Buffeting of Flexible Delta Wings IG/MC

MEng ATD Gurnell, A Computation of turbine blade tip clearance flows GDL/MW/

SAM

MEng DMM HajiBraham, N Risk Management JSB/SJC

MEng DMM Hall, G The design and implementation of performancemeasures in a lean environment

LBN/JSB

MEng SB Harold, S Aeroelastic Response of Flexible Fins and Wings RB/AWM

MEng DMM Hawkins, S SUR financial analysis ARM/SJC

MEng SB Hemes, E FEA of Delamination in a Composite Material RB/DGH

MEng MS Hill, T Pneumatic robot control KAE/DGT

MEng ATD Hitchens, T Thermodynamic Performance of FuelcellPowered Vehicles

GPH/JGH

MEng SB Hodey, J Hip Stem Micromotion Study AWM/JLC/

SEC

MEng ATD Houghton, C Application of DoE JGH/CJB

MEng DMM Hughes, R Design of composite car components AJG/AB

MEng SB Hupin, A Influence of Stem Taper in Revision Hip

Impaction Grafting

AWM/JLC/

SEC

MEng ATD Hurley, G A study into the effect of vibration amplitude andfrequency on heat transfer in a steady convecting

layer

DASR/GPH

MEng SB Ironside, C Resonating Motor for an Ornithopter JFVV/DGH

MEng SB Irwin, M Design and Manufacture of a Space Plane Model

A

RB/MJC/

GWH

Erasmus DMM Jalihi-Boshrouyeh, S

E-commerce in engineering enterprises FHO/AJM

MEng MS Jones, M Simulink model of the cardiovascular system DGT/AWM

MEng DMM Keet, A Internet support for theorising about failure JSB/LBN

MEng DMM Laing-Smith, B Moulton Tandem GWO/SJC

MEng DMM Lambkin, T Centre of Percussion rig a cricket bat JFVV/GM

BEng SB Lee, SY Length Effects in Localizing Structures GWH/JFVV

MEng ATD Leggatt, N Convective Heat Transport and Vibration DASR/GDL

MEng SB Letts, S Controlled Cracking DGH/JFVV





Assessor

MEng ATD Lines, M Turbine Blade Tip Clearance Aerodynamics GDL/MW

MEng DMM MacKay, A Electric Road AB/GWO

MEng ATD Matt, C Computation of film cooling aerodynamics MW/MC

MEng MS May, C Modular based software for dynamic system

simulation

PSK/DNJ

MEng DMM McAlpine, J Energy Absorption Unit FHO/AB

MEng ATD McCandless, J Experimental Investigation of Centrifugal Filters SAM/AW

MEng DMM Meza, L Virtual enterprise toolkit ARM/LBN

MEng ATD Mitton, V Computations of gas turbine cooling systems MW/DASR

MEng ATD Mullen, N Wake vortex simulation MC/CJB

MEng DMM Murray, H Near-net shape forging by differential heating LBN/FHO

MEng MS Neve, M Theoretical and experimental analysis of theworking capabilities of a 5-axis rig

RFN/JD

MEng MS Orchard, P Contamination measurement test facility DGT/DNJ

MEng ATD Owen, G Testing of a Pneumatic Conveying System SAM/AW

MEng DMM Pardoe, R Moulton Tandem GWO/SJC

MEng MS Patrick, S Vibrational analysis of prosthesis loosening JLC/PSK

BEng MS Paul, E FS Manufacturing NDV/GWO

MEng DMM Perkins, R An investigation into patient handling andergonomic analysis

AJM/FHO

MEng SB Petts, P Aerofoils at low Reynolds Number JFVV/AWM

MEng ATD Philips, S Flow Visualisation of Vortex Fin Interaction IG/CJB

MEng MS Piddock, M FS Nose cone design and test NDV/CWS

MEng ATD Pipe, D Control of Fin Buffeting IG/MC

MEng ATD Porteous, D Air to Surface Weapon Simulations Software MC/IG

MEng SB Radice, M Design and Manufacture of a Space Plane ModelB

RB/MJC/GWH

MEng DMM Richardson, P Electric Window SJC/GWO

MEng SB Rippon, A FE Modelling of the Enamel-Dentine Junctionm SEC/JLC

MEng MS Ritchie, I FS Engine (b) intake/exhaust flow NDV

MEng MS Robarts-Arnold,

B

Pedal torque measurement for a racing cycle CWS/JD

MEng MS Robinson, S Solar car development JD/DNJ

MEng DMM Rotheray, B Simulation of manufacturing Systems at

Thomsons Machine Tools Ltd

LBN/ARM

MEng SB Schmitz, M Bone Remodelling around the Thrust PlateProsthesis

SEC/JLC

MEng ATD Scott-Herridge,

P

Film Cooling Aerodynamics and Heat Transfer GDL/MW

MEng MS Smith, J Interactive teaching and learning (DICE) RFN/BPG/NDV

MEng SB Smith, J Asiatic Composite Bows DGH/RB





Assessor

MEng DMM Snell, A Heat Transfer in forging ANB/FHO

MEng ATD Stevens, N Simulation of T/C Airflow JGH/AW

MEng DMM Syrop, D Display for showing crystal growth AJM/AB

MEng DMM Syson, B Ball dynamics and flight ARM/ANB

MEng MS Taylor, B Economy engine development JD/NDV

MEng DMM Wakelin, P Suspension analysis using the SWORDS

constraint modeller

GM/AJM

MEng MS Walpole, K FS Engine (a) fuel injection NDV/CWS

MEng ATD Ward, M Concentrating PV Solar Collector GPH/CJB

MEng ATD Watkins, A Visualisation of influencing jets in IC engine

cooling gallaries

JGH/GPH

MEng MS Watts, G Thermal transient analysis in bearing systems PSK/CWS

MEng ATD Weatherhead, A Diesel particulate filter studies JGH/CJB

MEng MS Willis, C Mileage marathon diesel engine installation JD/AJG

MEng SB Woolrich, P An investigation into a torsional loading externalfixator

JLC/AWM

MEng ATD Wray, J Technology Assessment of Renewable Energy

Systems

GPH/CJB





Assessor

MEng SB Aladhal, E FE Modelling of Fracture Repair SEC/JLC/

AWM

MEng SB Allen, E Kink Banding Theory and Experiment GWH/DGH

MEng ATD Asher, S Application of Inlet Swirl to Turbocharger

Compressors

AW/SAM

MEng DMM Athanasopoulos,

E

Stroke power indicator for rowing ANB/AJM

MEng DMM Barker, G 3-D Digitiser AB/GM

MEng ATD Barker, J Technology Assessment of Alternative Routs for

Hydrogen Generation

GPH/JGH

MEng DMM Bazlington, P Information for Design SJC/JSB

MEng SB Bret, H Biomimetic Body Armour JFVV/DGH

MEng MS Broadley, B Active engine mounts - A design study JD/JGH

MEng ATD Burrows, AJM Undercarriage noise & aerodynamics MC/DASR

MEng ATD Bush, C Emulation of Hill Assents on ChassisDynamometer

CJB/JGH

MEng DMM Carter, S An investigation into new approaches to the

design of economy flight cabins

GM/ARM

MEng DMM Chambers, O Walking Robot AB/AJM

MEng DMM Chan, R The nature of informal information SJC/GWO

BEng ATD Chui, KF Thermodynamics of energy storage devices GPH/AW

MEng ATD Clark, D Investigation of the Flow in a 2-DimensionalLung Model

SAM/DGT

MEng ATD Clark, J Automated Control of an Engine Test Cell CJB/AW

Erasmus MS Commandeur, A Mechanical loading and properties of bone graftand synthetic substitutes

BPG

MEng ATD Corgan, M Computation of film cooling aerodynamics MW/DASR

MEng ATD Crosse, M Aerodynamics of a Motor Sports Helmet MC/IG

MEng ATD Crowe, S Film Cooling Aerodynamics and Heat Transfer GDL/MW

MEng DMM Davies, G Tool stresses in forging FHO/JFVV

MEng DMM Davis, C Simulation of local company ARM/FHO

MEng MS Davis, E FMEA of fluid power systems KAE/PSK

MEng SB Dionysopoulos,

T

Composite Wing Box Optimization RB/SEC

Erasmus DMM Dudouit, D Concurrent Engineering toolkit FHO/GM

MEng MS Dunn, S Ankle joint testing DGT/JRC

BEng MS Elcock, Paul FS Manufacturing ARM/GWO

MEng DMM Elliott, P Can small manufacturing firms implement andgain benefit from strategic supply chain

management?

LBN/JSB

MEng DMM Escott, R SUR Game GWO/LBN

MEng SB Fowell, L Wrist Joint Biomechanics Measurement Device AWM/GM/

JLC





Assessor

MEng MS Foxley, I The application of the bond graph method to the

simulation of split path transmissions

RFN/NDV

MEng ATD French, J Computation of unsteady low speed flows MW/DASR

MEng ATD Gemmill, A Turbine Vane Internal Cooling GDL/MW

MEng ATD Glenn, R Synthetic Jet Propulsion of Micro Air vehicles IG/GDL

MEng MS Gower, A Pump displacement controller modelling DNJ/KAE

MEng DMM Graham, A Investigation into the relative success ofdomination and collaboration approaches to

Vendor Managed Inventory in delivering benefit

to manufacturing industry

LBN/ARM

MEng ATD Gray, JM Buffeting of Flexible Delta Wings IG/MC

MEng ATD Gurnell, A Computation of turbine blade tip clearance flows GDL/MW/

SAM

MEng DMM HajiBraham, N Risk Management JSB/SJC

MEng DMM Hall, G The design and implementation of performancemeasures in a lean environment

LBN/JSB

MEng SB Harold, S Aeroelastic Response of Flexible Fins and Wings RB/AWM

MEng DMM Hawkins, S SUR financial analysis ARM/SJC

MEng SB Hemes, E FEA of Delamination in a Composite Material RB/DGH

MEng MS Hill, T Pneumatic robot control KAE/DGT

MEng ATD Hitchens, T Thermodynamic Performance of FuelcellPowered Vehicles

GPH/JGH

MEng SB Hodey, J Hip Stem Micromotion Study AWM/JLC/

SEC

MEng ATD Houghton, C Application of DoE JGH/CJB

MEng DMM Hughes, R Design of composite car components AJG/AB

MEng SB Hupin, A Influence of Stem Taper in Revision Hip

Impaction Grafting

AWM/JLC/

SEC

MEng ATD Hurley, G A study into the effect of vibration amplitude andfrequency on heat transfer in a steady convecting

layer

DASR/GPH

MEng SB Ironside, C Resonating Motor for an Ornithopter JFVV/DGH

MEng SB Irwin, M Design and Manufacture of a Space Plane Model

A

RB/MJC/

GWH

Erasmus DMM Jalihi-Boshrouyeh, S

E-commerce in engineering enterprises FHO/AJM

MEng MS Jones, M Simulink model of the cardiovascular system DGT/AWM

MEng DMM Keet, A Internet support for theorising about failure JSB/LBN

MEng DMM Laing-Smith, B Moulton Tandem GWO/SJC

MEng DMM Lambkin, T Centre of Percussion rig a cricket bat JFVV/GM

BEng SB Lee, SY Length Effects in Localizing Structures GWH/JFVV

MEng ATD Leggatt, N Convective Heat Transport and Vibration DASR/GDL

MEng SB Letts, S Controlled Cracking DGH/JFVV





Assessor

MEng ATD Lines, M Turbine Blade Tip Clearance Aerodynamics GDL/MW

MEng DMM MacKay, A Electric Road AB/GWO

MEng ATD Matt, C Computation of film cooling aerodynamics MW/MC

MEng MS May, C Modular based software for dynamic system

simulation

PSK/DNJ

MEng DMM McAlpine, J Energy Absorption Unit FHO/AB

MEng ATD McCandless, J Experimental Investigation of Centrifugal Filters SAM/AW

MEng DMM Meza, L Virtual enterprise toolkit ARM/LBN

MEng ATD Mitton, V Computations of gas turbine cooling systems MW/DASR

MEng ATD Mullen, N Wake vortex simulation MC/CJB

MEng DMM Murray, H Near-net shape forging by differential heating LBN/FHO

MEng MS Neve, M Theoretical and experimental analysis of theworking capabilities of a 5-axis rig

RFN/JD

MEng MS Orchard, P Contamination measurement test facility DGT/DNJ

MEng ATD Owen, G Testing of a Pneumatic Conveying System SAM/AW

MEng DMM Pardoe, R Moulton Tandem GWO/SJC

MEng MS Patrick, S Vibrational analysis of prosthesis loosening JLC/PSK

BEng MS Paul, E FS Manufacturing NDV/GWO

MEng DMM Perkins, R An investigation into patient handling andergonomic analysis

AJM/FHO

MEng SB Petts, P Aerofoils at low Reynolds Number JFVV/AWM

MEng ATD Philips, S Flow Visualisation of Vortex Fin Interaction IG/CJB

MEng MS Piddock, M FS Nose cone design and test NDV/CWS

MEng ATD Pipe, D Control of Fin Buffeting IG/MC

MEng ATD Porteous, D Air to Surface Weapon Simulations Software MC/IG

MEng SB Radice, M Design and Manufacture of a Space Plane ModelB

RB/MJC/GWH

MEng DMM Richardson, P Electric Window SJC/GWO

MEng SB Rippon, A FE Modelling of the Enamel-Dentine Junctionm SEC/JLC

MEng MS Ritchie, I FS Engine (b) intake/exhaust flow NDV

MEng MS Robarts-Arnold,

B

Pedal torque measurement for a racing cycle CWS/JD

MEng MS Robinson, S Solar car development JD/DNJ

MEng DMM Rotheray, B Simulation of manufacturing Systems at

Thomsons Machine Tools Ltd

LBN/ARM

MEng SB Schmitz, M Bone Remodelling around the Thrust PlateProsthesis

SEC/JLC

MEng ATD Scott-Herridge,

P

Film Cooling Aerodynamics and Heat Transfer GDL/MW

MEng MS Smith, J Interactive teaching and learning (DICE) RFN/BPG/NDV

MEng SB Smith, J Asiatic Composite Bows DGH/RB





Assessor

MEng DMM Snell, A Heat Transfer in forging ANB/FHO

MEng ATD Stevens, N Simulation of T/C Airflow JGH/AW

MEng DMM Syrop, D Display for showing crystal growth AJM/AB

MEng DMM Syson, B Ball dynamics and flight ARM/ANB

MEng MS Taylor, B Economy engine development JD/NDV

MEng DMM Wakelin, P Suspension analysis using the SWORDS

constraint modeller

GM/AJM

MEng MS Walpole, K FS Engine (a) fuel injection NDV/CWS

MEng ATD Ward, M Concentrating PV Solar Collector GPH/CJB

MEng ATD Watkins, A Visualisation of influencing jets in IC engine

cooling gallaries

JGH/GPH

MEng MS Watts, G Thermal transient analysis in bearing systems PSK/CWS

MEng ATD Weatherhead, A Diesel particulate filter studies JGH/CJB

MEng MS Willis, C Mileage marathon diesel engine installation JD/AJG

MEng SB Woolrich, P An investigation into a torsional loading externalfixator

JLC/AWM

MEng ATD Wray, J Technology Assessment of Renewable Energy

Systems

GPH/CJB



Student Project & Supervisor Assessor

FRANCE

Bailey, PH Instrumentation of a train drive motor to analyse

the origins of bearing cage rupture

D Nelias, Laboratoire Mécanique des Contacts,

GMD INSA de Lyon

PSK

Pollock, AJ Investigation into the hydrodynamic resistance

components of boat hulls

G Delhommeau, Ecole Centrale de Nantes

MJC

Shah, H Study of the flow behind the first stage of the

low pressure compressor of a turbofan engine

using hot-wire anemometry

R Barenes, Ecole Nationale Supérieure de

l'Aéronautique et de l'Espace, Toulouse

SAM

Sharratt, KE Navigating BPR - A guide to the concepts and

contemporary considerations of business process

reengineering; and a decision-making support

tool

C Caux, Institut Français de Mécanique

Avancée, Clermont - Ferrand

ARM

Tourte, GJL Study of free convection in an annular cavity

rotating around a vertical axis

L Robillard, Département de Génie Mécanique,

Ecole Polytechnique de Montréal, Canada

DASR

2001 Engineering with LanuageMEng Year 4 Project Abroad


GERMANY

Baker, HE Air management system with expander for use

in fuel cell systems

H Kindl, FEV Motorentechnik / VKA RWTH

Aachen

JGH

Evatt, ST Computational and experimental analysis of the

vibration transfer via the side shaft system of

a 1.8L Ford Mondeo turbo-diesel

Andreas Reitz, ika, RWTH Aachen

JD

Gladding, JM The adaption of an electronic nose for oil

headspace analysis within automotive

applications.

T Meindorf, IFAS, RWTH Aachen

DGT

Hay, A Flow visualisation of a two-stage space

transportation system during stage separation

E Schmitz, AIA, RWTH, Aachen

IG

Rodriguez

Wilson, AS

Replacement test method for the US 98 transient

test cycle for heavy duty diesel engines.

O Herrmann, FEV Motorentechnik / VKA

RWTH Aachen

JGH

Prizes 2000

Smallpeice Trust Prizes - Design

Group Design Prize - Mechanical

JCB Extensible Arm System

Paul Orchard, Michael Irwin, Lee Fowell,

Alexander Rippon, Daniel Clark, Richard Glenn

Group Design Prize - Aerospace

TESSA 2000 (380 Seat Subsonic Aircraft)

Andrew Gemmill, Veronica Mitton,

Peter Scott-Herridge, Chris Thomas

Andersen Consulting Prizes - Business

Best Skill in Group Project Planning and Control - Mechanical

Paul Orchard

Best Skill in Group Project Planning and Control - Aero

Mathew Lines

Best Performance in Business Aspects of Group Project - Mechanical

Noreen Haji-Brahim

Best Performance in Business Aspects of Group Project - Aero

Stephen Harold

Department of Mechanical Engineering Prizes

DOWTY GROUP NO 1 PRIZEPaul John NEWTON

Best student graduating in Mechanical Engineering

ROYAL AERONAUTICAL SOCIETY PRIZEPhilip Matthew GALEA

Best student graduating in Aerospace Engineering

FORD MOTOR COMPANY PRIZEAndrew BARR

Best student graduating in Automotive Engineering

IEE STOTHERT & PITT PRIZEJohn David GRIFFITHS

Best student graduating in Manufacturing Engineering

CARNAUDMETALBOXJonathan Lawrence CLAYTON

Best student graduating in Innovation & Engineering Design

FRANK WALLACE PRIZERichard OLVER

Most outstanding performance in the Language option of Engineering

with a language course

JOSEPH BLACK PRIZEDaniel Martin SIRKETT

For outstanding use of Computer-Aided Technology in a Final Year

Project or Group Design Exercise

IMechE (HEADQUARTERS) PRIZEDaniel LEACH

Project Prize (Research Project)

IMechE (WESTERN BRANCH) PRIZETun Kwan KO

Fredric Barnes Waldron Best Student Prize


FRANCE

Bailey, PH Instrumentation of a train drive motor to analyse

the origins of bearing cage rupture

D Nelias, Laboratoire Mécanique des Contacts,

GMD INSA de Lyon

PSK

Pollock, AJ Investigation into the hydrodynamic resistance

components of boat hulls

G Delhommeau, Ecole Centrale de Nantes

MJC

Shah, H Study of the flow behind the first stage of the

low pressure compressor of a turbofan engine

using hot-wire anemometry

R Barenes, Ecole Nationale Supérieure de

l'Aéronautique et de l'Espace, Toulouse

SAM

Sharratt, KE Navigating BPR - A guide to the concepts and

contemporary considerations of business process

reengineering; and a decision-making support

tool

C Caux, Institut Français de Mécanique

Avancée, Clermont - Ferrand

ARM

Tourte, GJL Study of free convection in an annular cavity

rotating around a vertical axis

L Robillard, Département de Génie Mécanique,

Ecole Polytechnique de Montréal, Canada

DASR

2001 Engineering with LanuageMEng Year 4 Project Abroad


GERMANY

Baker, HE Air management system with expander for use

in fuel cell systems

H Kindl, FEV Motorentechnik / VKA RWTH

Aachen

JGH

Evatt, ST Computational and experimental analysis of the

vibration transfer via the side shaft system of

a 1.8L Ford Mondeo turbo-diesel

Andreas Reitz, ika, RWTH Aachen

JD

Gladding, JM The adaption of an electronic nose for oil

headspace analysis within automotive

applications.

T Meindorf, IFAS, RWTH Aachen

DGT

Hay, A Flow visualisation of a two-stage space

transportation system during stage separation

E Schmitz, AIA, RWTH, Aachen

IG

Rodriguez

Wilson, AS

Replacement test method for the US 98 transient

test cycle for heavy duty diesel engines.

O Herrmann, FEV Motorentechnik / VKA

RWTH Aachen

JGH

Prizes 2000

Smallpeice Trust Prizes - Design

Group Design Prize - Mechanical

JCB Extensible Arm System

Paul Orchard, Michael Irwin, Lee Fowell,

Alexander Rippon, Daniel Clark, Richard Glenn

Group Design Prize - Aerospace

TESSA 2000 (380 Seat Subsonic Aircraft)

Andrew Gemmill, Veronica Mitton,

Peter Scott-Herridge, Chris Thomas

Andersen Consulting Prizes - Business

Best Skill in Group Project Planning and Control - Mechanical

Paul Orchard

Best Skill in Group Project Planning and Control - Aero

Mathew Lines

Best Performance in Business Aspects of Group Project - Mechanical

Noreen Haji-Brahim

Best Performance in Business Aspects of Group Project - Aero

Stephen Harold

Department of Mechanical Engineering Prizes

DOWTY GROUP NO 1 PRIZEPaul John NEWTON

Best student graduating in Mechanical Engineering

ROYAL AERONAUTICAL SOCIETY PRIZEPhilip Matthew GALEA

Best student graduating in Aerospace Engineering

FORD MOTOR COMPANY PRIZEAndrew BARR

Best student graduating in Automotive Engineering

IEE STOTHERT & PITT PRIZEJohn David GRIFFITHS

Best student graduating in Manufacturing Engineering

CARNAUDMETALBOXJonathan Lawrence CLAYTON

Best student graduating in Innovation & Engineering Design

FRANK WALLACE PRIZERichard OLVER

Most outstanding performance in the Language option of Engineering

with a language course

JOSEPH BLACK PRIZEDaniel Martin SIRKETT

For outstanding use of Computer-Aided Technology in a Final Year

Project or Group Design Exercise

IMechE (HEADQUARTERS) PRIZEDaniel LEACH

Project Prize (Research Project)

IMechE (WESTERN BRANCH) PRIZETun Kwan KO

Fredric Barnes Waldron Best Student Prize

• Formula Student 2001

• Conveyor Plate Packaging Machine

• Aquatic Weed Harvester

• BOGOFF (Buy One Get One For Free) Machine

• Submersible Inspection Unit for Milk Silos and Tankers

• Skiing Simulator

• Lands End to John O'Groats Vehicle

• Pool Transfer Device for the Disabled

• Dressing Assembly Machine

• Automatic Removal Machine

• Railcar Systems 2020

• Small Hydroplant

• Rapid Changeover and Billet Transfer System

• 8 Seat Business Jet (BJ8)

• 90 Seat Regional Jet (RJ90)

Australis

MEng Group Business &Design Projects

Room 4E 3.40

Room 4E 3.44

Entrance

Exit

MEng Group Business& Design Projects

4th YearResearch Projects

Documents

U N IVER B TS ITY O F Contents - Dashboard