Urban Air Mobility − Focus Unstable Approaches and Data Mining Can the Uk Join the Hypersonics Race?

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March 2020

URBAN AIR MOBILITY − FOCUS UNSTABLE APPROACHES AND DATA MINING CAN THE UK JOIN THE HYPERSONICS RACE?

www.aerosociety.com Marc h 2020

V olume 47 Number 3 IN THE BIGGEST CRISIS IN ITS boeing104-YEAR HISTORY − WHAT NEXT FOR THE AEROSPACE GIANT?

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EDITORIAL Contents Crash landing for eVTOLs? Regulars 4 Radome 12 Transmission In this issue we take a look at the challenges of the eVTOL and the urban The latest aviation and Your letters, emails, tweets air mobility revolution – from battery technology to electronic conspicuity aeronautical intelligence, and social media feedback. analysis and comment. to modelling and simulation. Some 200+ projects around the globe are 58 The Last Word grabbing headlines with ride-sharing giant Uber, with no background in 11 Pushing the Envelope Keith Hayward looks at aviation, in the driving seat to bring this technology to market, while legacy Rob Coppinger considers the implications of the UK the technical challenges Government’s bailout of aerospace companies and new start-ups are metaphorically tripping over of developing batteries to Flybe. each other in the rush to claim the prize worth billions with affordable, power eVTOL air taxis. on-demand urban air transport. However, this field has major challenges. Public acceptance is critical, as well as the thorny issue of certification. Features Boeing With a low-barrier to entry, anyone with Photoshop, a few design skills and Honeywell some experience building hobby drones can potentially announce a ‘human carrying’ aerial taxi – simply by scaling up cheap consumer components and adding more batteries. Easy right? However, having sucked up 30 investors’ cash, will these start-ups find that the eVTOL bubble bursts 14 once regulators demand that they replace these components with certifiable aerospace grade equivalents? It is worth remembering that the Leonardo Boeing: All change, we hope Unwired urban air mobility Fly-by-wire technology AW609 tiltrotor is yet to enter service, despite having first flown in 2003. One year on from the grounding of the 737 MAX, applications for UAMs.

Some might argue that Orville and Wilbur Wright also defied convention Richard Aboulafia assesses Reaction Engines in forging a new mode of transport, and these eVTOL pioneers should be the future for Boeing. viewed in the same light. However, the Wrights (and their contemporaries) were not attempting to enter an industry that already has established safety 18 Stronger together 32 rules and a high level of regulation. Established aviation companies, or start- NATO’s plans to introduce ups with very deep pockets, thus may have the best chance of survival if, more collaborative programmes to increase indeed, the eVTOL hype machine crash lands once reality sets in. capabilities for its members. The UK’s need for speed

Vertical Aerospace ‘Hype’-ersonics or the next frontier of aerospace – and Tim Robinson, Editor-in-Chief can the UK join this high- [email protected] 22 speed race? YouTube Traveller

Editor-in-Chief Editorial Office 2020 AEROSPACE subscription Tim Robinson Royal Aeronautical Society rates: Non-members, £180 Stimulating the urban air mobility revolution 38 +44 (0)20 7670 4353 No.4 Hamilton Place Please send your order to: [email protected] London W1J 7BQ, UK Wayne J Davis, RAeS, No.4 Hamilton The RAeS conference +44 (0)20 7670 4300 Deputy Editor Place, London W1J 7BQ, UK. on rotorcraft simulation [email protected] Bill Read +44 (0)20 7670 4354 considers the modelling of +44 (0)20 7670 4351 www.aerosociety.com [email protected] urban air mobility vehicles. Rethinking an unstable [email protected] AEROSPACE is published by the Royal Any member not requiring a print approach to training Aeronautical Society (RAeS). version of this magazine should 28 Urban air mobility Production Manager Using machine learning and contact: [email protected] identity parade Wayne J Davis Chief Executive predictive modelling could +44 (0)20 7670 4354 Sir Brian Burridge CBE FRAeS USA: Periodical postage paid at How remote ID will pave the Champlain New York and additional help train pilots to avoid [email protected] Advertising the sky for UAM operations. unstable approaches. +44 (0)20 7670 4346 offices. Publications Executive [email protected] Chris Male Postmaster: Send address changes to IMS of New York, PO Box 1518, +44 (0)20 7670 4352 Unless specifically attributed, no Champlain NY 12919-1518, USA. [email protected] material in AEROSPACE shall be taken Afterburner to represent the opinion of the RAeS. Publications Executive ISSN 2052-451X 42 Message from our President Annabel Hallam Reproduction of material used in this +44 (0)20 7670 4361 publication is not permitted without the 43 Message from our Chief Executive written consent of the Editor-in-Chief. [email protected] 44 Book Reviews Printed by Buxton Press Limited, Book Review Editor Library Additions Brian Riddle Palace Road, Buxton, Derbyshire 48 [email protected] SK17 6AE, UK 49 RAeS civil cadet pilot award Distributed by Royal Mail 51 Council Elections Additional content is available to view online at: www.aerosociety.com/aerospaceinsight 52 Diary Including: Electric aviation and the global aerospace supply chain, Rethinking upstable approach 54 Obituaries training, In the February 2020 issue of AEROSPACE, Overview of Asia-Pacific aviation Part 1 and 2, 56 Elections and new member spotlight Online Singapore Air Show report Part 1 and 2, Interview with David Mackay, Chief Pilot, Virgin Galactic.

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com MARCH 2020 13 Blueprint

INTELLIGENCE / ANALYSIS / COMMENT

BWBs are back Airbus gives two reasons why it is time to revisit BWB concepts for airliners. First, technology has advanced – particulary in flight controls and avionics as well as materials, meaning that structures can be made lighter. The second huge driver is the environmental challenge that aviation faces today.

Cabin space reaches new heights Airbus believes that a BWB would open up exciting new possibilities for cabin interiors with increased space and comfort. Windows are thus likely to be virtual via large HD display screens. Airbus

4 AEROSPACE Starting small Airbus declines to give an exact seat count for MAVERIC but notes that its footprint at airport gates would be more compact than existing single-aisle airliners. Jean-Brice Dumont, Airbus EVP Engineering, also notes that the MAVERIC BWB is scalable in size.

Secret flight tests Powered by two model jet engines, a 3.2m wingspan sub-scale demonstrator has already been flight tested in 2019 at an undisclosed location in central France. Phase 1 of the testing focused on flight controls and aerodynamics, with further tests to expand to cover industrial and operational aspects, such as maintenance, evacuation, production and airport compatibility.

W AIR TRANSPORT Airbus unveils MAVERIC Revealed by Airbus at the Singapore Air Show was MAVERIC (Model Aircraft for Validation and Experimentation of Robust Innovative Controls) – subscale demonstrator for an ultra- green blended-wing body (BWB) airliner that could cut fuel burn by up to 20% compared to existing single-aisle aircraft. MAVERIC's voluminous interior, meanwhile, would open up new possibilities in cabin layout and space. The concept has already flown as a 3.2m wingspan subscale prototype in 2019, with flight testing to wrap up in Q2 of this year.

MARCH 2020 5 Radome

AIR TRANSPORT AEROSPACE Airlines rocked by Coronavirus Airbus settles bribery outbreak probe for €3.6bn

International airlines, Airbus has announced leading to investigation by including British Airways, that it has come to an the UK’s Serious Fraud United Airlines and Finnair, agreement with British, Office among others. The have cancelled services French and US authorities settlement is subject to to mainland China due to investigating bribery and approval by courts in the health risks over the highly corruption to settle the three countries. contagious Coronavirus case for €3.6bn.  Meanwhile, on outbreak. According to OAG, The corruption inquiries 15 February, the US China's own aviation market – which centred on the announced that, from has shrunk 80% and fallen use of ‘agents’ to secure March, it would be

Sri Lankan Airlines from the world’s third biggest airliner sales, came to light increasing the import tariff to the 25th in five weeks since the start of the Covid-19 outbreak. Hong Kong-based when the manufacturer on aircraft and aircraft Cathay Pacific has cancelled two in every five flights and has issued a profit warning, as itself reported them parts from the EU from well as asking staff to go on unpaid leave durng the crisis. to authorities in 2016, 10% to 15%.

SPACEFLIGHT DEFENCE US spy sat shadowed by First RAF P-8A Poseidon touches mystery Russian probes down in UK Two Russian ‘inspector damaging or disabling satellites’ have shifted targets. The satellite, their orbits to bring them Cosmos 2542, was close to a US National launched from the Plsetsk Reconaissance Office Cosmodrome on 25 KH-11 spy satellite. November last year, and Russia has several of released a sub-satellite

what it refers to as ‘space Cosmos 2543 – which RAF apparatus inspectors’ both altered their orbits to Ten years after the Nimrod MRA4 was axed in the 2010 SDSR, leaving the UK without in orbit, which the US approach within 150km a dedicated maritime patrol aircraft (MPA), the first of the UK’s new Boeing P-8 and others believe of the KH-11 satellite, Poseidons arrived at RAF Kinloss on 4 February. The Poseidon is designed for anti- can be used to gather leading the US to call submarine warfare, anti-surface warfare, signals intelligence and maritime patrol and intelligence, or function this action ‘unusual and reconnaissance. The delivery is the first of nine to the RAF’s 120Sqn where they will be as ‘killer satellites’ by disturbing’. based at RAF Lossiemouth.

NEWS IN BRIEF

after declaring bankruptcy turboprop engines using the most recent of which will develop a roadmap Boeing has reported on 12 February. The a 10/90 biofuel blend. lasted almost eight hours. for furthering the its first annual loss company had been in The IAF is aiming to have development of hybrid/ since 1997 with a loss financial difficulties for all its aircraft able to use Italy’s Leonardo is to electric aircraft under a of $2.3bn due to the some time and temporarily biofuels by 2021. acquire Switzerland’s project funded by the ongoing 737 MAX crisis. suspended flights Kopter – manufacturer of European Commission. The company posted a between November and US astronaut Christina the SH09 light helicopter in Led by French aerospace Q4 $2.33 per share loss, December in 2019. Koch has set a new record a deal worth $185m. research agency Onera, while revenue dropped for the longest single Meanwhile, Kopter has the IMOTHEP project 37% to $17.9bn in the On 31 January, the Indian spaceflight for a woman. frozen the design of its has received €10.4m in fourth quarter. It disclosed Air Force conducted a Koch returned to Earth SH09 single-engine Horizon 2020 funding. that the MAX’s total costs test flight with an Antonov on 6 February, having helicopter and says it It will investigate are now set to double to An-32 transport with a spent 328 days in space expects EASA and FAA technologies for aircraft more than $18bn. 10% biofuel blend. The onboard the ISS. She certification in 2020. with unconventional aircraft flew from Kushok also undertook the first configurations that closely Turkish carrier AtlasGlobal Bakula Rimpochee all-female space-walk, and A European consortium integrate propulsion has ceased operations Airport, Leh, with both two further space-walks, of academia and industry systems and airframe.

6 AEROSPACE DEFENCE AEROSPACE Germany axes Global UK sets out 2050 zero-carbon Hawk SIGINT variant emissions plan Germany has cancelled However, restrictions on a $2.5bn plan to buy a NATO’s recently acquired SIGINT variant of the AGS Global Hawk has Northrop Grumman caused a rethink, with MQ-4C Triton UAV after Berlin now looking at concerns that it would not using Bombardier Global be able to fly in controlled 6000s as the preferred civil airspace. The platform. This is the

Bundeswehr was aiming second occasion that easyJet to acquire four MQ-4Cs, Germany has axed a Members of the UK Sustainable Aviation coalition have pledged to cut net carbon based on the Global Hawk, Global Hawk acquisition, emissions to zero by 2050. Coalition members, which include airlines, airports and to provide an airborne with the EuroHawk being aerospace manufacturers, are to publish a ‘decarbonisation road map’ setting out signals intelligence cancelled in 2013 for potential reductions from smarter flight operations, new aircraft and engine technology, (SIGINT) mission. similar reasons. the development of sustainable aviation fuels and carbon offsetting.

GENERAL AVIATION AIR TRANSPORT Gulfstream G700 makes first flight Qatar-backed Air Italy ceases flights Italian rebranded carrier including competition Air Italy ceased operating from low-cost carriers, on 11 February. the US being reluctant to Previously known as encourage transatlantic Meridiana, the regional flights from a carrier airline was renamed in partly owned by Qatar 2018 after Qatar Airways with which it had a trade had acquired a 49% dispute, the grounding

Gulfstream Aerospace stake in the company of the Boeing 737 MAX Gulfstream Aerospace has announced that on 14 February, it successfully flew its new in 2017. However, the which was intended to flagship G700 business jet for the first time. The aircraft, powered by new Rolls-Royce Pearl airline, Italy’s second renew its aircraft fleet 700 engines, used a sustainable fuel blend on the 2hr 32min flight from the manufacturer’s biggest, failed to and the continuation in headquarters in Savannah-Hilton Head International Airport, Georgia. Deliveries of the 19- make a profit due to a business of ailing Italian seat, 7,500nm range jet are expected to begin in 2022. combination of problems flag carrier Alitalia.

conducted the first aims to ensure that airfield Utah-based regional carrier flight of the modernised On 17 February, SpaceX businesses can receive Rolls-Royce has begun SkyWest has ordered Tupolev Tu-160M launched another access to advisors, manufacturing the first an additional 20 ‘classic’ ‘Blackjack’ strategic payload of 60 more small offering help on a range 120in diameter composite Embraer 175s. The order bomber. The first flight, satellites for its Starlink of legal and business- fan blades for its UltraFan will bring its Embraer on 2 February, lasted global Internet network, related topics to support demonstrator engine. The fleet to a total of 168 34 minutes and was using a Falcon 9. It future development, powerplant is scheduled airframes when deliveries from Kazan Aviation now has 300 Starlink such as science and to begin ground testing are complete. The airline’s Enterprise. Russia is also satellites in orbit. engineering training, in 2021. 2013 order for 100 developing a ‘new build’ developing electric aircraft E175-E2s was delayed version of the Blackjack The UK Government and preserving heritage A Pegasus Airlines Boeing due to union agreements, – the Tu160M2. That has announced a £2m aircraft. Airfields eligible 737 skidded off the and was removed from is expected to fly in Airfield Development to apply for the fund must runway at Sabiha Gokcen Embraer’s lists in 2018. 2021 with the Russian Fund to support GA either be licensed or airport near Istanbul on 6 Aerospace Forces airfield operators. Due to unlicensed and handling February and broke into Russia’s UAC has receiving ten examples commence in Q2 of this less than 200,000 three parts, killing three announced that it by 2027. year, the new funding passengers per year. people and injuring 180.

MARCH 2020 7 Radome

AEROSPACE AIR TRANSPORT Boeing 777X makes first flight LOT Airlines to acquire Condor Polish flag carrier LOT Thomas Cook Group in Polish Airlines is to September 2019. This acquire Thomas Cook’s bridging loan is set to be German leisure carrier, repaid by the new owners. Condor for €300m. The The new combined airline takeover, by LOT’s owner, will carry more than 20m

Boeing Polska Grupa Lotnicza passengers a year and Boeing’s new 777X airliner made its first test flight on 25 January, after two days of (PGL), comes after the have a fleet of 130 aircraft, delays due to bad weather. The aircraft took off from Paine Field in Everett, Washington, German Government with the Condor brand and landed at Boeing Field in Seattle after being airborne for 3hours and 52minutes. threw the ailing holiday continuing under the new The 777X features a new composite wing, with folding wingtips to fit in existing airport airline a €380m rescue management. The deal spaces and GE9X engines. Boeing has 300 orders for the aircraft (including Emirates, loan to give it time to is subject to regulatory British Airways, Lufthansa and Singapore Airlines) which is scheduled to be certificated find a buyer, after the approval, expected by the in 2021. collapse of its parent end of April.

DEFENCE SPACEFLIGHT US defence budget plans Solar Orbiter sets off on mission cuts The US Department of while retiring legacy F-15s Defense has released its and reducing the B-1 2021 defence budget plan bomber fleet and MQ-9 – with the Pentagon aiming Reapers. Some $15bn is to retire legacy aircraft over also set to be transferred the next few years to help from the USAF budget pay for modernisation of to the nascent Space the nuclear deterrent, R&D Force. Meanwhile $3.83bn and the Space Force. The in DoD funding for two

Pentagon is requesting F-35s, V-22s, a P-8, ESA some $705.4bn for 2021, C-130Js and Reaper UAVs On 10 February an Atlas V rocket successfully launched ESA’s British-built Solar Orbiter down from $713bn. The has also been switched to probe from Cape Canaveral, Florida. The spacecraft is set to take two years to reach USAF is aiming to buy the ‘border wall' security the Sun, where it will be the first probe to study the Sun’s polar regions, as well as 12 new Boeing F-15EXs, project. measuring the inner heliosphere and solar wind.

NEWS IN BRIEF

called Bristow and will the first aircraft which is Pacific and, in December, On 4 February, Boeing On 15 February a have a fleet of over 300 expected to make its first agreed to take a 60% and the US Navy Northrop Grumman aircraft – with Bristow also flight before the end of stake in a new airport in announced that they have Antares rocket launched being the launch customer this year. Rwanda. successfully performed from Virginia with Cygnus for the Leonardo AW609 flight trials in which re-supply ship for the tiltrotor. Qatar Airways is in On 27 January, a US two EA-18G Growlers ISS. The mission is the negotiations to buy a 49% Air Force Bombardier flew autonomously and 13th ISS cargo flight for Chinese manufacturer stake in African operator E-11A BACN comms were controlled by a Northrop Grumman. AVIC restarted work RwandAir. The Middle relay platform crashed third EA-18G electronic from 10 February on East carrier also intends to in Afghanistan in a attack aircraft. Safety Rotary wing offshore and the production of its increase its stake in South Taliban-held province. pilots were flown in the service operators Bristow 86-seat MA700 twin- American LATAM Airlines The remains of two crew surrogate UAV EA- and ERA are to merge to engine turboprop which Group to 20%. Qatar were recovered from the 18Gs with four test create a new helicopter was halted due to the Airways already holds wreckage although the flights taking place at business with a combined outbreak of the Covid-19 stakes in the International USAF has stated that NAS Patuxent River in $1.5bn turnover. The virus. The company is Airlines Group, China the aircraft was not shot September 2019. new merged entity will be currently assembling Southern and Cathay down. The E-11A is one

8 AEROSPACE DEFENCE GENERAL AVIATION FCAS demonstrator gets go-ahead New Zealand green lights eVTOL air taxi trials

Urban air mobility company 25miles. Wisk is a joint Wisk Aero has signed an venture between Boeing's agreement with the New NeXT division and Google Zealand Government to founder Larry Page's conduct an air taxi trial in Kitty Hawk. The aircraft

Dassault Aviation the Canterbury region. Its still requires certification France and Germany are moving ahead with plans to jointly develop a new future Cora aircraft is a two-seat from the New Zealand combat air system (FCAS) initiative which was announced at the 2019 Paris Air Show winged eVTOL and has CAA before testing can and which also includes Spain as a partner. An initial framework contract was finalised the goal of eventually take place. However, by the two countries on 12 February which kicks off a 18-month demonstrator phase flying autonomously with a the company says it has with the first flight tests possible by 2026. Dassault, together with Airbus Defence & remote pilot as a back-up. already conducted 1,000s Space, is to lead work on the Next Generation Fighter, with engines from Safran and The aircraft flies at 100mph of test flights of Cora MTU Aero Engines, while Airbus and MBDA are to concentrate on unmanned 'remote and has a range of around eVTOL.

AIR TRANSPORT AEROSPACE Green Africa Airways BAE flies HAPS PHASA-35 signs for 50 A220s New Nigerian start-up A220 had accumulated Green Africa Airways has 658 orders. signed a memorandum of  Meanwhile, on 15 understanding (MoU) for February, Airbus increased 50 Airbus A220-300s – its share of the A220 the largest ever order for programme to 75% as the A220 from an African the original manufacturer airline. The Lagos-based of the CSeries, Canada's

airline plans to use the Bombardier, exited the BAE Systems A220s in Nigeria first, programme. The remaining BAE Systems has announced it has conducted the first flight of its PHASA-35 solar- before expanding services 25% is now held by the powered UAV over the Woomera test range, South Australia. The 35m wingspan high- to the rest of Africa. At the Canadian Government's altitude pseudo-satellite (HAPS) aircraft has a payload of 15kg and is designed to stay end of January 2020, the Investissement Québec. airborne for up to a year.

of four specially modified the first delivery potentially ON THE MOVE bizjets, that provide Textron Aviation says it moving back more than a airborne communications delivered 71 jets and year. The company now Allison McKay is to Executive of Garuda and data relay between 59 turboprops in the says that it expects the become the new CEO for Indonesia. air platforms and ground fourth quarter of 2019, first commercial delivery Women In Aviation. forces over the battlefield. compared to 63 jets and in FY2021, running in JJ Frigge has been 67 turboprops in the same Japan from April 2021 to Greg Foran has been appointed as the new The UK's SSTL is period last year. However, March 2022, ‘or later’. The appointed the new CEO of President of Hartzell developing a commercial a fire at a composite parts delay has been attributed Air New Zealand. Propeller. lunar telecommunications facility in Wichita will to a delayed shipment of satellite. The Lunar slow production in early parts, which will affect the Laurence Petiard has been Max Kownatzki has been Pathfinder, set to be 2020. Development of the certification. appointed Head of External appointed the new CEO launched in late 2022, will SkyCourier twin turboprop Communications for Airbus of SunExpress – taking provide communications was unaffected by the fire. Aircraft lessor Nordic Helicopters. over on 15 April. He relay and data services Aviation Capital (NAC) replaces Jens Bischof for the growing number of Mitsubishi Aircraft has has signed a firm order for Irfan Setiaputra has been who will become CEO of space missions focusing on once again delayed its 20 100-150-seat Airbus named as the new Chief Eurowings. the Moon. Spacejet programme, with A220s.

MARCH 2020 9 By the Numbers Understanding the world of Aerospace through data MAX vs neo – narrowbody battle AirINsight

Boeing deliveries 2000-2019 AirINsight

10 AEROSPACE Pushing the Envelope Exploring advances on the leading edge of aerospace Robert Coppinger New power for eVTOLs

o reach beyond simple helicopter-like larger fleet to draw from and Germany’s Volocopters operations and to realise electric flight will swap power cells between commutes. Another commuting, the future vertical take-off option is to use lithium metal for the anode. In and landing (VTOL) taxis could need to November 2019, Sion announced a lithium metal become flying batteries. Automotive is capacity of 433Wh/kg in independent tests. On Tahead of aerospace in electrification and ‘batteries Sion’s website it makes the claim for 500Wh/kg with wheels’ concepts have not gone beyond for its licerion lithium metal battery. According to the virtual world, yet electric VTOLs (eVTOL) will Stanford University, lithium metal can hold 30% more likely have to. To achieve the true Watt hours per power than lithium-ion. kilogramme levels that can realise profitable eVTOL services, the battery may have to be a load-bearing Charged for life structure. Batteries are 40 to 50 times less energy dense To confirm a battery capacity’s longevity, the power cell than kerosene and will not improve by 40 times, has to be charged and discharged many thousands of maybe twice or thrice. Batteries have two key times; literally years of testing. Ongoing research may characteristics: energy density (how much energy it curtail this with new methods to accurately predict holds), and power density (how fast it can deliver it). long-term capacity without the long-duration testing. Today’s best lithium-ion battery has about 250 Watt However long the capacity lasts on a high energy hours per kilogramme and for short, two-person, density battery, it may not deliver the power at the rate flights this is deemed practical. While this sounds needed. Sulphur, for example, has this problem. good, it is only the battery, not the total power system A solution is to use super capacitors or create including motors, controls and heating and cooling. hybrid capacitor-batteries. A capacitor typically Taking into consideration all of the electric propulsion consists of two electrical conductors separated by a system, the Wh/kg figure falls and the system’s dielectric, also known as an insulator. The surface of efficiency comes into question. So, 500Wh/kg is the two electrical conductors is where the charge is aerospace’s goal. stored. In a super capacitor, the surface of those two conductors is engineered to store far more energy. Battery cocktail A hybrid battery is a mix of cells tailored to power or energy but then the power flow has to be managed Today’s lithium-ion batteries use a graphite anode and between them and this adds complexity. The need a cathode of lithium, cobalt, nickel and magnesium. for high structural efficiency between battery and Two elements that may provide the energy density non-battery parts grows as the challenges of energy needed are sulphur for the cathode and silicon storage and power delivery during the phases of for the anode. Tuscon, Arizona-based Sion Power flight are tackled. provided 350Wh/kg lithium-sulphur batteries for In the UK, the London-based Aerospace A SILICON Airbus’ Zephyr but sulphur anodes have had fire risks Technology Institute (ATI) is supporting industry ANODE CAN that need to be resolved. A silicon anode does not research for higher power density battery packs, have safety concerns and can hold ten times more electronics, electrical motors and lightweight thermal HOLD 10 electrons than graphite but its volume will change by management systems. In collaboration with industry, TIMES MORE up to 300% as it absorbs and discharges that energy. the ATI is helping system level demonstrations, for ELECTRONS Used in a small way silicon can help, Tesla is doping example for batteries and thermal management THAN GRAPHITE, its lithium batteries graphite anodes with 5% silicon and power delivery. Under ATI’s roadmap, these key BUT ITS VOLUME to improve energy capacity. technologies that it is supporting are expected to be WILL CHANGE BY A drawback with silicon is that the power density realised in the mid to late 2020s. Battery cells may and charge rate is lower than lithium-ion. Fast not have to be shaped like right angles, but multi- UP TO 300% AS recharging of lithium-ion batteries takes tens of functional structures, where everything is part of the IT ABSORBS AND minutes today. To avoid this potential bottleneck and propulsion system, will be needed to propel this new DISCHARGES meet eVTOL flight demand, China’s Ehang will have a form of flight into the future. THAT ENERGY

MARCH 2020 11 i

Transmission

LETTERS AND ONLINE @aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com Safety of Iranian airspace

After 16 years operational FARS Hossein Mersadi therefore expecting an their delayed apologies that service in the British attack, the national/capital this unfortunate mistake Army, I spent five years airspace was ‘hot’ (the was a ‘human error’. The co-ordinating the training, expression used when sensors, authorisation foreign force liaison and air defence, radar and protocols, live missile tri-service liaison of a surveillance systems on activation procedures National Special Force sensor alert settings with live and various physical and in the Middle East. While missiles), why was civilian air digital firing ‘switches’ essentially an infantry/ traffic control not alerted? are designed precisely SF appointment, my • If civilian air traffic control to avoid if not negate operational responsibilities had been alerted, in completely the risk of a included the planning for accordance with even the missile launch by accident, and approval/clearances most basic risk assessment, or human mis-judgement. of visiting military air why was the Ukrainian aircraft Ultimately this ‘accident’ traffic through military and allowed to take-off/fly? must question the nation’s commercial air space. The On 8 January an Ukranian Airlines Boeing 737-800 taking-off • Even if the latter two ability (communications, latter was complex enough from Tehran Airport on a flight to Kiev was accidently shot procedures had been procedures, command without the additional down by Iranian military missiles. followed, why was the and control) to manage its national challenges airline’s operational national airspace and ensure caused by the proximity, West, that the military and issue/question was simply headquarters (being the the safety of commercial if not sharing of air traffic civilian/commercial airports that, following the Ukrainian ultimate, final authority air traffic into Tehran. That control, flight planning, cannot be co-located. Both Airlines tragedy in Tehran, in times of unrest or must surely be the priority air defence systems are now controlled by a it would appear that the uncertainty) not informed for the international wing of and airport facilities. It is central, national security following important issues by national government, the CAA or the International precisely these challenges agency or command have not been addressed or security, or intelligence Air Transport Authority which led eventually to the structure, regulated by strict answered: agencies that any air traffic (IATA) before any further Civil Aviation Authority’s international operational • If, as was justifiably the was ill advised or even to be commercial air traffic risks (CAA) enforcement of a procedures and ultimately case with a nation at stopped? transit in Iranian airspace. policy, well established separated by a minimum heightened threat level We have been informed by and implemented in the geographical distance. My having launched and the Iranian authorities in Jan H de Haldevang

John Allen agree with the previous ones who don’t. I confess I was Paul Greer Mitigation comments regarding going to mention continuous against flying (even [On Professor John Allen’s harvesting CVR data too. descent approaches (CDAs) inadvertent) rushed (1) They’re for accidents only, obituary ]. As a scientist myself, as these naturally approaches begins well not public consumption on with the Marine Aircraft place the aeroplane closer before the commencement YouTube via news rooms. Experimental Establishment to an unstable situation. I’m of the final approach. during WW2 he made a sure that, if an analysis were Thoroughly briefing the Brian Cattle This also major contribution to flying performed, airports with approach in advance involving i highlights another potential boat design and aeronautics. mandatory CDA would have the use of well-developed flaw in this research, which is He also learned to fly in an a greater proportion of glide Crew Resource Management common to theorists’ analysis Auster Taylor experimental Unstable approaches slope captures from above techniques and skills goes a of what pilots do. Looking at float plane. Colleague James (an early clue you may have long way in helping to break Simon Brown [On the (approx) 5% of unstable Hamilton escaped when an impending stability issue). an error chain. Briefing the Unstable approaches(2)] approaches doesn’t tell you a Short Scion crashed at A slightly tight vector to final, ‘What we’re going to do’ ‘The finding that an aircraft much, unless you also look Helensburgh but another coupled with maybe another and ‘How we’re going to do being high and fast can lead at the other 95% of stable scientist perished. This factor such as a tailwind (or it’ is crucial for enhancing to an unstable approach approaches to see what the reflected the dangerous has been reported for even calm wind with a really situational awareness. And (vast majority) of successful nature of their work. Hamilton decades by civil aviation tight vector) could easily be simply flying in accordance crews did differently. How later became Sir James for authorities (CAAs) ...’ Yet, precursors for an unstable with company Standard the tailwind was managed his contribution to aeronautics after studying those reports approach. These can be tricky Operating Procedures by the crew who met the and design of Concorde. what have those CAAs to recognise as the situation is another key factor in allowed to be introduced stability criteria against how it Incidentally, Prof Allen told me won’t be massively far from the mitigation of rushed – even mandated – over was approached by the crew he used the electrics from a expectations so the crew’s and potentially unstable those decades? Continuous whose approach was judged captured German flying boat natural belief will be that approaches. The key is descent approaches, unstable. It’s important not to to power his outdoor model recovery is possible. My point to K.I.S.S. (Keep It Safe ‘n despite manufacturers’ flight just look at the ‘failures’, but railway. “Its electrics were manuals advising pilots their being that no matter what Simple) and remembering to weigh them in the context more reliable than those in a aircraft won’t ‘go down and you’ve briefed you have to be that if there’s any doubt, then of the many more successes. Short Sunderland,” he said. slow down’. Followed more alert to ‘outside interference’, there’s no doubt recently by proposing even There’s more to learn from and this is even more important Robin Bird steeper descent paths on the crews who manage these with CDA. the final approach. Fully situations successfully than the

12 AEROSPACE i

French connection Airbus Maveric blended-wing design @maxsec What impact on airports for this ? Given A380 required some major gate engineering, how will this design mitigate this issue? Airbus

f Airbus announced its new Maveric blended-wing concept @MichaelJPryce In a turn, aircraft design at the Singapore Air Show(4). the passengers in a BWB Space lecture need a g suit.

@GarethJennings3 Big @JonLake1 Big seat seat numbers but with a numbers for a given footprint @Aeroengineer1 big footprint that means it doesn’t seem to have helped Interesting. Would love can only operate from hub the A380 gain the success to understand the trades airports. Think the idea here it so richly deserved and that went into the engine/ is for big seat numbers in a that had massive passenger @Aerosociety [French vertical stability integration. small(er) footprint, so more appeal on its side as well. engineering students visit Many BWB concepts of late people can fly direct, which Still Boeing can always crank No4 HP] Many thanks to are using airframe for noise is what they want. out another derivative of the RAeS Paris Branch shielding but this one would some ancient design ... only shield fan noise. Dr Graham Turnock, CEO of for arranging a visit of 20 UK Space Agency at RAeS. engineering students from @IPSA and @EMLVparis to Adele Gammarano [On Hamilton Place as part of Project Sunrise Prepare for bake-off bun down Graham Turnock space an aero trip to the UK. They lecture(3)] A great lecture, were given an introduction @A1_bloke [Project thanks for putting it together. to the Society and a mini- Sunrise – not a green Looking forward to seeing the Aerochallenge, putting their flight?] That 30% extra fuel next exciting chapter of the aero knowledge to the test! burn compared to a one space sector #britaininspace. stop flight is outrageous. At a time when the @AeroSociety is rightly New Fellow driving innovation in Electric and Hydrogen aircraft, we really need to #StopProjectSunrise. Ultra Long Haul = Extra Fuel Burn = Ultra High Pollution.

Anti-AWACS missile An imaginative bread-based aircraft concept seen at US tariffs on Airbus Heathrow Terminal 2. @VistaspKarbhari @martin_downey [On US @mikaelgrev [India to @sjlyons50 Not Pret and @Flyingarchivist Congratulations to to increase tariffs on Airbus develop anti-AWACS version Whitney’s? Presumably it will be @utarlington products from 10 to 15%] of Brahmos supersonic maintained in a Pret-ty @mavengineering Professor When the US Government cruise missile] That’s why @eamonhamilton A Hangar... Maddalena on being on (FAA) waives through a the AWACS needs to have Brantonov, surely? being elected as a Fellow grandfathered design so its own tactical decision of the Royal Aeronautical egregiously flawed as the support system and not just @FlightTestFact Grain- Society. @AeroSociety Very 737 MAX, it’s tantamount to be a passive carrier of a big @C_amperman If it’s left based fuels? proud of his outstanding state aid. radar. The ability to move out too long, It’ll turn into A teaching, mentorship of closer and further away from hard dough! students, and leadership in @DaveoflynnLess the BVR action will become @BarbaraSeced What a research in hypersonics. distance between trade more important when there perfect analogy! Like many and competition and the is no definite safe distance @hervepmoran French new engines, beware of Embraer purchase is already any more. Alternative Fuels or FAF. crumbs. going slowly and painfully.

1. AEROSPACE, February 2020, p 54, Obituaries 2. https://www.aerosociety.com/news/rethinking-unstable-approach-training/ 3. https://www.aerosociety.com/events-calendar/britain-in-space-from-high-growth-sector-to-space-power-a-journey-for-the-2020s/ 4. https://www.aerosociety.com/news/singapore-air-show-2020-part-1/

@aerosociety i linkedin.com/raes f facebook.com/raes www.aerosociety.com MARCH 2020 13 AEROSPACE Boeing – what next? Boeing: All change, we hope One year on from the global grounding of the 737 MAX, RICHARD ABOULAFIA, Vice President Analysis, Teal Group asks: what does the future hold for Boeing? oeing has had an exceptionally difficult year, perhaps the worst in its 104-year history. The crashes, the investigations, the management changes and, of course, the revenue decline associated with Bpausing 737 MAX production have all weighed heavily on the company, its stock price and its market prospects. Some of the more dire commentary about the company and its products – that it risks bankruptcy, it might be broken up or that the 737 might be out of production permanently – is rather overheated and not supported by data. However, the company clearly has major problems and challenges. Management would be wise to consider changes in how the company functions as a result.

How did this happen?

Any discussion of the two 737 MAX8 disasters and the subsequent groundings should start with an assumption that there is nothing inherently wrong with the idea of a fourth 737 family. When the MAX was launched, it was far from clear that there were any technologies that would pay for themselves in the context of a clean-sheet design, other than new engines, which were inserted on the MAX. Also, the MAX was not a rushed job; six years is a relatively long time to allow for the development of a derivative jetliner. It should also be assumed that there is nothing inherently wrong with the idea of the Manoeuvring Characteristics Augmentation System (MCAS), the system that played a role (but was not solely responsible for) the two fatal crashes. A hybrid fly- by-wire control system might be controversial but the idea of an MCAS system is not inherently bad. Similar systems are used on other aircraft.

14 AEROSPACE Wikipedia/SounderBruce

Right: Undelivered Boeing 737 MAX aircraft, that were grounded by aviation agencies, seen in a parking lot at Boeing Field in Seattle, Washington.

However, the design and integration of MCAS During MAX development, Boeing was an on the MAX was seriously flawed. Yet there would aerospace engineering company led completely by have been no economic difference between a safe non-engineers. The company CEO, Jim McNerney, 737 MAX/MCAS combination and the badly flawed also openly bragged about his ability to make one that happened. So, as Bank of America analyst employees cower. Ron Epstein asked on a Boeing earnings call just This alignment of non-engineers, particularly after the April 2019 Ethiopian crash, “How did this when the CEO had a notoriously imperial style, was happen?” very bad from the standpoint of correctly allocating The answer largely relates to company culture resources and, most of all, listening to any concerns DURING THE and how Boeing values its employees, particularly by engineers. Delivering bad news was generally engineers. During the peak years of MAX regarded as a very bad career move. The many PEAK YEARS development, the labour-management situation could appalling emails that have been revealed as a result OF MAX best be described as ‘toxic.’ Company management of the investigations into the MAX disasters speak DEVELOPMENT, made a concerted effort to cut labour costs, eliminate to this terrible dynamic. Many engineers, flight test THE LABOUR- pensions and to destroy labour’s bargaining power. pilots and others had little recourse for concerns, and More importantly, Boeing engineers were disgruntlement was clearly widespread. MANAGEMENT also marginalised, in terms of their access to This very bad labour relations situation was SITUATION management. The BCA president who launched exacerbated by a remarkable increase in company COULD BEST BE the MAX left the company and his replacement, in rewards to investors. In 2012, just after MAX charge of the unit during the MAX development development began, 19% of operating cash flow was DESCRIBED AS phase, did not have an engineering degree. Neither distributed in the form of shareholder dividends and ‘TOXIC.’ did the company CEO. buybacks. By 2015, the last year of McNerney’s reign as CEO and at the culmination of MAX development, ABC this had risen to 99%, or $9.3bn in dividends and buybacks. McNerney’s salary skyrocketed, hitting $29m in 2014. The percentage of Boeing operating cash flow given to investors has since gone down but the absolute amount has risen – 2018 saw 84% returned but a record amount of $12.6bn. Between 2003 and 2018, Boeing returned a total of $78bn to investors. In 2019, it returned an additional $7.3bn (buybacks were suspended for part of the year but dividends were not). Thanks to the company’s heavy losses in 2019, that $7.3bn represented –304% of operating cash flow. This record of heavy shareholder returns is not just a matter of understanding the company’s recent

MARCH 2020 15 AEROSPACE Boeing – what next?

history. It also colours the very important question of and landings also make mid-market aircraft more what Boeing does to respond to a growing market eco-friendly. requirement. This mid-market growth also represents a shift away from twin aisles, which are the strongest part of The mid-market challenge, and Boeing’s product portfolio and towards single aisles, Boeing’s non-response which are the strongest part of Airbus’ portfolio. Indeed, Boeing’s current near-mid-market offerings The MAX recertification and return to service are not doing particularly well. The company has sold process seems overwhelming and will occupy around 650 737 MAX 9/10s (the company does management’s attention and other resources for the not provide a breakdown of MAX variant orders, so next six months, at least. Yet this crisis has masked we can only estimate from other sources). Thus, the over a challenge that may represent an even greater A321neo is winning by a 5/1 ratio. problem for the company. It has a huge mid-market One of new Boeing CEO Dave Calhoun’s first problem. actions was to order a rethink of the company’s new First, this segment – 200/250-seats with 4,000- mid-market aeroplane (NMA). This is probably the 5,000nm range – is extremely strong. The airline right move, since it was never clear how a twin aisle industry seems to have decided that mid-market design like the NMA could match the economics of airliners will be the centre of their fleet strategies. the A321neo, a single aisle design. In 2019, there was a total of 673 net orders for Yet, if NMA stays on the shelf, that would mean all Airbus and Boeing jets. Of these, 476 were for five years of wasted work. Crucially, it means that the A321neo. This year caps a remarkable run for Boeing will finish its first decade in company history the new Airbus jet, which has been launched in an without creating a clean-sheet new jetliner product. extended-range XLR variant. Airbus has sold 3,255 The question is whether Boeing still has the A321neos since the type was launched in 2011. stomach to launch any kind of new product any That is three times as many as the 1,049 757s sold time soon, despite the pressing need to challenge over 25 years. the A321neo. The MAX catastrophe has cost the There are several noteworthy A321neo order company at least $22bn and perhaps more. agreements in the pipeline, waiting to be signed. Right now, the signs are not encouraging. Over Airbus’ biggest problem is building these aircraft fast the 12 months to the end of September 2019 enough, which is one reason last year saw a decision Boeing borrowed net $10.7bn, but $6.4bn of this to open another A321 production line, in Toulouse. was used to support the share price through dividend This A321 demand represents much more than payments and share buybacks. The company is just airlines up-gauging their single-aisle jets in now preparing to borrow another $13bn; what are the name of efficiency; much of the reason for this the odds that this will not be largely given back to Below left: The MQ-25 mid-market interest is due to increasing airline route unmanned aerial refueler. investors, rather than new product development? fragmentation, a trend that will keep growing for Boeing and the US Navy This is a question of priorities. It is easily the years to come. successfully completed biggest question the company faces, other than the The reasons for this are clear: more revenue, its first test flight last MAX challenge. less expense. Airline passengers will pay more to September. fly directly to their final destination and it costs less Below right: Boeing’s Boeing defence: Problems with the for airlines to fly them directly, since a direct flight MH-139A Grey Wolf is a multi-mission helicopter – strategy involves half as many takeoffs and landings as a based on the proven flight that includes aircraft change at a hub such commercial AW139 Given Boeing’s recent string of military aviation as Heathrow or Charles de Gaulle. Fewer take-offs helicopter. victories (the MQ-25 drone, the MH-139 helicopter, Boeing Boeing

16 AEROSPACE Boeing

and the T-7A Red Hawk supersonic trainer) it is very The second loss is the Air Force’s ground-based Boeing’s new supersonic clear that the company is being very aggressive and strategic deterrent (GBSD) missile. Boeing has jet trainer, the T-7A Red is pricing to win. The company has also succeeded in decided not to contest this, largely because Northrop Hawk, developed with the help of Saab. getting its two legacy fighter jets – the F/A-18E/F Grumman, now the only bidder, is very likely to win. Super Hornet and F-15 Eagle – back into the US Northrop Grumman had made major investments in defence procurement budget. These aircraft are relevant technology, while Boeing has not. profitable and largely Boeing products. Finally, because it is far from clear that Boeing However, the majority of its defence work is still has an in-house combat aircraft design capability, different. When the T-7A won the T-X contract, it it is also unclear that the company can compete for quickly announced a very unusual up-front write-off, the emerging ‘sixth generation’ fighter requirements costing the company $400m. The KC-46 tanker, for the US Air Force and Navy. In fact, Boeing and which also won with a very aggressive contract its legacy companies have not designed and built bid, has cost the company about $4bn so far. The a truly in-house fast combat jet since the F-15, 50 last C-17 was belatedly delivered last year (it had years ago (the F/A-18 design came from Northrop’s been built in 2017). The P-8 is profitable but the YF-17). If the services want two sixth generation programme of record ends in a few years. fighter bidders, Northrop Grumman might have a Meanwhile, the company has grown increasingly more credible case, due to its B-21 design/build dependent on other company’s engineering and experience. design work. The MH-139 is a Leonardo helicopter with a Boeing nameplate. The T-7A is a largely Saab The common thread design, with a large degree of Saab manufacturing content. For too long, management at Boeing has viewed Also, Boeing has suffered two losses that clearly engineering and indeed aircraft and aerospace emphasise the limits of its strategy. In 2015, it lost systems themselves, as commodity products. This the very important Long Range Strike Bomber can be seen in both sides of the house, with bad programme (LRS-B) to Northrop Grumman. One key labour-management practices in the jetliner unit (and reason it lost is that it relied on an outside design that unit’s first decade without an all-new jet), and a team: Lockheed Martin’s Skunk Works unit was to move away from in-house technology development in design the aircraft that Boeing would build. the military unit. None of this has served the company This division of labour echoed the old Soviet well. Union approach of separating design bureaus from However, a good executive should heed Winston production factories. It also added programme risk. Churchill’s words and never let a crisis go to waste. The Air Force went with an integrated design/build Boeing’s troubles are a perfect example of this. proposal from Northrop Grumman instead (now the The company has both the need to change and the B-21 Raider). opportunity to make that change happen.

MARCH 2020 17 Alan Warnes

DEFENCE NATO collaborative programmes

Stronger together

NATO is set to usher in a new era of joint capability programmes over the next decade, as a way of increasing capabilities at a lower cost for its 29 member nations. ALAN WARNES explains.

ntil recently, NATO only ran two to emphasise the agency’s main strength: “The aviation-related collaborative acquisition process and the developing of capabilities programmes. The Airborne Early is very complex; we help smooth the way.” Warning and Control Force (AEWCF) at Geilenkirchen, Germany is nearly Airborne Early Warning U40 years old and the Strategic Airlift Capability at Papa, Hungary celebrated its 10th anniversary in The first collaborative NATO programme, the July 2019. AEWCF, was set up in 1980 when NATO opted to NATO is now set to launch more of these buy 18 Boeing E-3A AWACS – the US term for programmes and the reason is simple, as the NATO AEW&C. Having the ability to detect hostile aircraft, Support Procurement Agency (NSPA) Director missiles, ships and other weaponry well beyond of Life Cycle Management, Rudolf Maus told the NATO borders means these aircraft are a valuable author: “Only one or maybe two nations can afford asset. However, the aircrafts’ operational onboard its own capabilities. Besides all the other aspects systems are approaching obsolescence, having like interoperability, multinational co-operation is the received no upgrade since 2005 and their computer way to go and the eastern Europeans are very happy processors, servers and equipment are slow and for it. Acquisitions are very complex, then you have outdated. to develop the capabilities.” Maus, a former German The 14 surviving E-3A AWACS could exchange Air Force officer who joined NSPA in 2015, is keen information via digital datalinks, with ground-based,

18 AEROSPACE NATO’s fleet of 14 E-3As are set to be upgraded in a $1bn deal with Boeing. Longer term, NATO is already looking to replace the fleet, by 2035, with its Alliance Future Surveillance and Control (AFSC) solution.

sea-based and airborne commanders but needed more capacity, including an enhanced satellite communications (SATCOM) system to transmit more data. With the huge leaps in technology since 2005, NATO finally announced a $1bn Final Lifetime Extension Programme (FLEP) deal with Boeing on 27 November, after months of wrangling over the budget. At the news conference, NATO systems as part of capability path. The architecture Secretary-General Jens Stoltenberg told reporters: is open – and depends upon affordability for “The modernisation will ensure that NATO remains the nations.” Maus believes that throwing away at the leading edge of technology. It will provide everything that NATO already has and starting with AWACS with sophisticated new communications something brand new might not be the affordable and networking capabilities, so these aircraft can solution. He adds: “For us, AFSC has a high priority, continue their vital missions.” as it is the first NATO acquisition from scratch – to Despite these far reaching upgrades that will get 29 nations under one umbrella, that’s not easy. see the E-3A continue in operations until the mid- We know that multinational co-operation is the way 2030s, NATO is already considering options for forward and it’s setting the scene for future similar their replacement. At the 2016 Summit in Warsaw, approaches. That’s why I think it’s a high priority.” NATO launched the Alliance Future Surveillance and Control (AFSC) specifically to develop options for MMF future NATO surveillance and control capabilities. In February 2017, NSPA was tasked to lead the AFSC One of the most exciting programmes and most Concept Stage and conduct studies and develop imminent is the Multinational Multirole Tanker technical concepts. These studies will help inform Transport Fleet (MMF). Back in 2011, the European future decisions by NATO, individual nations or Defence Agency (EDA) started an initiative to multinational groups to acquire new systems in time address Europe’s shortfall in the air-to-air refuelling before the AWACS fleet retirement. capacity. Now it has matured into a programme On AFSC, Maus told AEROSPACE: “We have under NATO ownership and management, with the very high level requirements from NATO and now in NSPA being supported by OCCAR (Organisation for Colonel Jurgen van der Phase 2 we are going to industry for concepts and Joint Armament Cooperation). Biezen of the Royal high level feasibility studies that will help us come There are currently eight A330 MRTTs being Netherlands Air Force, was appointed commander of close to the technical solutions. The solution doesn’t procured for strategic airlift, air-to-air refuelling the MMF on July 16. necessarily have to be a backbone but to link in new and medical evacuation (MEDEVAC). They will be operated by a multinational MRTT unit, comprising Belgium, Czech Republic, Germany, Luxembourg, NSPA The Netherlands and Norway but there is scope for increasing the partners and the contract allows for three more aircraft. Five A330 MRTTs will be based at Eindhoven, Netherlands and three at Cologne, Germany, with the first aircraft set to be delivered to Eindhoven on 2 May. On the needs of the partners, Maus commented: “Germany is the largest contributor with a need for 5,500hr, which makes up five aircraft.” The Netherlands will take up 2,000hr a year, which is nearly two aircraft. Belgium will take 1,000hr, Luxembourg 200 and Norway 100. The Czech Republic signed a memorandum of understanding with NATO’s MMF on 24 October for 100hr, which will increase the total hours to 8,900hr. All the A330MRTTs are controlled under Dutch military rules and will, therefore, wear Royal

MARCH 2020 19 DEFENCE NATO collaborative programmes NSPA

The first of eight A330 Netherlands Air Force roundels and serials. Jan Colonel Jurgen van der Biezen of the Royal MRTTs for NATO’s Der Kinderen, NATO NSPA’s System Manager Netherlands Air Force took on the command of the Multinational Multirole MMF, recently told the author: “Not all of the hours MMF unit on 16 July and is among those training Tanker Transport Fleet (MMF) will be handed over will be taken up by AAR. Many of the countries on the A330MRTT in Seville. Rud will use them for transport, as well as olf The MMF is a prime example of why at Eindhoven, Netherlands Ma us , on 2 May, 2020. medical evacuation.” D collaborative programmes could be so ir e He continued: “From an c attractive to NATO’s eastern European t o r

operational perspective we o air forces. Both the Hungarian Air Force f

i f

negotiated for eight aircraft but e and Czech Air Force Gripen pilots have

from a contractual perspective we c struggled to gain the necessary air-to-

negotiated for up to 11. We are M air refuelling (AAR) currency and the a

starting to see the latter materialise, e MMF will be one solution for the latter.

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, P with another nation [which he wouldn’t A Mauser agreed: “These are the hard facts name] looking to buy into a ninth aircraft that drive multinational co-operations [like with a need for up to 1,000hr. Other nations are Baltic Air Policing].” Der Kinderen hopes that, with interested too which would cover the tenth.” the Czech Republic joining, other smaller NATO nations, such as Hungary with its Gripens and Tanker of choice Slovakia, when it receives F-16s in 2023/24, might follow. The A330 MRTT was the tanker of NATO’s choice. Unlike the Voyager configuration employed by the Alliance Ground Surveillance (AGS) RAF which has triple hose and drogues, one under wings and the central station, the NATO aircraft will Another programme set to become operational in have a boom. Der Kinderen continued: “Many of the 2020 is the Alliance Ground Surveillance (AGS) participating nations have aircraft that require boom system. The first of five Northrop Grumman RQ-4D receivers.” He stressed, “These are not sovereign Global Hawks unmanned aerial systems (UAS), that assets; the nations don’t own them but they have will form part of the AGS, arrived at its new home, ‘assured access’ to the flying hours and the partner Sigonella Air Base, Sicily, Italy on 21 November nations are the only ones that can use them.” after a 22-hour flight from Palmdale, California. The first NATO A330, made its maiden flight Delivery came more than three years later on 28 November, 2018 from Getafe, Spain, where than the May 2012 contract – said to be worth it was built. Der Kinderen continues: “The first four around $1.4bn – stipulated. The programme is crews, two pilots and a boom operator, are training being supported by 15 allies: Bulgaria, Czech at [Airbus] Seville, Spain. They are from Germany, Republic, Denmark, Estonia, Germany, Italy, The Netherlands and Belgium, the only three Latvia, Lithuania, Luxembourg, Norway, Poland, nations that provide flying staff. Romania, Slovakia, Slovenia and the US. The

20 AEROSPACE NATO AGS Force, activated in September 2015, several manufacturers that are interested. Several with its AGS Staff Element Implementation Office aircraft could currently fulfil this requirement but (AGS-SEIO) located at the headquarters of Allied we are talking here of a MSA/MPA for the future, Command Operations (SHAPE), are responsible say in the late-2020s. It would have to offer for ensuring the successful operational integration all the technological needs that are emerging, and employment of the NATO AGS core capability. including an increase in artificial intelligence. Saab Once operational in late 2020, the AGS will be could offer its Swordfish configuration, probably operated and maintained by NATO on behalf of all in a Global 6500, Boeing the P-8 Poseidon and 29 NATO members. The AGS will enable NATO to Lockheed Martin cite its Sea Hercules but one perform persistent surveillance over wide areas emerging option could be the Airbus 320MPA. from the Global Hawk, operating in all weather Alberto Gutierrez, Head of Airbus Military Aircraft conditions at considerable stand-off distances. told journalists in November: “We do believe in Being based in Sicily not that far from the Middle configuring civil platforms to the best of class East and North Africa, it’s fair to say that most of military platforms, just look at the A330 MRTT. We its spying activities will be focused in the MENA are currently looking at A320neo in the MPA role region. and we are investigating critical factors such as how to fly the aircraft low at low- speeds. There will Advanced radar be a change in avionics and the inclusion of bomb bay for anti submarine warfare ops – that’s an area The RQ-4D is equivalent to the USAF’s Block we are currently working on. The solution would 40 derivative and will operate in all-weather conditions with the AN/ZPY-2 Multi-Platform Radar Technology Insertion Program (MP-RTIP) sensor – an advanced air-to-surface radar for wide area surveillance of fixed and moving targets. Using these advanced radar sensors, the system will continuously detect and track targets throughout the areas of interest. In addition, the UK (probably Watchkeeper 450/Hermes 450s operating from RAF Akrotiri, Cyprus) and France as part of their contributions, will provide aircraft to complement the Global Hawks. The main operating base, Sigonella, will serve as a NATO Joint Intelligence, Surveillance & Reconnaissance (JISR) deployment and data exploitation centre. Just as AWACS monitors the airspace, AGS will observe what happens on the ground, providing the situational awareness required by NATO. Companies from right across the NATO spectrum, including Airbus, Leonardo Northrop Grumman and Kongsberg, make up the NATO AGS capability. When the author spoke to the Czech Air Force see modifications to the engine and aerodynamic The first RQ-4D Global Commander, Major General Petr Homek recently, changes. We would need to introduce a MAWS Hawk was delivered to he said, that their support for the AGS programme (Missile Approach Warning System) to work in a Sigonella Air Base in was to allow the Global Hawk to fly through our air NATO environment that will replace some other Sicily on 22 November. It is one of five that will space: “so we are a partner but we are not sending capabilities.” fulfil the requirements any personnel to Sigonella to work the system.” of the Alliance Ground Training together Surveillance. A NATO MPA? NATO is keen to look at more collaborative Another collaborative programme now bubbling programmes like flying training. Some industry under is a maritime surveillance/maritime patrol players like Leonardo are offering options, with aircraft requirement. NSPA will work with the wider its International Flight Training School and new industry for a solution. Maus comments: “It is at the M345/M346 jet trainers. NATO is certainly early stages now but more than a handful of nations interested in industry financing and operating such have spoken to NSPA, around a table, to see what’s a system and Maus thinks it sounds attractive, “It possible in the future. We are enabling it but the is not a NATO requirement now but could be in the requirement by NATO has to drive it.” future. We have been in dialogue with Italy to see if No one at NSPA was able to comment on the it could yield benefits and if it could come up with a MSA/MPA requirements right now but there are platform that might attract other nations to join.”

MARCH 2020 21 AEROSPACE Flight simulation and modelling for urban air mobility Simulating the urban air mobility revolution

GORDON WOOLLEY reports from the RAeS Flight Simulation Group’s recent conference, Rotorcraft Simulation – Trends and Future Applications, which considered the modelling of urban air mobility vehicles. here is rapidly growing professional and public interest in the development of novel air platforms, which fall under the umbrella term electric air vehicles (EAVs). These vehicles range from small Tdrones to ‘urban air taxis’ and small commuter craft, and may be piloted, remotely controlled or fully autonomous. These novel platforms present exciting new and stimulating challenges for the aerospace industry, not just in the platforms themselves, which are emerging in an enormous variety of designs, but also in the range of potential missions and applications they could undertake. They are also re-energising interest in all aspects of aviation – design, research, engineering, control, operating environments and procedures, safety, public acceptance and regulation. These aspects, in turn, present additional issues and challenges which will need to be carefully considered before these aircraft, especially the larger passenger-carrying platforms operating over populated areas, can be introduced into service. Modelling and simulation (M&S), and the use of synthetic environments, will play an essential part in ensuring that all the issues are investigated, operational parameters validated, ‘what ifs’ worked This session, Unmanned and Electric Vertical through and operations and training are optimised. Take-Off and Landing (VTOL), was introduced The RAeS Flight Simulation Group’s recent by a keynote address from J Scott Drennan, Vice conference, Rotorcraft Simulation – Trends and President of Innovation, Bell, titled ‘Air Taxis and Future Applications, aimed to identify trends for future Unmanned Air Cargo’. applications in rotorcraft simulation and examine The presentation described Bell’s developments ways of addressing the needs of the rotorcraft in on-demand mobility, using powered lift aircraft to community for better simulation. Since most of move people, goods and data from point A to point these novel platforms are in the forms of electrically- B when you want and where you want it, using the powered rotorcraft, the conference devoted a session company’s Nexus and Autonomous Pod Transport to discussing issues associated with them. (APT) projects to illustrate its work. Vertical Aerospace Vertical

22 AEROSPACE Nexus is a ducted fan hybrid-electric aircraft Leonardo’s Dr Binoy Manimala gave a fully capable of autonomous flight, which is aimed at presentation on the ‘Further Developments of on-demand urban air mobility (UAM). It can convert Synthetic Environments to Support the Early from helicopter mode to airplane mode, just like Bell’s Evaluation of Unmanned Rotary Vehicles’, in this tiltrotors. case in a ship deck-landing application, describing The APT is an electric VTOL vectored thrust the work that was carried out creating and multicopter unmanned aerial vehicle (UAV), and integrating the elements that build up the synthetic comprises a scalable family of electric cargo drones environment representing a rotary wing unmanned for commercial and military applications. The APT system operating in the ship dynamic interface. The uses gimbaled propellers at each end of biplane- trials use a conventional helicopter, equipped to style wings. A cargo pod with bracket attachments operate and gather data in an autonomous mode. sits between the wings. Under each rotor is a ‘vector As the session illustrated, Bell, Boeing, and thrust module’ containing the batteries, speed Leonardo are already using their expertise and controllers, and the motors for the propulsion system. resources to research a number of the issues and An integrated avionics and sensor suite is embedded challenges presented by EAVs. In fact, most major within the airframe. The APT is autonomous and aerospace companies are taking a close interest in designed to fly along predetermined routes. The this emerging sector, though they are taking rather presentation covered air vehicle configurations and different approaches. However, some of the wider technologies (including more electric propulsion, aspects, outside the vehicle types, applications, advanced flight controls, and autonomy), as well operating environments, and markets being as aspects of the ground, air and general mobility addressed by the established aerospace companies, infrastructure necessary to unlock this mode of need more detailed study, particularly those being transportation for everyday use. serviced by the newer and smaller entrants in the field. Future mobility networks One of these smaller entrants is Vertical Aerospace. As the conference session’s other The following presentation, by Egan Greenstein, programmed presenter was unable to participate, a senior director in Boeing NeXt, was titled ‘The the gap was used to give the Bristol-based company Use of High Fidelity Modelling and Simulation for the opportunity to describe its latest development the Study of Future Mobility Networks.’ Greenstein aircraft, and open up the discussion to help identify leads the Future Mobility Analysis Center for Boeing broader issues. NeXt, an organisation that is laying the foundation Vertical Aerospace is ‘building technology to for a next-generation mobility ecosystem in which revolutionise how people fly, by making air travel autonomous and piloted vehicles can safely coexist. personal, on-demand and carbon free’ and has a He noted that the ‘future mobility ecosystem’ has flying eVTOL aircraft, the Seraph, with a payload generated intense interest from innovators, investors, of 250kg. The Vertical Aerospace representatives, and regulators alike. He emphasised that, while the Anthony Murira, avionics systems engineer, and potential of disruptive aviation technologies and new George Paschalis, lead systems and integration business models is exciting, it is important that we engineer, were attending in the conference to continue to explore the operational requirements learn more about rotorcraft simulation, and how and trades to make them safe and successful. their own product development might benefit. Their In addition to building new air vehicles and other presentation, and an ad hoc panel discussion, were mobility solutions, Boeing NeXt has developed a high conducted under the heading ‘Can M&S Contribute fidelity modelling and simulation environment that To The Development, Trials, Introduction, Operation underpins and empowers their research into this new and Safety Of Electric Air Vehicles?’ They raised realm. Boeing can build upon more than a century of a range of interesting questions and ideas, and Main image: Bristol-based operational aeronautical experience, and decades of made it clear that there were a number of areas in startup Vertical Aerospace operations analysis using Boeing-developed high- which additional simulation and modelling within revealed an electric vertical fidelity simulation, and NeXt’s ‘digital twin’ research the industry would support their work. The panel take off and landing aircraft environment addresses the vehicular, environmental, went on to identify some more general issues which (eVTOL) prototype named Seraph, capable of carrying regulatory, and business factors that will ultimately required further studies and research under the loads of up to 250kg. determine success. following general headings:

MARCH 2020 23 AEROSPACE Flight simulation and modelling for urban air mobility Boeing

Porsche and Boeing signed a memorandum of understanding to explore the premium urban air mobility market and the extension of urban traffic into airspace.

● Performance modelling: power and control such as battery materials, were in ever margins, performance in icing, heavy greater demand, and likely to become scarce. precipitation, and other extreme conditions Additionally, the electricity generating capacity ● Cybersecurity needed for large fleets would put considerable strain on green and renewable energy ● Flight profiles: Navigation, routeing, sources. In response, a number of alternative deconfliction, obstacle avoidance, collision and mitigating factors were noted: fuel cells avoidance, and alternate and safety landing site could replace batteries; recharging could be selection minimised by intelligent management of flight ● Communication, data exchange, position time and energy consumption; and air transport reporting, status reports, emergency notification should not be considered a replacement for and signalling mass passenger and freight movement, but for ● Base and landing site operations, including conveying high value or urgent payloads, and charging, taxiing and relocation, passenger and relieving surface congestion where appropriate. freight handling ● The management of the transition from ‘all ● Vehicle crashworthiness, survivability, human’ to ‘all autonomous’ would pose problems emergency service issues, such as emergency for the differing capabilities, acceptable planning measures, fire and rescue expertise, operating conditions, decision making etc, of medical response and the environmental impact ‘mixed’ fleets. of vehicle crash or damage ● Control and harmonisation of airspace would be ● Regulation and licensing of pilots, controllers, needed, with globally recognised standards. operators, operations staffs, and maintenance ● Regulation would be a major issue, and both and airworthiness engineers regulators at the conference expressed a desire The session presenters’ panel discussions raised to be involved in further study and research. many interesting questions from the audience, Ideally, regulation should lead the introduction including; into service of these novel air vehicles rather ● Should Asimov’s ‘Laws of Robotics’ be used as a than play ‘catch-up’ as platforms were fielded starting point for control laws? It was clear that and services were brought into operation. safe operation was a major concern, especially A poll of the audience supported a proposal for recognising that, as with aircraft crashes, public further study to identify and encourage research, reactions to such high visibility accidents has modelling, and simulation for this new field, and a major impact on the initial acceptance and the Flight Simulation Group’s intention to invite future viability of operations. the RAeS to endorse a study, and engage with ● Both cybersecurity and potential misuse by interested expert groups. A number of delegates terrorist groups were questioned. and speakers confirmed their willingness to join ● It was noted that a number of natural resources, such a group, if formed.

24 AEROSPACE EAVs – wider implications

The conference covered a lot of ground but a survey of the industry news reveals just how broad and complex it is. There are about 200+ companies involved, including all the major helicopter manufacturers and aerospace companies. However, there is considerable uncertainty in how markets for the air vehicles and their applications will develop, especially for the larger, passenger-carrying, platforms, and many in the industry are adopting a ‘wait and see’ attitude, conducting their own studies, and researching the issues and challenges raised, while watching how the technologies evolve.

Urban Air Mobility

Two recent AEROSPACE articles by Bill Read reported on the first Global Urban Air Summit (GUAS 2019) held last year at Farnborough. This event looked at the challenges facing developers of electric Bell VTOL (eVTOL) flying vehicles, and the economic Between the passenger-carrying air vehicles factors and issues they raise. The articles provided involved in UAM and small drones, there are many Textron Bell’s Nexus urban a comprehensive overview of the development of, roles and missions which could be undertaken by air mobility vehicle has and plans for, this emerging industry and noted that mid-level EAVs, air delivery vehicles carrying freight switched from six to four the introduction of electric-powered air taxis as an from the drones’ small payloads and limited range, ducted fans in its design. alternative form of urban air transport will require to those capable of carrying several hundred kilos major changes in regulations, air traffic control over considerable distances. It is a truism that new and infrastructure. The reports cited a study from technologies open up unforeseen uses and markets consultancy Roland Berger (Urban Air Mobility – and that is inevitably going to be the case with The Rise of a New Mode of Transportation) which eVTOL development. If the estimated demand for estimates that, by 2050, 98,000 passenger drones passenger carrying noted earlier is at all accurate, will be operating in around 100 cities. how much greater is that for freight? Many aspects of urban air taxi operations have Adding the lower airspace to surface routes parallels with existing air transport practices and enormously expands the scope for traffic but that procedures, including regulatory procedures, which airspace is limited by the performance of the air offer a solid foundation on which to build. That is not vehicles themselves, by topography, by the plethora the case at the other end of the scale, where the of obstacles and hazards at the lower heights and proliferation, and often irresponsible use, of small by the practical problems of traffic separation by recreational drones has resulted in real hazards to direction, sector, or height within these limitations. aircraft, and attracted considerable adverse publicity. Trajectory planning, management, and deconfliction for large numbers of air vehicles will be challenging. Drones and cargo-carrying EAVs Those trajectories must take account of the complete flight cycle. Flights between established This activity could have an impact on the public’s operating sites should be relatively straightforward. acceptance of small EAVs entering commercial For flights to domestic premises and to ad hoc use. Small drones, with payloads of 1 or 2kgs, are locations such as an accident site, the en route sector reaching operational readiness, with trials and ‘proof may be the easy part. However, delivery to the door of concept’ demonstrations already underway in the of a home beyond line of sight (LOS) of the point US under FAA Part 107, which requires a remote of despatch or control, in densely populated areas, operator with line of sight (LOS) to the air vehicle, with many obstacles and high levels of activity, or to and Part 135, which permits operations beyond LOS premises in high rise buildings, would require great with some restrictions. Revenue-earning flights, to precision. Furthermore, delivery to the door, even designated destinations, are being conducted by if possible, does not guarantee that the cargo was UPS, and a growing number of organisations are received, as would be the case with current delivery offering drone pilot training to meet the anticipated means in which the final stage is accomplished need. Halldale’s CAT magazine issue 6/2019 gives a by a human. Perhaps a modern replacement for comprehensive roundup of the way drone training is the conventional postbox, in the form of a sort developing, addressing one of the enablers to what is of ‘technological pigeon loft’, might be needed; a likely to become a major service industry. receptacle accessible by an EAV’s cargo drop, with its

MARCH 2020 25 AEROSPACE Flight simulation and modelling for urban air mobility

own digital ID transceiver linked to the homeowner’s ameliorate one of the major problems that air routing smartphone or social media network, and perhaps is designed to overcome, that of road congestion. transmitting the parameters for a safe approach While ‘urban’ mobility offers the most path, could enable delivery directly to residences in opportunities for markets and is thus the main focus difficult to access or high rise buildings and provide of attention, some companies and organisations SHOULD confirmation of delivery. are looking more towards rural and remote area ASIMOV’S The delivery cycle should also include the return operations and potential uses, where difficult terrain, ‘LAWS OF flight, and possibly the need for return cargo. One and the lack of other transport infrastructure, make of the attractions of online ordering and delivery aerial delivery a promising alternative. ROBOTICS’ is the ease of returning unwanted items. Delivery BE USED AS companies factor in high rates of rejection and Conclusions A STARTING return, and new delivery means would have to take POINT FOR account of issues such as this. A closer examination In conclusion, the variety and potential uses of EAVs, of the practicalities of point-to-point delivery would especially against a background of a ‘connected CONTROL reveal other considerations. society’, AI and data analytics, open up tremendous LAWS? Not least among those practicalities would be scope for involving and enthusing a new, broader the accountability, and legal liability, of the operators, range of aerospace professionals, and new controllers and others involved. The increasing challenges for modelling and simulation. reliance on automation in piloted operations It is clear that the industry is working on concepts is already raising complex questions and the centred on a range of platforms, from those able to progression via remote control to full autonomy will carry payloads of a few grams over a radius of flight further complicate issues of liability when things of a few kilometres, to those able to carry a number go wrong, especially when the programming and of passengers with ranges of 100km or more. Most artificial intelligence (AI) behind the autonomous of these will share the same airspace, and impinge systems may not be fully understood. It will be on the public’s awareness in much the same ways, essential, in these circumstances, to demonstrate so will therefore be subject to similar procedures that, whatever the processes driving them, the and constraints, despite their differing characteristics outcomes of autonomous decision-making are safe and capabilities. They will also have to compete with and predictable. other existing and emerging surface and air vehicles and to demonstrate that their particular practical EAV ecosystems and the connected and economic advantages make the investment in smart environment platforms and the infrastructures needed to make then economically viable will generate a return. Large scale EAV operations and the facilities and Eliminating the expensive and payload-limiting pilot services complementing and enabling them, will would be a major advantage but removing the ‘last form ‘ecosystems’. It is important that the imagination line of defence’ will demand rigorously tested and and enterprise of smaller companies which could proven autonomous control systems. contribute to these operations and services is helped Modelling and simulation will have a significant to flourish; modelling and simulation could play role in realising the potential and assuring safe, a significant part in doing this, and in identifying efficient and well-regulated sector of the aerospace opportunities in the market that the interfaces with industry. That role will include: the delivery vehicles open up. ● Supporting technological development However, air vehicle development is not happening in isolation. There is increasing attention ● Revealing and evaluating potential uses and being given to the wider ‘connected environment’ markets and to the concept of ‘smart cities’ and the roles and ● Demonstrating compliance for regulation means of mobility within them. ● Risk assessments and evaluation of The development of alternative ‘green’ and accountability, particularly demonstrating the autonomous ground vehicles will provide keen outcomes of AI-driven systems competition for air mobility. With fewer payload and ● Training pilots, controllers and operations staff range limitations, fewer safety concerns, easier passenger security and handling and lower operating ● Finally, not least, in informing and educating public costs, many of the roles foreseen for air delivery so that their expectations are realistic, and fears could be undertaken by ‘on-call’ fleets of small alleviated. electric cars or vans, especially if, as seems likely, The Society’s Flight Simulation Group is examining car ownership is largely replaced by these same how best to adjust its scope to take account of this fleets and concepts such as Mobility as a Service emerging field of interest, and support the simulation (MaaS) evolve. Such developments will also help community which is growing to serve it.

RAeS Urban Air Mobility Conference 2020 24-25 March 2020, RAeS HQ, London

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Untitled-2 3 21/02/2020 16:57 AEROSPACE eVTOL and airspace management

Urban air mobility identity parade

BEN MARCUS, CEO of AirMap, examines how Remote ID will be needed to pave the way for urban air mobility. A method of tracking eVTOLs to improve air navigation providing better communication, navigation, surveillance and automation services, is essential and may come with unmanned traffic management services.

was born and raised in Los Angeles, California, estimates that the market for urban air mobility will a city with some of the worst traffic in America, reach $1.5tr by 2040. so perhaps it comes as no surprise that I In order for high-scale UAM to be realised, we started a company because I want people to be need further innovation across every element of air able to fly to work. navigation, communication, navigation, surveillance, II’m happy to say that we are now closer than and automation. These innovations will get us closer ever to a world of flying taxis, highways in the to unlocking airspace capacity, so that people can sky and a sophisticated and unified air traffic commute to work in eVTOLs. UAM means people system. NASA predicts that, by 2030, there will won’t have to fight the traffic in Los Angeles, or be approximately 23,000 air taxis transporting anywhere else in the world. approximately 740m passengers worldwide. The DEKATONE Urban air mobility (UAM) promises numerous UAM starts with UTM Flying Car is a benefits to society: an airborne alternative to concept eVTOL crowded freeways, fewer fossil fuel emissions, and The innovations described above make up what we being explored by the ability to use the airspace to provide emergency call unmanned traffic management, or UTM. Today, Dekatone, based services to people in crisis. Morgan Stanley UTM consists of the foundational systems that in Toronto, Ontario, Canada.

28 AEROSPACE service recreational and commercial drones. In the accountability in the airspace system. long term, UTM will provide services for urban air The US isn’t the only region evolving drone mobility and other new novel uses cases for aircraft. regulations with e-identification in mind. Similar UTM is a set of digital infrastructure and efforts in the EU, India and other nations demonstrate services that use high levels of automation to an increased and urgent attention towards ensuring enable unmanned aerial systems, or UAS, to fly safe drone enablement. Understanding who is flying safely in low-altitude airspace. UTM technologies unmanned aircraft and for what purpose sets the are being developed around the world by industry, foundation that makes high-scale BVLOS, night-time in partnership with authorities and airspace and, increasingly, autonomous operations possible. stakeholders, to support safe, scalable, and increasingly autonomous drone operations. Creating a Remote ID standard Today, airspace authorities rely on UTM services like e-registration, geo-awareness, and digital The industry has made exciting progress in authorisation for safe drone integration. UAS developing and proving out technologies and operators use UTM services to understand the standards for Remote ID and other UTM capabilities, airspace environment, perform strategic deconfliction with the ultimate goal of enabling UAM. As low- in the flight planning process, request airspace altitude airspace gets busier with high-density authorisation in controlled traffic region (CTR) and unmanned traffic, UTM will expand and evolve to maintain situational awareness while in flight. equip eVTOL aircraft with information and services These services are essential to UAM to ensure seamless and real-time navigation, routing, enablement, as eVTOLs will require programmatic geofencing, deconfliction and authorisation. access to airspace intelligence and automation AirMap is one of many contributors to the services to make real-time decisions about routing, development of an industry-wide standard for tactical deconfliction and authorisation. Moreover, Remote ID and Tracking (ASTM WK65041). The what makes UAM unique from most UAS operations global standard provides a flexible and scalable way taking place today is that UAM takes place beyond to remotely identify drones while protecting operator visual line-of-sight (BVLOS) by semi- or fully- privacy, allowing USSs/USSPs to share information autonomous aircraft. For this type of unmanned only when necessary and ensuring interoperability operation, we need Remote ID. between all participants for both network and broadcast methods. Remote ID is essential to UTM and In 2019, AirMap developed Remote ID UAM technology and participated in numerous collaborative Remote ID demonstrations. Project partners include Remote ID is a UTM capability that allows UAS AiRXOS (part of GE Aviation), ANRA Technologies, operators, government authorities, law enforcement, CAPE, Chula Vista Police Department, the City of San and the general public to identify drones using Diego, CNN, the FAA, Flite Test, Involi, Kittyhawk.io, operator and positioning information. Specifically, Motorola, Orbitalise, the Swiss Federal Office of Civil Remote ID gives authorities better awareness of Aviation (FOCA), skyguide, Uber, UASidekick, Wing UAS activity, and assists airspace authorities, law and Skyward (a Verizon company). enforcement, and security agencies in carrying out This is just the beginning. Continued collaboration their duties, and provides curious citizens with a way across industry, authorities and other stakeholders is to find out more about UAS operations happening needed in order to usher in the next era of aviation nearby. This is important because it provides visibility with UAM. and fosters a collaborative ecosystem that can support more complex operations, including beyond visual line- What’s next? of-sight (BVLOS), night-time and autonomous flight. In December 2019, the US Office of Information Remote ID is one of many foundational innovations and Regulatory Affairs (OIRA) approved the that have to come to the airspace before high-scale Federal Aviation Administration (FAA) Remote urban air mobility is possible. The UTM system we’re ID Notice of Proposed Rulemaking that allows building today will serve as the bedrock for urban air authorities to track and identify nearly all drones mobility. By creating a new air traffic management operating in US low-altitude airspace. According paradigm that allows drones to fly safely, to the rule, UAS operators exchange aircraft autonomously, and at scale, we pave the way for position and appropriate identifying eVTOLs to ferry people through the low-altitude sky. information with recipient There are hundreds of active eVTOL projects stakeholders across worldwide, and test flights are already underway. By a secure, internet- 2030, hailing a flying taxi may just be the new norm. enabled network to promote safety, RAeS Urban Air Mobility Conference 2020 transparency, and 24-25 March 2020, RAeS HQ, London

MARCH 2020 29 AEROSPACE eVTOLs and fly-by-wire Unwired urban air mobility Honeywell Aerospace

BINDU CHAVA, Director of Product Management, Honeywell Aerospace, looks at how fly-by-wire technology will propel advances in urban air mobility.

rban air mobility (UAM) continues to and propulsion motors, thereby eliminating the need be a hot topic in both the aero industry for heavy hydraulics, control cables, or pushrods – a and the wider consumer domain. With crucial factor when it comes to lightweight UAM companies such as ride-hailing giant vehicles. Uber making significant investment in Fly-by-wire is not a new concept; the technology Uthe sector, it’s clear that flying taxis are no longer has been developed and honed over many years and just a concept limited to sci-fi novels and movies. can be found in operation on almost every aircraft However, for UAM to become a widespread and today. However, adapting FBW technology for a accepted reality, the technology behind it must be lighter, smaller aircraft, such as those required for reliable, safe, low noise and stringently tested. As UAM, is a new challenge. well as this, public acceptance will be critical. In some ways, FBW for the electric vertical Across the space, UAM technology is being take-off and landing (eVTOL) aircraft that will enable adapted and built upon, based on the foundations UAM is much the same as the technology we deploy of its older counterpart: the aeroplane. Innovations in traditional aircraft today. The key difference lies in avionics, navigation and flight control systems are in the complexity of the aircraft itself. For example, enabling a new era of safe, clean, urban air mobility a conventional fixed wing aircraft with ailerons, vehicles. The beating heart behind tomorrow’s elevators and a rudder can be controlled using a aircraft should be the compact fly-by-wire (FBW) mechanical control system. However, for smaller and flight control system. The FBW system drives electric more complex eVTOL applications, such a system actuators and dynamically adjusts flight surfaces would not be suitable. This is where FBW comes in.

30 AEROSPACE Honeywell is Volocpoter working with a number of eVTOL innovators, including Jaunt, Vertical Aerospace and Volocopter.

Tuning the wireless for UAM will naturally be complete automation – eventually pilotless operations. There is the suggestion that Specifying FBW technology for UAM aircraft UAM aircraft could in fact use a pre-existing requires careful consideration of the size, weight autopilot system. However, what needs to be taken and circumstances in which they will fly. eVTOLs into consideration is the fact that the objective for example, typically use lighter, smaller airframes of UAM is the transportation of people or goods, compared to conventional aircraft. Therefore, likely at lower altitudes compared to conventional associated FBW technology needs to fit within this aviation applications. Therefore, one must consider smaller footprint. Some next generation eVTOLs heightened regulations and safety measures, rely on six to eight lifting fans, as well as a number something which full autonomy is not yet capable of of pusher fans and control surfaces. This renders it meeting. FBW systems have the capability to operate virtually impossible to mechanise a control system aircraft, however they need to be informed to do so. which a human pilot could use. The sheer complexity Behind the FBW technology is a host of algorithms, and number of effectors required are beyond controlling transitions between vertical and horizontal human capability, which is why a FBW system is flight, which is ultimately controlled by human necessary to automate these processes. Designers intervention. also recognise the need to simplify the way in which Automation is not a new concept in aerospace. eVTOL aircraft are flown. Simpler aircraft controls For decades, some level of automation has been leads can directly reduce the chance of human error used in commercial aircraft – from flight management impacting flight safety. systems (FMS) to FBW technology. Designing this Thanks to advances in technology over the past type of system is conventional technology. However, decade, modern processors have become much the human element remains relevant and, more smaller, allowing for a reduction in the overall size. importantly, vital. The challenge does not lie in the This means that UAM aircraft can acquire some of capability of the FBW or the automated technology the same FBW capabilities as air transport aircraft, itself but in the competence of artificial intelligence without compromising on size or weight. It is not (AI). Until AI is able to make contextual decisions, dissimilar to the advances that we have seen in some level of human overview will be necessary, and mobile phones in recent years – today, smartphones this will be the main challenge to pilotless flight. encompass highly powerful processing abilities but Safety is the number one priority for all remain small, light and have lower power requirements. companies developing aircraft for UAM. FWB The key enabler for FBW systems for UAM technology allows for greater control than would aircraft is electromechanical (EM) actuation. For otherwise be possible. With eVTOL aircraft, both UNTIL AI IS example, it would be extremely cumbersome for horizontal and vertical flight must be taken into ABLE TO MAKE an eVTOL to have hydraulics installed within it. consideration. In particular, gusting wind can Therefore, EM actuators are paramount to the cause you to not only lose lift but can also cause CONTEXTUAL operation of these aircraft. These actuators use small pitching and rolling, which must then be corrected DECISIONS, amounts of electricity to move control surfaces and immediately. This is made possible through FBW, SOME LEVEL are specially designed to withstand the vibrations which utilises specific algorithms to log what OF HUMAN and power requirements of urban air mobility such situations look like, and control reallocation vehicles, which use multiple propellers or fans to accordingly. OVERVIEW WILL stay aloft. The actuators can accept hundreds of tiny Ultimately, as UAM further permeates BE NECESSARY, adjustments and commands per second from FBW the market, designers and manufacturers will AND THIS WILL computers, enabling safe control of various effectors. increasingly rely on the tried and tested technology BE THE MAIN of FBW to ensure aircraft meet the highest safety Next step automation? and functionality standards possible. FBW is CHALLENGE integral to the development of eVTOL for the UAM TO PILOTLESS When discussing EM actuation, particularly in the market and will continue to be a core technology FLIGHT. context of UAM, we tend to think that the next step consideration by which future aircraft are judged.

MARCH 2020 31 AEROSPACE UK hypersonics research

The UK’s need for speed

As other countries race ahead with hypersonic technology – is Britain in danger of being left behind in this rapidly evolving aerospace technology area? TIM ROBINSON reports from the RAeS ‘Can the UK join the hypersonics race’ conference held in 2019.

s speed the new stealth? In the past few years to still remain viable in the 2030s and beyond. efforts to develop Mach 5+ hypersonic air This ‘final frontier’ of aeronautics technology – to vehicles have seemingly accelerated around fly and control air vehicles at the very extreme the world – from China, to Russia and the limits of material sciences and aerodynamics is not US. At last year’s RAF Air Power Conference just for military advantage but could open up new Iin July, it was revealed that the MoD had given possibilities in high-speed long-haul travel, or low- BAE Systems, Rolls-Royce and Reaction Engines cost reusable space access. £10m to work together on hypersonic technology So does the UK itself need a national concepts – a small, but key step forward for the UK. hypersonics programme to join this high speed The conference also saw a senior RAF speaker – race? What are the challenges? What benefits AVM Simon ‘Rocky’ Rochelle, Air Capability Chief might it accrue? Where are the capabilities? What of Staff – lay down a vision where hypersonic might happen if the UK doesn’t go down this path? missiles would allow NATO 4th generation fighters In 2019, the Royal Aeronautical Society brought

32 AEROSPACE Reaction Engines 1,000°C in an astonishing less than 1/20th second. Meanwhile, in the US, in the US Air Force Research Lab successfully ran a Northrop Grumman engine at Mach 4+ simulated conditions for 30mins. Says Ian Muldowney, BAE Systems Engineering Director, on the feasibility of hypersonics today: “I think some of the underlying research has now matured. We’ve been looking at this for 20-30 years and just to understand things like thermal shock and plasma effects has taken a lot of research”. Muldowney also credits faster computers today than earlier efforts: “if you wound that back into the same computing power 30 years ago, they might have got to a position where we’ve got to now.” Second – is that there is now a worldwide race underway to convert this cutting-edge research into operational applications. At the end of 2019 Moscow declared that its Avangard hypersonic glide vehicle (HGV) was operational – giving Russia a Mach 9 strategic weapon designed to evade missile defences. Other Russian hypersonic weapons, such as the Kinzhal (Dagger) and Zircon anti-ship missiles, are also waiting in the wings – presenting the West with new and unsettling threats. China, meanwhile, has already tested the DF-ZF hypersonic glide vehicle, showing off the weapon at a military parade in 2019. The US, for its part, now has around eight hypersonic weapon programmes underway – from glide vehicles to interceptors. In Europe, France is also working on hypersonic projects – with a HGV demonstrator under development and a plan to replace its air- launched ASMP nuclear missile, with a hypersonic version. Third – is that previously, as recently as the 1990s, hypersonics was perceived as an exotic niche area of aerospace research that had limited The UK’s need for speed applications in the real world and little overlap with other missions. Now, with more capable radars, industry, academia and other experts together to more lethal air defences and targets that present debate and discuss these questions. fleeting opportunities – ‘speed is the new stealth’. Military applications for hypersonics are expanding Why the rush? fast and overlapping with other defence missions and areas such as combat aircraft (Tempest), So why now the rush to develop hypersonics? A ISR, guided weapons, survivable strike and rapid decade ago, the US was struggling (at least in response space access. The ability of new engines, unclassified flight testing) to fly more test vehicles such as Reaction Engine’s SABRE to throttle back, such as the X-43 more than a few seconds. What, if allowing air vehicles to slow down and land thus anything, has changed? opens up new missions, such as strategic ISR, First is that technology, especially in the fields of that rocket-boosted HGVs would perhaps not be computer modelling, CFD and exotic materials has suitable for. improved in the past decade or so thanks, in part, to faster and more powerful computers. Propulsion Exploiting the UK ‘ecosystem’ for hypersonic applications is also advancing. For example, the UK’s Reaction Engines has steadily Muldowney notes that the UK already has much made progress on the key technology behind its expertise needed to develop a credible national revolutionary SABRE air-breathing rocket engine. In hypersonic programme but that much of it is spread September 2019 it announced it had successfully out and disconnected. “The UK has got some world validated its pre-cooler heat exchanger in ground- class capability in high Mach, hypersonics and tests equivalent to Mach 5 – cooling airflow at space. I think there is a real opportunity to bring that

MARCH 2020 33 AEROSPACE UK hypersonics research

together more effectively.” a surprising amount of expertise in hypersonics BAE has already embarked on a journey already in Britain. It is worth noting that more that to partner and develop its own ‘ecosystem’ that 50 years ago it was British scientists and engineers brings new thinking, capabilities and innovation (and French colleagues) that succeeded in what to aerospace – and fosters a more integrated, must have seemed impossible only ten years joined up approach to technology. Beginning earlier – developing a passenger airliner capable of WHAT IS with Taranis and Mantis UAVs, this ecosystem sustained flight at Mach 2. Those that developed NEEDED IS A has collaborations like Reaction Engines and the and operated Concorde may have (mostly) retired ‘TEAM TEMPEST acquisition of Prismatic with its PHASA-35 UAV but but there still remain pockets of high-speed flight it also includes co-operation with academia, SMEs knowledge that can be passed on. FOR UK and tech start-ups. It also includes non-traditional BAE Systems itself, alongside its expertise in HYPERSONICS’ players outside the aviation and aerospace sector supersonic military aircraft such as Typhoon, has a – such as Siemens, Renshaw, F1 racing spin- longer history in hypersonics than many might first offs, such as Williams Advanced Engineering or guess. In the 1960s it developed the concept for McClaren and even the video games sector with the BAC Mustard space shuttle, while the 1980s Epic Games. BAE has also extended this approach saw it partner with Rolls-Royce on the BAe HOTOL into 6-12 month skills exchange programmes with single-stage-to-orbit spaceplane – a collaboration it its ‘ecosystem’ partners – allowing its workers to be has returned to today. Both of these efforts came to exposed to new thinking, innovation and, crucially in naught but have undoubtedly added to the body of some areas – experience a full product lifecycle in knowledge and experience in this field. just a year at other companies. This knowledge and Rolls-Royce meanwhile – undoubtedly a world experience is thus fed back into both companies, leader in civil and military aero-engines – is also creating a virtuous circle and allowing BAE to another source of expertise in hypersonics and access a far wider range and depth of knowledge high-speed flight. Its EJ200 engine that powers the than it could on its own. Says Muldowney: Mach 2 Eurofighter Typhoon already produces more “Partnering is in our DNA” adding “We tend to get than enough thrust for current missions and has good results when the direction, the focus and the significant growth potential, even using traditional political will is there. Tempest is a good example”. engine technology. However, it is to receive a This sharing of knowledge is already paying off, he further boost, as an EJ200 jet engine is set to be says: “That ecosystem approach is starting to evolve adapted as a technology demonstrator under the and bear fruit”. MoD’s £10m two-year hypersonics R&D project – Though the UK lacks the experience of full- with Reaction Engines’ pre-cooler heat exchanger. scale hypersonic tests, as conducted in the US and The goal here is not so much to push a Typhoon to elsewhere, the conference revealed there is already Mach 5 but ‘design studies, research, development, Reaction Engines

34 AEROSPACE MBDA

analysis and experimentation relating to high-Mach on high-speed flight, thermodynamics and control. Above: MBDA’s TWISTER advanced propulsion systems’. This thermal and Meanwhile, its European side of the company, envisages a high-level air power management technology then could provide led by France is working on a next-generation high- defence system able to take on hypersonic threats. efficiency boosts in current and future platforms. altitude air defence missile system as part of the There is also another, rarely discussed, source EU’s PESCO (Permanent Structured Cooperation) of UK expertise in hypersonics – that of Britain’s frame. The TWISTER (Timely Warning and Chevaline programme in developing its own Interception with pace-based TheatER Surveillance) warhead and decoys for the Polaris nuclear missile. would be endo-atmospheric interceptor – designed That secretive re-entry vehicle has also added to to defend against next-generation threats, such the UK’s experience in the field of high-speed as manoeuvring ballistic missiles, HGVs or other thermodynamics. hypersonic weapons. Though a European initiative Finally, the UK is set reacquire key knowledge and undoubtedly complicated by Brexit, TWISTER and experience with large high-speed air-launched potentially provides an example of another route to missiles, when Virgin Orbit commences operations international collaboration on hypersonic projects, launching small satellites using its 747 mothership should the UK decide to invest in this area. and Launcher One. Taking the above into account, BAE’s DSTL HGV concept Muldowney believes that there is potential for a UK ‘hypersonics ecosystem’ to be brought together So what might a UK hypersonic capability look with a focus on a national programme. “If you like? A technical presentation at the conference, develop an ecosystem approach to hypersonics saw David Hunter, a Principal Scientist at the in the UK, could that harness our approach to be UK’s Dstl defence research orgnisation, outline a able to offer intellectual property knowledge and notional concept for a UK hypersonic glide vehicle. knowhow into maybe a partner programme for This ‘what-if’ study envisaged an air-launched example with another nation? Maybe the US or HGV – with a 350kg warhead (equivalent to Storm others, to exploit the capability we’ve got in counter- Shadow), a maximum speed of Mach 5 and medium hypersonics, for example? Then segue that into the range 2,500-3,000km. A design requirement was areas of spaceflight and high Mach flight for civil also that it should be affordable – using existing applications?” he asks. technology and infrastructure. This resulted in 3.6m long vehicle, with blended body shape and MBDA − on the edge of hypersonics having a L/D ration of 3.5-5. It would use existing materials already used for re-entry vehicles (carbon- Another presentation during the conference was carbon for the nose-tip and control surfaces) while from pan-European missile house MBDA – which navigation would be GPS, coupled with inertial already builds products that fly at near-hypersonic navigation and synthetic aperture radar. Launched speeds – such as the Meteor BVRAAM. Its UK by a Boeing 747, it would be boosted to Mach 5 division thus already houses a body of knowledge using a two-stage solid rocket booster. Attaining a

MARCH 2020 35 AEROSPACE UK hypersonics research DARPA

max altitude of over 60km during the boost phase, it – which could then be targeted using kinetic, would then cruise at around 40km before dropping electronic or cyber-attacks. Further into the future, into its target in a steep terminal dive. Maximum says Bosbotonis, directed-energy weapons or cross or divert range, explained Hunter, would be electromagnetic rail guns could also be one day be around 600km. potential counter-hypersonic solutions. Finally, there is another, perhaps, incalculable Applications benefit from a UK hypersonics programme that pushes the boundaries of aerospace – that of While military uses (hypersonic weapons, or STEM. Much like ESA Astronaut Tim Peake, Airbus’ Mach5+ spyplanes) may be the drivers to unlock Bird of Prey eco-airliner and the Tempest ‘6th gen’ UK Government funding (especially when placed fighter – the inspirational qualities of offering the against the growing Russian and Chinese threats) prospect of working on air vehicles that fly faster there are also potential commercial applications than Concorde and the SR-71 to young people – such as hypersonic airliners and reusable and cannot be underestimated. It was these legendary responsive space access further in the future. These aircraft, along with the Apollo Moon programme, then, broaden the reach and potential partners that captured (and still captures) the imagination (eg space agencies, satellite operators) beyond of many aerospace professionals today. Could the purely military and defence roles. Europe is already challenge of developing a hypersonic airliner able working on a Mach 8 airliner study through its to fly between London and New York in 90minutes Stratofly programme, while in the US, both Boeing help inspire a new generation of badly needed and a new start-up, Hermeus, have revealed plans aerospace engineers and scientists? for hypersonic passenger aircraft. The conference also learnt that there was an Challenges additional reason for a UK hypersonic programme – that of learning how to defend against them. The conference also learnt of the challenges facing Even if the decision was taken not to proceed hypersonics generally and the UK specifically. As with a hypersonic missile project, the knowledge might be imagined – a major one is cost. Though gained would be extremely useful in developing modern CFD and computer modelling undoubtedly countermeasures to these new breed of high- allow for more ‘virtual testing’, eventually flight speed weapons. Hypersonics, as Dr James testing will need to take place. This requires Bosbotonis pointed out in his presentation at the hardware, instrumentation, launch aircraft and, for conference, rely on a robust and highly connected hypersonics, vast corridors of airspace to safely test ISTAR (intelligence, surveillance, targeting and these high-Mach aerospace vehicles. All these come reconnaissance) network in order to utilise these at a cost of time and money with the expectations extremely rapid weapons. Attempting to develop that such is the edge of current knowledge, that ones’ own hypersonic capability, then would reveal flight test failures are likely to be common. the weak points of command and control networks Muldowney thus expects that, for a military

36 AEROSPACE hypersonic project, an international partnership, like a warship close-in weapon system (CIWS) to would be the most realistic and affordable outcome. computerised AI? And what might that mean for This would also allow the UK to leverage its IP rules of engagement? and niche knowledge to secure a key role on any Finally, there are also the geopolitical and arms programme – much like the previous example of control aspects. Though the world has seen arms Britain’s role in F-35 Joint Strike Fighter. control agreements fall apart in recent months, the Aerodynamics and controllability represents potential for hypersonics as unstoppable ‘first strike’ another key challenge – whether using flaps, decapitation weapons (especially when paired control surfaces or thrusters. As DStl’s David Hunter with stealth launch platforms such as submarines) observed, this needs high quality predictions and worries some that these may upset the existing modelling over a broad range of high Mach (2-13) nuclear balance. The speed of these weapons also numbers – areas of air vehicle envelopes not compresses decision making time and there is also previously explored in very much depth. Hunter also the ambiguity of whether an incoming hypersonic said that this will require access to appropriate high- missile is nuclear-tipped or conventional. All these speed wind tunnels. mean that some argue that hypersonics raise the Meanwhile, materials technology also represents potential for conflict escalation or accidental and a challenge in developing and manufacturing and that these weapons need to be included in new integrating components able to resist the extreme wide-ranging international arms control agreement. temperatures of 1,000°C encountered at Mach 5 and beyond. As the Space Shuttle’s silicon-based A Dstl study for Summary tiles show, high-temperature properties and robust a hypothetical durability sometimes are at odds. In short, with Reaction Engines and other expertise, Despite the high-flight expertise within the UK, UK hypersonic the UK now has a brief window to accelerate from the country also lacks experience in large solid weapon behind the pack into a key position in the hypersonics rocket engines which would be needed in some envisaged using a race – for military and future civil and spaceflight applications – such as HGVs - to boost the air modified 747 as applications. It would be the supreme irony of all if, vehicle to cruise speed. having had the chance of exploiting what might be There is also the challenge of command and the launch aircraft the most significant aeronautical invention since the control of Mach 5+ weapons and the robust – similar to jet engine, the UK failed to fully capitalise on a body ISR networks needed. For pre-planned strikes, Virgin Orbit’s air of expertise and knowledge that other nations would equivalent to a high-speed Tomahawk cruise missile, launched space see as the Crown Jewels of this new emerging field. this may not be a factor. However, for hypersonic (Indeed, the exciting possibilities of Reaction Engines defences or quick responses, the warning time access system. pre-cooler technology cover not just propulsion and could make for extremely compressed timelines. aviation but in thermal management, automotive, Would launch authority need to be delegated (much power systems as well.) Muldowney argues that what is needed is a ‘Team Tempest for UK hypersonics’, saying: “If we had something like that around the hypersonics world (and maybe even broader than just MoD to include the UK Space Agency and other aspects of government, et cetera.) I think that will be a really good rallying call for academia, industry and interested parties to come together and operate in a very different and much broader way. We can take some of our approach to Tempest to drive that forward and really do this differently.” However, he warns that time is now running out if the UK wants to join this race to master high- Mach flight. He says: “I really believe that, in the next two to three years, the UK has got to make its mind up how it wants to play and where it wants to play. The immediacy is around how it wants to continue to develop and exploit the IP, such as Reaction Engines. I won’t call it a crisis but, within the next few years, the UK is going to have to decide how it’s going to do that in order to leverage its investment and go forward”

Virgin Orbit Virgin The hypersonics race is now on – will the UK join it? RAeS Conference: Extreme Threats to the UK – 17 September 2020, RAeS HQ, London

MARCH 2020 37 AIR TRANSPORT Unstable approach analysis Flight safety Foundation

Rethinking unstable approach training

Dr ROBERT JOSLIN FRAeS and Dr EDWIN ODISHO from Embry-Riddle Aeronautical University look at how machine learning and predictive modelling techniques could be utilised to assist pilots to be better trained to avoid unstable approaches.

he operational scenarios to support extensive training programs and guidance from civil evidence-based training (EBT) aviation authorities (CAAs) and professional aviation (AEROSPACE, December 2019) should organisations, the rate of unstable approaches has be data-driven so they can be tailored to not decreased. Hence, it appears that current training each individual air carrier by focusing on efforts have not been successful. The current content Ttheir particular safety concerns. For example, unstable of the academic/simulator training for unstable approaches continue to be a hazard in aircraft approach awareness and avoidance provided to pilots operations which the International Air Transport is derived primarily from generic handbooks and Association (IATA) has estimated to be a contributory guidance. However, there is an opportunity through factor in 16% of worldwide accidents (2012-2016). machine learning (ML) and predictive modelling Historically, studies have reported that anywhere of flight data recorder (FDR) data, to develop from 3% to 5% of all air carrier approaches are training programs that train to the aircraft state and unstable and, of those, only 3% to 4% result in a go- configuration variables most frequently exceeded by around (rejected landing/missed approach). Despite a specific air carrier. Furthermore, as changes occur

38 AEROSPACE FAA (YouTube Traveller) (YouTube

in an air carrier’s equipment, personnel, operating variables such as landing gear position, flap setting, Above left: Figure from area, and procedures, the predictor variables can be and speedbrakes (airbrakes). The variables were FAA Aviation Safety Leaflet identified and ranked by the model and then used to then mapped to three constructs (ie energy state, on unstable approaches. update the training to be relevant to the operator’s landing configuration, aircraft location relative to the Above Right: Unstable landing of Bangkok Air current conditions. landing runway) from which adherence to stable A319 at Koh Samui Airport. approach criteria was determined. Unstable approaches Decision Tree An unstable approach is generally defined as when the aircraft state and/or configuration exceeds The best performing model was the Decision Tree some pre-established criteria for executing (DT) from which variable importance was determined. a stable approach. A stable approach can be For this particular air carrier the eight most characterised by a constant-angle, important variables for the prediction constant-rate of descent profile, in of an unstable approach in order of the proper configuration, ending priority were: (1) power/thrust levers near the touchdown point where the at idle, (2) auto-throttles/thrust off, landing manoeuvre begins. The proper (3) speedbrakes (airbrakes) deployed, procedure, when confronted with an HISTORICALLY, (4) glideslope deviation, (5) localiser unstable approach either intentionally deviation, (6) flaps not extended, (7) rate or unintentionally, is to execute a STUDIES HAVE of descent deviation, and (8) approach go-around. The safety hazard when REPORTED speed (Vref) deviation. The overall an unstable approach is continued to THAT interpretation for these exceedances a landing can be a runway excursion ANYWHERE was an excess energy state resulting due to a fast, long, or off-centred in the aircraft being ‘high and fast’. The landing and/or a hard landing due FROM 3% TO finding that an aircraft being high and to an excessive rate of descent. 5% OF ALL fast can lead to an unstable approach Notwithstanding, even in those cases AIR CARRIER has been reported for decades by CAAs, where an unstable approach is properly aircraft accident investigative agencies, recognised and a go-around is executed, APPROACHES and professional aviation organisations. there is a cost not just in additional ARE UNSTABLE However, what this data-driven analysis fuel consumption but also in air traffic AND, OF THOSE, provided was an ordinal ranking of the disruptions leading to time delays. ONLY 3% TO variables for this specific air carrier, A study by Embry-Riddle which was uniquely based on their Aeronautical University analysed 4% RESULT IN A procedures, operating environment, type flight data recorder data from a US air GO-AROUND equipment, pilot demographic, training, carrier in which ML algorithms were and organisational culture. Hence, used to identify the model that most accurately this information can be used to customise training predicted unstable approaches that were continued and procedures to be relevant and with practical to a landing rather than a go-around. The study application to a specific air carrier operation. also identified the stabilised approach criteria flight This study only collected data at the 500ft variables associated with frequent non-compliance AGL assessment window (gate) and at the point to go-around guidelines. Aircraft state criteria for a when either a landing or go-around was executed. stable approach includes variables such as target However, further testing was recommended to approach speed (Vref) deviations, power/thrust include the cruise and descent phases of flight lever setting, altitude above ground level (AGL), and leading to the approach, which have been shown to glide path deviations. Aircraft configuration included be frequent precursors to an unstable approach.

MARCH 2020 39 AIR TRANSPORT Unstable approach analysis IATA Other factors Accident statistics from IATA safety report. Although aircraft state and configuration variables have a significant effect on unstable approaches, they are by themselves insufficient for developing realistic scenarios. Many other factors, for which data can be obtained, influence or otherwise affect the safe execution of a stabilised approach, hence should also be considered. Those factors include but are not limited to: crew resource management (CRM), aeronautical decision making (ADM), misuse of automation, weather (eg turbulence), air traffic controller (ATC) instructions (e.g. late descent predictive models derived from flight data be adopted clearance), head-up displays (HUD) vs head down by avionics providers to develop and enhance displays (HDD) (eg visual illusions) and the design of predictive pilot alerting technologies for unstable terminal instrument procedures (TERPS). approaches to mitigate runway excursions and hard Crew resource management and ADM can be landings. Flight simulation training device providers modelled from cockpit voice recorder (CVR) data by and air carrier training managers can also use text mining for key phrases and/or words that are these predictive models to craft unstable approach frequent precursors to an unstabilised approach and scenarios that are relevant to individual stakeholders. also whether or not it is continued to a landing or a go-around. Non-compliance with abandoning an Analysing flight data unstable approach, whether intentional or not, can be considered a lapse in ADM and CRM. With the advent and deployment of advanced digital Misuses of automation may also be revealed data recording devices, new opportunities exist to through dialogue recorded on CVR data, or through sample and analyse recorded flight data of all types. an analysis of the flightcrew’s interaction (e.g. input Concurrently, recent developments in complex errors, input delays) with the flight management mathematical machine learning algorithms have systems (FMS). Air traffic controller instructions can improved research capabilities for data mining and modelling techniques. This has provided aviation NTSB NTSB simulation of the researchers with the tools necessary to analyse large unstabilised approach of volumes of flight data and also to predict abnormal Asiana Flight 214 at San flight occurrences, such as unstable approaches. Francisco International Predictive models derived from large volumes of Airport in 2013. It shows the airspeed below data can be used to enhance aviation safety through Vref, excessive descent training, procedures, and aircraft flight instrument rate, well below glide design. However, analysis of even a small number of path (profile view and flight data recorders requires a substantial analytical PAPI lights), and thrust effort and expertise that may not be resident with all levers at idle. Lots of air carriers, especially the smaller ones. This is where stabilised approach criteria were being exceeded teaming with academia can be mutually beneficial simultaneously. whereby universities/colleges are granted access to the air carrier’s flight data recorder data under a non- disclosure agreement. Faculty and students seeking research opportunities would then be tasked with be text mined to identify contributing factors to an applying predictive analysis modelling to identify the unstable approach, such as late calls for a descent. specific predictor variables for an air carrier’s unstable Instrument approach procedures that have the most approaches, which can then be incorporated into frequent unstabilised approaches can be analysed to classroom/simulator training. The university faculty identify common design features that tend to lead to and students benefit by obtaining credit for fulfillment, an unstable approach. in part or in toto, of a research/academic requirement, Pilot alerting technologies have been previously and the air carrier is provided with the data necessary developed to mitigate various hazards, such as terrain to keep its pilot training relevant and current. Most awareness warning systems (TAWS) for avoiding importantly, pilot training that is data-driven instead controlled flight into terrain (CFIT) and traffic and of legacy ‘textbook’ driven will provide more effective collision avoidance systems (TCAS) for avoiding evidence-based training and mitigate hazards, such as mid-air collisions (MAC). Hence, it is prudent that unstable approaches.

RAeS Conference: The Aircraft Commander in the 21st Century – Managing the flight deck in an ever-changing environment 17-18 March 2020, RAeS HQ, London

40 AEROSPACE Afterburner www.aerosociety.com

Diary 24-25 March RAeS Urban Air Mobility Conference 2020

Airbus released its Blueprint for the Sky in September 2018, outlining a roadmap for integrating autonomous aircraft in air traffic management systems. Airbus.

42 Message from RAeS 44 Book Reviews 52 Diary – President From Engineer to Manager, All the Factors of Victory, Find out when and where around the world the Air Traffic Managementand British Secret Projects 3. latest Society lectures and events are happening. “The Sustainable Aviation decarbonisation roadmap shows, on current predictions, that upgrades to current and future aircraft types, the increased use of 48 Library Additions 54 Obituaries sustainable fuels and improved air traffic management Books submitted to the National Aerospace Library. Prof Bin Cheng and Vernon Wilfred Clarkson. in the air and on the ground, are only going to provide around 60% of the required reductions.” 49 New RAeS Civil Cadet Pilot Award – Chief Executive The Civil Cadet Pilot Award is open to all pilots who have graduated from a recognised civil cadet pilot “In his editorial, the President rightly draws attention training course at an ATO during the preceding year. to the debate on the environmental impact of aviation. As he points out, the challenge is urgent but is now being brought into even sharper focus by November’s COP 26 in Glasgow.”

MARCH 2020 41 Message from RAeS OUR PRESIDENT

Prof Jonathan Cooper I was fortunate to recently visit Embry-Riddle are seen as the way to cover the predicted shortfall. University in Datona Beach, Florida, to tour some I hope that more radical technical solutions can be of their excellent facilities in the Colleges of found to meet this gap but it will require significant Aviation and Aeronautics, and to meet with staff political and commercial will to do so. We should and students. The University has recently had also ensure that the focus is not just on carbon as

six study programmes approved by the Society, other emissions, such as NOX and noise, are also a process where non-engineering programmes important. which are considered to be of significant value and Their call to Government to work with industry to appropriate learning for those seeking to pursue establish the UK as a global hub for green aviation a career in the aerospace or aviation industry can technologies is particularly welcome, as this would be endorsed. As well as the significant number be a way for us to lead the world and also provide of aircraft and simulator facilities available for the opportunity to sell our skills and expertise students to receive pilot training, the capabilities for elsewhere (given the uncertainties following Brexit, distance online and virtual learning were particularly we need to invest in areas that the UK can excel in). impressive. Such remote study means they are However, in my view, this appeal doesn’t going to become increasingly important in the go far enough. We have some of the world’s future, particularly for the delivery of Continuing leading aerospace universities developing novel Professional Development. Thanks to John Watret technologies across many of the areas that will and Ken Witcher for co-ordinating my visit. contribute to significant fuel-burn reductions The Toulouse Branch organised a visit for me across all aircraft types, including: aerodynamics, coinciding with their annual Gordon Corps Lecture, aeroelasticity, composites, digital technologies, presented by Karl Hennessee on Safety, Ethics and energy storage, flight and ground operations, Compliance in Aviation, which was a fascinating propulsion systems, materials, overall design, novel and thought-provoking lecture. I would like to configurations and structural concepts, etc. Surely acknowledge the tireless efforts of Hugh Dibley there is a strong case for substantial co-ordinated for his organisation and leadership of the Toulouse interaction between Government, industry, the Branch and also to thank Frank Chapman and Bob catapults, academia and the engineering institutions Lange for hosting a tour of the Airbus Flight Test to develop and implement relevant blue-sky facilities. technologies in order to enable green skies? Time The environmental impact of aviation is is pressing, as there are only around one and a increasingly at the forefront of the aerospace half aircraft design cycles, on current processes, and aviation community’s thinking, noting the between now and 2050. substantial and urgent challenges that lie ahead of So, where does the Society fit into this? us. I was pleased to read the recent commitment We already have the well-established Greener by Sustainable Aviation, a group of UK airlines, by Design activity but we should also take a manufacturers, air navigation service providers lead in facilitating developments in Sustainable and other business partners, to achieve net Aviation technologies via our Specialist Groups zero emissions by 2050. This goal is particularly and publications, and also our interactions with demanding given that it accommodates the Government, trade bodies and research funders. predicted 70% growth in passenger numbers, We should also ensure that the activities moving not-withstanding the effects of Flygskam (flight- towards zero-carbon emissions are discussed shaming), particularly in the Asia-Pacific region. We across our local Branches, Divisions and Corporate THE must ensure that these targets are met world-wide Partners. Our younger and potential members, rather than just in the UK; for instance, the UK’s through our careers’ resources and Cool ENVIRONMENTAL contribution would dramatically reduce if Heathrow Aeronautics, need to be kept up to date on ongoing IMPACT OF stopped becoming a major hub between Europe developments and encouraged to seek careers that AVIATION IS and the rest of the world and these flights moved help to solve this major societal challenge. INCREASINGLY elsewhere in Europe but this would simply shift the problem elsewhere. RAeS President’s Conference IN THE The Sustainable Aviation decarbonisation road- Digital Technologies to Enable the Future Aerospace FOREFRONT OF map shows, on current predictions, that upgrades Industry THE AEROSPACE to current and future aircraft types, the increased 31 March 2020 AND AVIATION use of sustainable fuels and improved air traffic No.4 Hamilton Place, London W1 management in the air and on the ground, are https://www.aerosociety.com/events-calendar/ COMMUNITY’S only going to provide around 60% of the required raes-presidents-conference-digital-technologies-to- THINKING reductions. Market-based carbon removal measures enable-the-future-aerospace-industry/

42 AEROSPACE OUR CHIEF EXECUTIVE

Sir Brian Burridge ● In his editorial, the President rightly draws attention aircraft operators and OEMs. The conference was to the debate on the environmental impact of optimistic in concluding that joint action across our aviation. As he points out, the challenge is urgent sectors could meet the climate change challenge. but is now being brought into even sharper focus ● The more immediate challenge arises from the by November’s COP 26 in Glasgow. Given that the potential spread of the Covid-19 virus. ICAO has UK is the only state with a Climate Change Act on just reported that the first quarter of 2020 will see statute requiring us to be at net zero for greenhouse a reduction in passenger capacity of some 40%, gas emissions by 2050, we are seen as having a representing a drop against previous projections of global leadership position. At the COP 26 launch in around 18m passengers. The impact of Covid-19 early February, alongside Sir David Attenborough, is predicted to outstrip that of SARS in 2003 by a the Prime Minister was clear that 2020 must be considerable margin. China’s economic impact on the year we turn the tide on global warming – it will global GDP has expanded four-fold since then with be the year when we choose a cleaner, greener China’s international passenger traffic doubling and future for all. As the President highlights, the UK domestic traffic increasing by a factor of five. has huge potential in future aerospace design and ● On p 51 there is an update on the Council election capability. Perhaps inevitably, there is no consensus and the names of those standing for election or among commentators on the plausibility of the re-election. The voting website is open, and our net-zero target. Among the hard questions that we election administrators will be contacting all those as a Society must address is the global ability to members entitled to vote. As ever, we need a strong, scale-up the production of synthetic aviation fuels vibrant and diverse Council membership to guide given the huge investment required and the notion the Society in meeting its objectives. The election that these are just an interim solution until long-haul will run until 9am (BST) on Thursday 21 May 2020: electrification becomes a reality later in this century. your vote is important. Please address any questions This will be but one aspect of our own Climate to Saadiya Ogeer, Head of Governance and Change conference on 3-4 November. Compliance, at [email protected] ● On a related note, the President’s Conference ● Celebrating success by recognising achievement entitled ‘Digital Technologies to Enable the THE MORE is a key aspect of promoting the profile of both Future Aerospace Industry’ takes place on 31 the Society and the sectors that we represent. To IMMEDIATE March. This event is preceded by our Urban that end, the 31 March deadline for nominations CHALLENGE Air Mobility Conference on 24-25 March. Both for the RAeS Honours, Medals & Awards is fast ARISES FROM events are concerned with the application of approaching. We really want to see a diverse range artificial intelligence and digital techniques aimed THE POTENTIAL of individuals and teams gaining recognition. We at reducing the environmental impact of aviation. encourage nominations from members (individual SPREAD OF Radical developments in airframe and engine and Corporate Partners) to make sure that experts THE COVID-19 design will be required in the future to meet this within your fields of interest are duly recognised VIRUS. ICAO HAS challenge alongside fundamental changes in the and rewarded for their achievements. For more way in which we operate aircraft. Two questions JUST REPORTED information and to submit your nomination visit: result from this: what is the route to certification for https://www.aerosociety.com/medalsandawards THAT THE FIRST these novel systems and what skills will tomorrow’s ● Finally, a reminder that we are honoured to welcome QUARTER OF aerospace and aviation professionals require? the Chief of the Air Staff, Air Chief Marshal Mike 2020 WILL SEE These are ground-breaking conferences for the Wigston CBE ADC FRAeS, as our Guest of Honour Society and worthy of your attendance. A REDUCTION and after-dinner speaker at this year’s Annual ● Meanwhile, earlier in February, the biennial Banquet, to be held on Thursday 21 May at the IN PASSENGER Singapore Aerospace Technology Leadership InterContinental London Park Lane. With close to CAPACITY OF Forum provided ample evidence of the rapid 400 tickets already allocated, we are on track for SOME 40%, acceleration of technological development in South another highly successful event, so do book soon REPRESENTING East Asia. Again, the theme was digital aviation to secure your place at what has become a major and aerospace sustainability, a vitally important networking event in the aviation and aerospace A DROP AGAINST aspect in a region with a forecast year-on-year calendar. Also, we welcome our new Head Chef, PREVIOUS passenger growth rate of 4.5%: it remains to be Eleonore de Meillac, who has just joined our first- PROJECTIONS seen the extent to which this will be attenuated class in-house catering team, Blue Strawberry. OF AROUND by the Covid-19 virus. There is no shortage of Hailing originally from Trinidad & Tobago, she is ambition with Singapore seeing itself as a ‘safe influenced by cuisine from Asia and the Americas 18 MILLION harbour’ for technology with the development of and is already drawing much praise from our PASSENGERS an ‘honest broker’ hub for digital data sharing for customers.

MARCH 2020 43 Book Reviews FROM ENGINEER TO MANAGER Rolls-Royce Mastering the Transition – Second edition By B M Aucoin

Artech House, 16 Sussex Street, London SW1V 4RW, UK. 2018. xxvii; 384pp. Illustrated. £89. [20% discount available to RAeS members via www. artechhouse.com using RAE2020 promotion code]. ISBN 978-1-63081-543-1.

Senior engineers have traditionally coached and mentored young engineers in the wider perspective that will enable them to develop their professionalism. This book, written in an easy, mentoring style of advice and encouragement, should be of great value to engineering professionals to better understand that wider picture in order to make better decisions in their Rolls-Royce own engineering role and help develop their management potential. The book provides a comprehensive overview of the challenges facing engineers as they progress to leadership and management roles. Six fundamental principles are defined as ● Mastering Relationships – Business is about people, so there is a need to manage up, down and sideways ● Seeing the Big Picture – Redirect focus from narrow technical area to the financial health of the business ● Getting Things Done – Effective Project and Risk Management ● Communicating Effectively – Facilitating good communication with a simple and clear message ● Using Assets Wisely – Adding value and generating income ● Taking it to the Next Level the key determinant of success in engineering – Innovation and Excellence while using basic management” and “Meetings are almost universally management principles disliked, so offer a ready opportunity for both The author rightly asserts that the highest leadership and dramatic improvement.” priority of an engineering manager is the successful Some of the material is superficial, although management of relationships. that perhaps is only to be expected in an overview, Each chapter has three ‘takeaways’ that and the references and bibliography should help summarise its key elements to provide a valuable where further detail is wanted. The book does not focus for the topic. Chapters end with a list of The author always reflect up-to-date thinking. For example, risk references and selected bibliography covering rightly asserts is defined simply as a detrimental threat, whereas traditional sources and new ones. A comprehensive that the highest for some time now effective risk management contents list and index make it easy for quick considers risk as both threats and opportunities (eg reference. priority of an International Organization for Standardization ISO The author uses examples from his experience engineering 31000:2018 Risk Management). to illustrate points with assertions not always manager is In summary, a valuable resource for engineers to backed up by references, which might not suit a the successful help develop their professionalism. rigorous academic analysis. However, many of the assertions are worthy of consideration, such as management of Lee Balthazor “Effective and proactive communication is perhaps relationships CEng FRAeS

44 AEROSPACE ALL THE FACTORS OF VICTORY Naval History and Heritage Command Adm Joseph Mason Reeves His undoubted influence on carrier airpower was dominated by his engineering mentality and and the Origins of Carrier experience of the chaos of 19th century battleship Airpower engagement. His subsequent approach was based upon the realism of warfare, including the decisive By T Wildenberg combination of surprise; overwhelming weight of Naval Institute Press, 291 Wood Road, Annapolis, effort; effective equipment; leadership; delegated MD 21402, USA. 2018. xii; 317pp. Illustrated. authority; and professional skills. His internal USN $29.95. ISBN 978-168247-299-6. battles included command and control of embarked aircraft and the balance between shore-based All the Factors of Victory and the Origins of Carrier tactical training and ship-based flying skills. Airpower is a thought-provoking biography on the He led the concept of embarking the maximum influential career of a US Naval Officer and the number of aircraft that ship size physically permitted, parallel formation of carrier airpower. deploying Air Group sizes of 70 aircraft in the 1920s Born in 1872, Reeves outlook was formed that continued to the modern USN. He also nurtured listening to family members that had fought in the naval aviator careers within a battleship-orientated cavalry in the American Civil War. Post Annapolis, Navy, plus encountering the first cultural differences his first notable Naval appointment was in 1898 between flyers and ship drivers that exist to this day. as an engineer on the battleship Oregon, including As an ex-Royal Navy pilot 70+ years after engagement and victory over three Spanish cruisers Adm Reeves, the enduring themes that he breaking out of a blockade in Santiago de Cuba. encountered and overcame to generate a war His subsequent career included: the first officer winning capability are obvious and familiar. An responsible for USN Gunnery standards, two excellent book describing a change of cultural and battleship commands and the first Flag Rank officer military history, through a determined, innovative and wearing a flying badge. His naval career ended in ground-breaking USN Officer. 1936 as Commander of the US Fleet. Tony Rae

AIR TRAFFIC MANAGEMENT NATS Economics, Regulation and book also introduces operational practices, across numerous examples, including the management and Governance organisation of the airspace, which is accessible to By M Arblaster the non-technical reader. Part One discusses the technical characteristics of ATM, its governance, and associated safety Elsevier, The Boulevard, Langford Lane, Kidlington, regulation. Part Two moves to the economics of Oxford OX5 1GB, UK. 2018. xx; 265pp. Illustrated. air traffic management and associated regulatory £98.95. ISBN 978-0-12-811118-5. mechanisms and principles. Part Three looks forward to the possibilities open for increasing This comprehensive book covers a good deal of competition (having earlier tackled trends in the challenging ground well in the fast-moving domain commercialisation, corporatisation and privatisation of air traffic management (ATM) in which relatively of service provision), unbundling, and some of the little has been published at this high level, yet evolving characteristics of the industry (such as the with detailed insights into, and comparisons of, fast-evolving topic of drone integration). the particularities of international practice. Having Key areas of appeal are likely to be the wider written myself on the subject, I am all too aware of international perspective, with frequent references the challenges associated with collating fragmented to Australia, Canada and New Zealand (for information across multiple sources and the work example), whereas many other comparative texts involved in marshalling diverse concepts and data focus on the US and Europe. The book also makes into a cohesive structure. frequent use of well-designed boxes and tables, The book discusses ATM from an international which are useful for quick reference. Several themes perspective, addressing mainly the economic and Andrew Cook – which are in fact addressed frequently through the regulatory contexts and governance of the industry. Professor of Air Traffic text – are not apparent from the index. Complex issues and trade-offs associated with the Management The references are extensive and this book will ownership and financing of the air navigation service University of Westminster, doubtless appeal to a wide readership – I will be providers is discussed in an informed manner. The London recommending it to our students.

MARCH 2020 45 Book Reviews BRITISH SECRET PROJECTS 3

Fighters 1935-1950 Clockwise from top left: battlefield both on land and sea. The book shows An early Hawker Sea Fury the steady improvements made over these years, X, TF898, during sea trials By T Buttler aboard HMS Victorious. obviously spurred on by the pressures of war, until RAeS (NAL). the sudden jump in performance made possible with Crécy Publishing, 1a Ringway Trading Estate, de Havilland Hornet F1, the jet engine. Shawdowmoss Road, Manchester M22 5LH, PX217. RAeS (NAL). The volume highlights the essential role the UK. 2018. 224pp. Illustrated. £27.50. ISBN Hawker Sea Hawk I, WF144, Government played in the story of British military was an early production aviation during these years. The unfolding of 978-1-91080-917-4. aircraft used in trials. RAeS (NAL). every project is accompanied by its Air Ministry This is the second edition of the book first published Westland Wyvern S4, specification number and details. A feature that in 2004. Whereas the original version included VW884. Royal Air Force Museum. also comes out of the book is that from all the both fighters and bombers, this publication covers varied projects, most of which, from the presented fighters only. Much new material, the author claims, data certainly appear worthy of further promotion, has been uncovered and included in this latest the majority came to nothing. The old stalwarts the volume. As one progresses through the pages Hurricane and Spitfire dominated the early war this assertion becomes apparent by the profusion years and with their development, albeit with the of graphics, construction and performance data. Hurricane taking on new roles, roles for which it was This includes photos, line drawings, models and not originally planned, continued in front line service sketches. Throughout the 11 chapters and three up to 1945. In the case of the Spitfire, it is a tribute appendices, I counted only two pages devoid of to the soundness of its basic design that this fighter, some form of graphic or technical table. after a series of updates remained unchallenged in The years 1935 to 1950 covered by this volume the interceptor role throughout the war. must represent a period that saw the most profound While on the subject of this iconic machine, it changes in aircraft design and performance – from was interesting to see from the book the number biplane to the jet. These 15 years also saw the of projects that incorporated the elliptical wing. The aeroplane in its various roles come to dominate the profile would appear a popular choice with many

46 AEROSPACE designers at that time. Gloster, Miles, Blackburn, Westland, Fairey and Vickers companies all proposed designs based on this wing planform. It is also interesting to note that very few fighters that adopted the elliptical wing, apart from the Spitfire, went on to see successful frontline service – the Hawker Tempest, the American Thunderbolt and Italian Reggiane Falcon being notable exceptions. Reading through the pages one is reminded of what must have been a continual tussle for the Air Ministry and Air Marshals on the choice between pursuing a new aircraft type and sticking with the well-proven fighters already in squadron service. With Britain’s limited resources in design and development capacity, the latter option was invariably the winner. Very few new British fighter types entered squadron service after the Spitfire and Hurricane. The Typhoon and its variants and the Mosquito were the exception. The RAF still relied heavily on the development of the Battle of Britain Above: Three Blackburn B-25 Rocs in November 1939. duo, due mainly to engine and armament upgrades, The Roc was designed to to continue the fight against the enemy. specification O.30/35 for a Chapters 3 and 4 discuss, in some detail, prewar carrier-based turret-armed and wartime twin-engine fighters respectively – the fighter but saw very limited service. RAeS (NAL). most successful of these being the de Havilland Right: de Havilland Vampire Mosquito and its variant the Hornet. Chapter 5 is F1. Although the Vampire flew concerned with turret gun and night fighters. A for the first time in 1943, it did number of companies presented their designs for not see war service but over a movable gun fighter but, apart from the Boulton 3,000 aircraft were built in 15 Paul Defiant, none were produced. The sorry versions. Royal Air Force Museum. episode of the turret gun fighter and its deficiencies are brought to light in this chapter. The concept of the rotatable gun was thought, in pre-war years, to be the answer to an attack by massed bomber formations. Alas, when these bombers arrived with fighter protection the situation was reversed and the turret fighter became the ‘sitting duck’. When faced with a fixed gun adversary the type proved unfit for high-speed combat. The book continues in Chapters 6 and 7 on the subjects of naval fighter aircraft and Chapter 8 titled ‘Advances in Technology’ discusses the improvements in materials, armament, propeller Miles and Westland all put forth proposals for jet efficiency and engine power. powered fighters. None were pursued. Chapter 9 titled ‘Stand Alone Projects’ deals The book is nicely presented and I particularly with the more unusual types that are difficult to liked the layout of the text with the accompanying pigeon-hole and fall outside the other groupings. graphics and data. The idea of making models of An example of this is the Blackburn B.44 flying some of the proposals that never came to fruition boat fighter with elliptical wings and a retractable is a nice touch – putting a little life into the designs float. The proposal never got to the build stage The de that might have been. The book follows on from the but a model of the machine is included. The final Havilland, authors’ previous publications – the investigation and two chapters end with a discussion of the early Hawker and bringing to light some of the more obscure projects jet fighters. As the author states, although Gloster Supermarine that emerged from the British wartime aircraft industry, were responsible for building the prototype E28/39 an area in which he obviously takes a keen interest. and the follow-up twin engine Meteor plus a companies The author is to be congratulated on this latest number of other jet variants, it was not the only soon built their work. The book will appeal to the military aviation British company to investigate these revolutionary versions of the enthusiast but particularly those whose interests lie aircraft. The de Havilland, Hawker and Supermarine jet fighter but all in British WW2 fighter developments. companies soon built their versions of the jet fighter but all came too late for war service. These are came too late H J Murray relatively well-known machines but Saunders-Roe, for war service Affiliate

MARCH 2020 47 Library Additions BOOKS

AIR LAW AVIONICS AND SYSTEMS HISTORICAL PROPULSION available to RAeS members International Air Carrier via www.crcpress.com using Liability: Safety and Hawker P.1103 and P.1121: Future Propulsion Systems AKQ07 promotion code]. ISBN Security. D Hodgkinson Camm’s Last Fighter and Energy Sources in 978-0-367-14848-5. and R Johnston. Routledge, Projects. P Martell-Mead and Sustainable Aviation. S Taylor & Francis Group, 2 Park B Hygate. Blue Envoy Press. Farokhi. John Wiley and Sons, THERMODYNAMICS Square, Milton Park, Abingdon 2015. 65pp. Illustrated. ISBN The Atrium, Southern Gate, OX14 4RN, UK. 2019. xv; 978-0-9561951-5-9. Chichester, West Sussex PO19 384pp. £29.99 [20% discount Illustrated throughout with 8SQ, UK. xxvii; 416pp. 2020. available to RAeS members numerous photographs, line Illustrated. £93.50. ISBN 978- via www.crcpress.com using arrangement diagrams and 1-119-41499-5. AKQ07 promotion code]. ISBN cutaway views (including a 978-0-367-88962-3. cockpit arrangement diagram), SERVICE AVIATION a detailed history of the design AIR TRANSPORT evolution of the ultimately to be cancelled Hawker P.1103 and P.1121 interceptor fighter Taking Flight: the projects (including also the Foundations of American P.1096/P.097/P.1100/ Commercial Aviation, P.1104/P.1107/P.1116/ 1918-1938. M Houston P.1121/P.1122/P.1129 design Johnson. Texas A&M University Aircraft Systems: studies) and their proposed Press, College Station. 2019. Instruments, propulsion and weapon x; 287pp. Illustrated. $45. Communications, systems (including Red Hebe, ISBN 978-1-62349-721-7. Navigation and Control. Blue Dolphin and Red Beard). C Binns. John Wiley and Sons, Analytical Heat Transfer. The Atrium, Southern Gate, AVIATION MEDICINE J-C Han. CRC Press, Taylor & Chichester, West Sussex PO19 Vickers Valiant: the First of Francis Group, 6000 Broken 8SQ, UK. 2019. xv; 496pp. the V-Bombers. E B Morgan. Sound Parkway NW, Suite Illustrated. £90.95. ISBN 978- Midland Publishing, London. 300, Boca Raton, FL 33487- 1-119-25954-1. 2002. 127pp. Illustrated. ISBN 1-85780-134-2. 2742, USA. 2019. Distributed by Taylor & Francis Group, A detailed well-illustrated Blind Bombing: How 2 Park Square, Milton Park, history including cutaway Flying Tiger Ace: the Microwave Radar Brought Story of Bill Reed, China’s Abingdon OX14 4RN, UK. xii; schematic views of the design the Allies to D-Day and Shining Mark 314pp. £54.99. [20% discount evolution, flight testing, . C Molesworth. Victory in World War II. N Osprey Publishing, Bloomsbury available to RAeS members operations and variants of the Fine. Potomac Books, Lincoln, Publishing, Kemp House, via www.crcpress.com using V-Force bomber, including the NE. 2019. Distributed by Chawley Park, Cumnor Hill, AKQ07 promotion code]. ISBN RATOG (Rocket Assisted Take- Casemate, 10 Hythe Bridge Oxford OX2 9PH, UK. 2020. 978-0-367-38254-4. Off Gear) trials, concluding Street, Oxford OX1 2EW, UK. 367pp. Illustrated. £25. ISBN xvi; 230pp. Illustrated. £20. with individual aircraft histories. 978-14728-4003-5. TRAINING ISBN 978-1-64012-220-8. Incorporating a BAC X-11 Performance number of extracts from the FLIGHT SIMULATION Data: Performance Data subject’s diary and personal for Aircraft Powered by correspondence, a biography Aero-Neurosis: Pilots Two CFM-56 Engines. A History of Flight of an American pilot who of the First World War British Aircraft Corporation – Simulation. C R Wood. during WW2 flew 75 missions and the Psychological Aerodynamics Department, Published by the author, in China with the American Legacies of Combat. Weybridge. Irregular Sandhills. 2019. Irregular Volunteer Group (AVG) – the M C Wilkins. Pen & Sword Pagination. August 1976. pagination. Illustrated. ‘Flying Tigers’ commanded Aviation, Pen & Sword Books, Compilation of by Major General Claire Lee A detailed company history 47 Church Street, Barnsley, S performance charts for a Chennault – and later with the – illustrated throughout with Yorkshire S70 2AS, UK. 2019. proposed development of the Chinese-American Composite x; 178pp. Illustrated. £19.99. numerous photographs and BAC One-Eleven for both the Wing (CACW), a provisional ISBN 978-1-5267-312-3. other diagrams – of Air Trainers full 24,000lbf rating available unit of the Chinese Air Force Ltd (ATL) and the key role it two years after service entry (CAF) under operational Beginning with the played in the evolution of flight pioneering research of Dr H and the initial in-service rating control of the USAAF’s simulation and pilot training of 22,000/24,000lbf which Fourteenth Air Force. Graeme Anderson – author through the manufacture under of Medical and Surgical permitted use of the full rating licence of the Link Trainer only for an engine failure. Aspects of Aviation (London: and its numerous variants (in SPACE Henry Frowde and Hodder & the particular the D4). Later Engaging the Next Stoughton. 1919) – a history simulators assembled for the Super VC10: Reprinted Resilient Space Systems Generation of Aviation of how the science of aviation Airspeed Ambassador, Vickers from Aircraft Engineering Design: an Introduction. Professionals. Edited by psychiatry evolved during the Viscount/Vanguard, de Havilland Vol 37(4) April 1965. British R Burch. CRC Press, Taylor & S K Kearns et al. Routledge, conflicts of WW1, concluding Comet 4B, Avro Vulcan, Aircraft Corporation, London. Francis Group, 6000 Broken Taylor & Francis Group, 2 Park with a compilation of case Hawker Hunter, Supermarine 1965. 29pp. Illustrated. Sound Parkway NW, Suite Square, Milton Park, Abingdon studies of the effects of N113 Scimitar and English A compilation of well- 300, Boca Raton, FL 33487- OX14 4RN, UK. 2020. xix; the war on the fighter pilots Electric P1B Lightning are also illustrated articles describing 2742, USA. 2020. Distributed 302pp. £45 [20% discount Elliott White Springs, William briefly described, the volume the aircraft’s interior design, by Taylor & Francis Group, available to RAeS members Lambert, Roy Brown, Ernst concluding with a history of the fuselage passenger/freight 2 Park Square, Milton Park, via www.crcpress.com using Udet, Edward ‘Mick’ Mannock Link Celestial Navigation and transport variants, seating, Abingdon OX14 4RN, UK. xi; AKQ07 promotion code]. ISBN and Georges Guynemer. Bombing Trainer. systems and equipment. 180pp. £100. [20% discount 978-0-367-25427-8.

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

48 AEROSPACE NEW SOCIETY ANNUAL AWARD CIVIL CADET British Airways PILOT AWARD

The Society has launched a new award for civil cadet pilots. Last year, the Flight Crew Training Group (FTG) concluded that there was merit in the Society instituting an award to recognise annually an ab initio commercial pilot cadet trained by an Approved Training Organisation (ATO). Although the Young Persons’ Achievement Award has criteria that are quite deliberately broad, and would encompass aspiring pilots, the FTG thought that a specific award for civil cadet pilots was needed to recognise their achievement and/or potential, and who, during their training, had inspired their peers – all necessary qualities in successful airline captains. With the agreement of the Council, the FTG undertook a successful trial last autumn. Two Right: Dhak Karanveer Singh, candidates stood out when the nominations left, and James Couldridge received from ATOs were considered and the at No.4 Hamilton Place judging panel therefore decided to make a joint during the International Flight Crew Training Conference in award. The recipients were James Couldridge and September 2019. Dhak Karanveer Singh who had trained respectively at the Atlantic Flight Training Academy in Cork, Ireland, and Bartolini Air in Poland. Coincidentally, both James Couldridge and Dhak Karanveer Singh are now employed as First Officers by Ryanair. The presentations were made at the Society’s headquarters during the International Flight Crew Training Conference in September 2019. In view of the success of the trial, a submission was made to the Society’s Medals and Awards Committee (MAC) seeking to establish the award permanently. Following agreement by the MAC, the new award was approved by the Council in December 2019. IN VIEW OF The Civil Cadet Pilot Award is open to all pilots THE SUCCESS who have graduated from a recognised civil cadet OF THE TRIAL, among their peers most inspired them and include pilot training course at an ATO during the preceding A SUBMISSION an appropriate comment about inspiration in the year. The ATO may be situated anywhere in the citation. As with other Society honours, medals world and there are no restrictions on the cadet’s WAS MADE TO and awards, nominations need to be submitted by background. The award is for the civil cadet pilot THE SOCIETY’S Tuesday 31 March 2020. The successful pilot will who, during their course at an ATO, demonstrated MEDALS AND be announced at the Society’s annual Honours, outstanding achievement and/or potential and Medals and Awards Ceremony in November 2020. who provided exemplary inspiration to their peers, AWARDS They will also be invited to the International Flight professionally and personally. COMMITTEE Crew Training Conference in September. Further Nominations need to be made by the ATO (MAC) SEEKING details and nomination forms are available on the from which the cadet pilot graduated. In addition TO ESTABLISH Medals and Awards section of the Society’s website. to setting out the outstanding achievement and/ Please direct any queries to Sophie Donelan: or potential demonstrated by the nominee, the THE AWARD [email protected] or +44 (0)20 ATO should consult course members about who PERMANENTLY 7670 4320.

MARCH 2020 49 2020 Honours, Medals & Awards

The most prestigious and long-standing awards in global aerospace honouring achievements, innovation and excellence.

The Society’s Honours, Medals and Awards are open to everyone in and supporting the global aerospace community – from senior professionals to students and graduates.

Do you know an individual or team that has made an outstanding contribution to aerospace and merit recognition? Nominate them today. The nomination form can be found on our website www.aerosociety.com/medalsandawards. The closing date for the 2020 round is 31 March 2020.

For further information call Neeral Patel on +44 (0)20 7670 4321 or [email protected] 2020 RAeS COUNCIL ELECTIONS RAeS Council Elections are now open! The Society’s Elections are being conducted Voting will close at 9:00am BST on 21 May 2020, electronically, hosted by mi-voice. All voting members the same day as the Annual General Meeting. who have an email address registered with the If you have any queries or have not received the Society should have received an email which contains voting email, please call mi-voice on +44 (0)23 8076 your unique voting number and instruction on how to 3987 or email [email protected]. To access cast your votes. If you have not received an email or further information about the candidates standing you do not have a valid email address registered with for the Council elections please visit https://www. the Society, please call mi-voice on +44 (0)23 8076 aerosociety.com/council-elections 3987 or email [email protected]. Please note that any member who has not paid 2020 Candidates their membership subscription by 31 March 2020 Miss Hilary Barton BSc(Hons) CEng FRAeS will be taken off the membership register and will FIMA therefore be unable to vote. The Society encourages Mr Martin Tilston Broadhurst OBE MA CDir you to update your membership to enable you to FRAeS FIoD participate in the voting process and have your say on Mr Sohail Chughtai BEng(Hons) MEng CEng who is elected to Council. MRAeS The Society’s Council is responsible for managing Mr Geoffrey Clarkson BSc(Hons) CEng FRAeS the professional, technical and learned affairs of the Society and provides the necessary direction to Mr John Dunne CEng FRAeS MISASI achieve several key objectives, such as increasing Mrs Yvonne Elsorougi BBS MA MSc FRAeS and maintaining the influence, respect and reputation Miss Laura Hoang BEng PgCert TAP MRAeS of the Society globally. For the Council to successfully Mr Richard Hooke BA MBA FRAeS carry out this objective it is vital that it is made up of Mr Jamie Sayer CEng MBA SIIRSM RPP MRAeS the most suitable individuals – which is why your vote Thank you for is so important. Capt Nigel Scopes MA MEd FRAeS taking the time As well as its ex officio members, there are 18 Mr Philip John Foster Spiers BEng CEng to vote in the elected members on the Council, as a voting member, FRAeS you really do have the opportunity to influence the Mr Scott Alexander Vaughan PgCert CMgr 2020 Council way the Society is run through your voting options. FCMI MCGI FRAeS Elections

FSG VISIT MINISTERIAL VISIT

The Royal Aeronautical Society Flight Simulation On Thursday, 6 February, the Royal Aeronautical Society brought together Virgin Group (FSG) visited RAF Shawbury on 11 February Atlantic and Resource Group to celebrate National Apprenticeship Week with to see how the Defence Helicopter Flying School Michelle Donelan, the Minister for Children and Families, centre, who has just deliver their innovative mix of synthetic and live been named the new Universities Minister. training. The visit consisted of a roundtable discussion, where elements of the After being briefed by Wg Cdr Mike Jordan, apprenticeship programme were discussed, such as recruitment, training, the visitors saw the school’s aircraft, flight training development and end point assessment. This was followed by a showcase of the devices and operations centre. work that the apprentices undertake. The visit followed the FSG autumn conference The RAeS provides a full End Point Assessment service to employers within where Ascent Shawbury General Manager Harry the aeronautical sector who have apprentices already registered or registering Palmer presented the school’s activities. on one of the new Apprenticeship Standard apprenticeships.

MARCH 2020 51 Diary

EVENTS www.aerosociety/events LECTURES www.aerosociety/events Airbus BAY OF PLENTY required) E secretary@ 30 April — Global Classic Flyers, 9 Jean Batten BoscombeDownRAeS.org megatrends and the future of Drive, Mount Maunganui, 3 March — Joe Morral Award. aviation. Sir Brian Burridge, Tauranga 3116. 6pm. Noon. CEO, RAeS. 6 March — Black Monday. 7 April — Branch AGM. Bryan Cox. CARDIFF 3 April — The Boeing BRISBANE University of South Wales, Stearman. Wally Gee. Engineers Australia Brisbane, Treforest Campus, Pontypridd. 1 May — Tracey Cousins, Level 9, 340 Adelaide Street, 7pm. former RNZAF C-130 Captain. Brisbane, Queensland. 5.30pm. 18 March — Past, present, 17 March — Aviation and the and future of aeronautical BEDFORD environment – gathering storm radio navigation and comms. Chris Binns. ARA Sports and Social Club, or golden opportunity? Prof Aircraft Research Association, Ian Poll, Emeritus Professor 29 April — Branch AGM 17-18 March Manton Lane, Bedford. 7pm. of Aerospace Engineering, followed by Airships and Cranfield University, UK. disaster relief. Robert Knotts. The Aircraft Commander in the 21st Century: Managing the 11 March — Sir John Cardiff & Vale Colleges, ICAT, flight deck in an ever-changing environment Charnley Lecture. The future’s Cardiff Airport. AGM 6.30pm Flight Operations Group Conference bright the future’s autonomous. BROUGH and lecture 7.15pm. Dr Alvin Wilby, Vice President Cottingham Parks Golf Club, for Research, Technical & Woodhill Way, Cottingham, 24-25 March Innovation, of Thales UK. Hull. Ben Groves, T +44 CHESTER RAeS Urban Air Mobility Conference 2020 (0)1482 663938. Room 017, University of Conference BELFAST 4 March — Delivering the Chester, Beswick Building, RAF 100 flypast. Wg Cdr Kevin University of Chester, Parkgate Room 01/028, David Keir Gatland, RAF 100 Flypast Road, Chester. 7.30pm. Keith 30 March Building, Queen’s University Project Officer. Housely, T +44 (0)151 348 All the World’s Aircraft – The Legacy of Fred Jane Belfast, Stranmillis Road, 4480. Paul Jackson, former editor of Jane’s All the World’s Aircraft Belfast. 8 April — 66th Sir George Cayley Lecture. Air power, 11 March — Unmanned Lecture 23 April — Nacelle thrust technology and maintaining aircraft systems – reverser design evolution and the competitive edge. David developments in North Wales. innovation. Finbarr McEvoy, 31 March Short, Technology Director, Martyn Jones and Rob Bolam, Chief Technical Engineer, Short Digital Technologies to Enable the Future Aerospace Industry Chief Technology Office, BAE Wrexham, Glyndwr University Brothers PLC/Bombardier Systems. Faculty of Arts, Science and President’s Conference Aviation. 13 May — Keys don’t float – Technology. Joint lecture with 7 April everything you need to know Wrexham Glyndwr University, BIRMINGHAM, about flying floatplanes. Capt Faculty of Arts, Science and Lord Trenchard Was Right – The Past, Present and Future of WOLVERHAMPTON AND Bryan Pill, Mission Aviation Technology. Nick Whitehead Air Weapons Integration Innovation COSFORD Fellowship. Theatre, Wrexham Glyndwr Gregory Nichols, Assistant Chief Airworthiness Engineer – National Cold War Museum, University, Mold Road, Typhoon CDO, BAE Systems Air Wrexham. RAF Museum Cosford, Shifnal. CAMBRIDGE Lecture 7pm. Chris Hughes, T +44 (0)1902 844523. Lecture Theatre ‘O’, Cambridge University Engineering Dept. CHRISTCHURCH 16 April — 21 May Composite 6pm. Jin-Hyun Yu, T +44 Cobham Lecture Theatre, RAeS AGM and Annual Banquet structures in aviation. Martyn (0)1223 373129. Bournemouth University, Talbot Jones, Glyndwr University. 5 March — The growing Campus, Fern Barrow, Poole. 28 May 21 May — Spitfire. David use of polymer additive 26 March — Electric and Fairhead and Ant Palmer, Co- RAeS 2020 Aerospace Mental Health and Wellbeing manufacturing in aerospace electric/hybrid commercial Directors of the film Spitfire. Conference and defence. Chris Botting, aircraft: a practical approach. Marshall Aerospace and Alan K Prichard. BOSCOMBE DOWN Defence Group. 21 May — 9-10 June Flying the SR-71: Lecture Theatre, MoD 2 April — Branch AGM Mildenhall to Murmansk. Col The Past, Present and Future of Flight Simulation – Technology, Boscombe Down, Salisbury. followed by Skynet 5. Patrick Richard H Graham, USAF Training and Regulatory Challenges 5.15pm. Visitors please register Wood, Marshall Aerospace and Ret’d. Lees Lecture Theatre, Flight Simulation Group Conference at least four days in advance Defence Group. AGM 7.15pm, Bournemouth University Talbot (name and car registration lecture 7.30pm. Campus. 16 June Sopwith Lecture Dirk Hoke, CEO, Airbus Defence & Space Nico Hülkenberg driving for Renault at the 2018 Austrian Grand Prix. Steve Fenwick will discuss Named Lecture the engineering challenges of Formula 1 racing cars at Farnborough on 17 March. Lukas Raich.

18 June Aerospace Golf Day 2020 Frilford Heath Golf Club

23 June The Annual Business Aviation Seminar Networking Event

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

52 AEROSPACE COVENTRY of space. Loris Gliner, Imperial Lecture Theatre ECG26, College. Engineering & Computing 13 May — Graphene and Building, Coventry University, drone research at UCLan. Billy Coventry. 7.30pm. Janet Owen Beggs, Engineering Innovation, T +44 (0)2476464079. Manager, UCLan. 18 March — A new light aircraft – the Swift. PRESTWICK Mike Mclean, Business The Aviator Suite, 1st Floor, Development Manager, Swift Terminal Building, Prestwick Aviation, Norfolk. Airport. 7.30pm. John Wragg, 22 April — Branch AGM T +44 (0)1655 750270. followed by Farnborough Air 9 March — McIntyre Show film. Lecture. The Golden Age of aviation: fact or fiction. Sir CRANWELL Brian Burridge, CEO, RAeS. Daedalus Officers’ Mess, RAF 6 April — Hampden Cranwell. 7.30pm. Please restoration project. Darren allow enough time to visit the Priday. Guardroom for your pass. 2 March — Anderson Lecture. The Airbus A340 laminar flow BLADE demonstrator. BLADE flight testing will be discussed at the SEATTLE Air-to-air refuelling. Bob Solent Branch R J Mitchell Lecture on 5 March. Airbus. William M Allen Theater, Tuxford AFC, Victor pilot during Museum of Flight, 9404 East Black Buck mission. Joint Marginal Way South, Seattle, lecture with RIN. Washington. 6.30pm. 6 April — WW2 fighter 23 April — 18th Sir George Theatre, Harmondsworth. MEDWAY 19 May — Aircraft finance. aircraft piston engines – Dowty Lecture and Dinner. 6.15pm. For security passes, Denny Bekemeyer, Bekemeyer How British management Conference Room 1, BAE Hatherley Manor Hotel, advance registration (at least Aviation Law Offices. excellence succeeded. Calum Systems (Rochester), Marconi Gloucester. 7pm. two days prior) is required. Douglas, Director, Scorpion Way, Rochester. 7pm. Robin Please contact William Li, Dynamics. 19 May — Branch AGM Heaps, T +44 (0)1634 SOLENT (6.30pm) followed by E [email protected] 377973. 4 May — Airbus. Turner Sims Concert Branch AGM Perspectives on propellers. or T +44 (0)7936 392799. followed by George Cecil 15 April — The lives and Hall, University of Southampton, Jonathan Chestney, Head of 12 March — Systems Rhodes: the life and exciting work of the Short Brothers. Highfield Campus. 7pm. Engineering, Dowty Propellers, engineering for the Mars times of a Cranwell engineer. Pioneering aeronautical 5 March — R J Mitchell and site visit to Dowty Prof Trevor Kerry. Sample Return Mission. Myles and balloon engineers and Lecture. BLADE – Natural Propellers. Dowty Propellers, Johnson, Systems Engineering manufacturers. Liz Walker. Laminar Flow Flight Testing. Hucclecote. Graduate, Lockheed Martin Simon Galpin, Head of DERBY UK. MUNICH Aerodynamics & VP Nightingale Hall, Moor Lane, HAMBURG 16 April — Sholto Douglas Engineering and Tom Gibson, Derby. 5.30pm. Chris Sheaf, TU München, Garching MW Hochschule für Angewandte Lecture. IAG Group Airlines: 1801. 5.30pm. Technical Competence Leader T +44 (0)1332 269368. Flying Towards Net Zero – Component Aerodynamics, Wissenschaften Hamburg, 23 April — Branch AGM 11 March — The science of Hörsaal 01.13 Berliner Tor 5 Emissions. Jonathon Counsell, Airbus. Iron Man. Jay Smith. followed by Mein Weg durch (Neubau), 20099 Hamburg. Group Head of Sustainability, den Hyperschall. Prof Dr-Ing E 8 April — Branch AGM and 6pm. International Airlines Group. H Hirschel. AGM 4pm. SOUTHEND AeroDynamic: Inside the 19 March — Chasing Bears 30 April — Branch AGM. The Holiday Inn, Southend high-stakes global jetliner in the Phantom. Capt Nick Airport. 8pm. Sean Corr, T +44 industry. Kevin Michaels, OXFORD Anderson, RAF (Ret’d). Joint LOUGHBOROUGH (0)20 7929 3400. Author and Managing Director lecture with DGLR, HAW- The Magdalen Centre, Oxford of AeroDynamic Advisory. Room U020, Brockington Science Park, Oxford. 7pm. 10 March — Development Hamburg and VDI. of hovercraft. Brian Russell, 13 May — SR-71: A view Building, Loughborough 17 March — The Buccaneer 2 April — Building Concorde Hovercraft Museum, Lee- from 80,000ft. Richard Building. 7.30pm. Colin Moss, in RN and RAF service. – from early design studies on-Solent. Joint Lecture with Graham (Col Ret’d USAF). T +44 (0)1509 239962. Graham Pitchfork. to service entry. Tony Buttler. IMechE. Joint lecture with Rolls-Royce 17 March — Rolls-Royce 17 April — Sadler Lecture Joint lecture with DGLR, 14 April — Branch AGM. Heritage Trust. HAW-Hamburg and VDI. electrification strategy and and Dinner. Composite the all-electric demonstrator Structures on the Track and 12 May — Ernest Dove 14 May — Flying the SR-71 Lecture. Flying the Boeing FARNBOROUGH ACCEL project. Matheu Parr, in the Air. Brian O’Rourke. Blackbird. Col Richard ‘Rich’ ACCEL Programme Manager, 747. Captain Pete Hewitt, University of Surrey, Rik Graham, USAF Ret’d. Joint Wolfson College, Linton Road, Rolls-Royce. British Airways. Medlik Building (School of lecture with DGLR, HAW- Oxford. Management), University Hamburg and VDI. 5 May — The North American 19 May — Restoring to flying Perimeter Road, Guildford. X-15, the first manned condition a 1920 Avro 504L. STEVENAGE American spacecraft. Roger Geoffrey New. MBDA SG1 2DA. 6pm. 7pm. Dr Mike Philpot, T +44 HATFIELD (0)1252 614618. Allton, Branch member. Joint E [email protected] Lindop Building A166, lecture with IMechE. 3 March — Guided weapons 17 March — F1 racing cars: University of Hertfordshire. PRESTON an engineering challenge. at Stevenage. Tony Caesari. 18 March — Sir Geoffrey de Personnel and Conference Steve Fenwick, Head of MANCHESTER 31 March — Space Havilland Lecture. PrivateFly Centre, BAE Systems, Warton. Full-size Car CFD, Renault F1 Hemsley House, 41-42, psychology. Richard Sherry. air charter operations. 7pm. Alan Matthews, Team. Joint lecture with IET Crescent, Salford. T +44 (0)1995 61470. 21 April — Young Persons and IMechE. Adam Twidell, CEO. Weston Auditorium, de Havilland 12 March — Chadwick 11 March — Frank Lecture Competition. Campus, University of Lecture. Gambling with Roe Lecture. Aerospace 19 May — Leslie Bedford GLOUCESTER AND Hertfordshire, Hatfield. 6pm. graphene…will it pay off? The manufacturing technology Lecture and Dinner. CHELTENHAM 15 April — GASCO safety. prospects of graphene for in the future. Dave Holmes, 17 March — aerospace composites. Prof Manufacturing Director, BAE Getting a chair in 20 May — Aircraft leasing. Constantinos Soutis, Professor Systems – Air. Canberra Club, the air (lecture), Safran Seats John Brutnell. Site Tour and VR Experience. of Aerospace Engineering Samlesbury. Buffet (ticketed Peter Carr, Lead Engineering and Director of the Aerospace event) 6.15pm. Systems Architect (Safran). HEATHROW Research Institute, University 8 April — Airbus Perlan Safran Seats, Wales. 6.30pm. British Airways HQ Waterside of Manchester. mission – soaring to the edge Continued on p 55

MARCH 2020 53 Obituaries PROFESSOR BIN CHENG

HonFRAeS knowledge. Many of his students have become 1921-2019 professors, directors of legal institutes and experts in air law and space law. His extraordinary, authoritative We are sad to note the death on 16 October and lasting contributions to the progressive 2019 of Honorary Fellow, Professor Bin Cheng. development of international law, through numerous Recognised across the world as an authority on leading publications on general international law, air international air and space law, without whose law and space law have been acknowledged by the contribution to the development of space law it may many honours he received, notably: not have existed in its present form. He has been ● Honorary LLD, Chinese University of Hong Kong justly referred to as the father of International Air (1978) Law, and more so of International Space Law, his ● Honorary Fellow, Royal Aeronautical Society foray into the latter dating back to the dawn of the ● Honorary Fellow, University College London space age in 1957. ● Officier, Ordre des Palmes Academiques, Born in China in 1921, his family moved to Government of France (1988) Europe in 1936 when his father, Dr Tien-Hsi Cheng, was appointed a judge of the Permanent Court of ● Santos-Dumont Merit Medal, Government of International Justice in the Hague. Bin had secured Brazil (1989) a place at Trinity College, Cambridge, but his family ● Lifetime Achievement Book Award, International were evacuated to Switzerland at the beginning Astronautical Federation (1997) of the war, where he gained a first class licence ● Honorary President, London Institute of Space en droit from Fribourg University. The family again Policy and Law (2008) moved, this time to London, where his father was ● Lifetime Achievement Award, European Air Law Chinese Ambassador to the United Kingdom. Bin Association (2010) resumed his law studies, gaining a doctorate from What is perhaps less well known about Bin is his University College London, where he remained for skill with languages, fluent in French and numerous 36 years. Chinese dialects and, of course, English. Not only His many publications have been influential and was he an excellent tennis and table-tennis player arguably definitive in establishing the discipline, but also an accomplished joiner, lining his sitting dating back to his General Principles of Law as room with bookcases of which a professional would Applied by International Courts and Tribunals have been proud. (1953, reprint 2006, Cambridge University Press) Above all Bin will always be remembered by and International Law and High Altitude Flights: colleagues, former students and all with whom Balloons, Rockets and Man-Made Satellites AEROSPACE he came into contact, for his immense modesty, (International & Comparative Law Quarterly, Vol 6, generosity, integrity and civility. He will be greatly Issue 3, July 1957). missed by all who knew him or his work. Professor Cheng was a dedicated educator, GOLF DAY Professor and Dean of the UCL Law School, who Professor Sa’id Mosteshar made a substantial contribution to the spread of FRAeS FOR INDIVIDUAL AND CORPORATE MEMBERS

FRILFORD HEATH GOLF CLUB, OXFORDSHIRE / THURSDAY 18 JUNE 2020 VERNON WILFRED CLARKSON Championship heathland Join us at our 2020 Aerospace Golf CEng FRAeS This developed into a complete technical support golf in the South Oxfordshire Day for some healthy competition with 1922-2019 group for the older DH aircraft. Vernon retired on 31 fellow golfers in the aerospace and October 1985. countryside aviation community. Vernon Clarkson was educated at Downshall School, Vernon joined the RAeS as a student in 1945, Essex, followed by enlistment in January 1938 as becoming a Fellow in 1982. He served as a 18 hole texas scramble This event is ideal for networking in a Aircraft Apprentice in the RAF at No1 School of committee member of the RAeS Chester Branch competition relaxed and informal setting. Technical Training, Halton. Subsequent service lasted from 1965, becoming Hon Secretary from 1967-71, until 1949 and included two years attachment to the Chair 1974-85, and President until his passing in 9 hole stableford points Enter a corporate 4-ball team or opt South African Air Force on technical training duties. 2019. He was elected to the Branches Committee to be teamed up with other individual Vernon was invited to join the de Havilland Aircraft in 1981 and subsequently served as Branches competition players. Company as Instructor on the DH106 Comet (and Committee Chair between 1983-89. In 1988 Vernon other types) and later became Deputy Chief Airframe Clarkson was awarded the RAeS Presidential Sword Individual and corporate For further details please apply to: Instructor in the Servicing School. He became for outstanding service to the Society. team prizes Gail Ward a Safety and Accident Investigation Engineer in In 2004 the Branch was granted approval to Events Manager 1956 and in 1957 moved to Chester to set up the hold an annual Named Lecture to celebrate his Breakfast, lunch, refreshments Royal Aeronautical Society defect investigation group on three aircraft types. contributions to the Society and aerospace industry. T +44 (0)1491 629912 and afternoon tea E [email protected] 54 AEROSPACE Continued from p 53 TOULOUSE Symposium Room, Building B01, Airbus Campus 1, Blagnac. 6pm. Contact: http:// goo.gl/WbiKtV to register. SWINDON 10 March — Memories of the The Montgomery Theatre, complex Concorde engine inlet The Defence Academy of the development. Dudley Collard, United Kingdom, Faringdon Rd, Groupe Technique Concorde, Shrivenham, Swindon. 7.30pm. Aerospatiale, Ret’d. 4 March — UltraFan – The 21 April — The Airbus journey from concept to Rolls-Royce E-Fan X Hybrid design. Andy Geer, Chief Electric Aircraft. Ash Owen, Engineer and Head of Rolls-Royce Chief Engineer Programme UltraFan. Demonstrators and a speaker 1 April — Unlocking the from Airbus E-Fan X Project. future of hypersonics and 12 May — Branch AGM space access. followed by Viability of ultra 6 May — United Kingdom long-haul operations by A350 airspace management for the and B787 aircraft. Linus Benjamin Bauer, Lecturer in 2020s. Roger Marsh, Deputy Vickers Viscount 663, VX217, powered by two Rolls-Royce Tay turbojets. Alan Simmons will General Manager, Swanwick Air Transport Management, describe the Tay Viscount project and the problems with recreating it in flying model form, at Operations. City, University of London. Weybridge on 18 March. RAeS (NAL). SYDNEY WASHINGTON DC Mechanical Engineering Airbus, 1101 Pennsylvania Lecture Theatre, University of Avenue NW, Washington, DC Gate entrance. 6.45pm. 20 May — The 1957 Sandys’ leonardocompany.com 20004. 6pm. Sydney, Darlington. 6.30pm. 18 March — Vickers Tay White Paper. Tony Buttler, 19 March — Accident 19 March — Aviation and the 2 April — Lecture by Viscount – An historic shape Aviation Historian & Author. investigation. Alan Parmenter. Robert A Pearce, Associate environment – gathering storm flies again. Alan Simmons, 16 April — Reggie Brie Administrator, NASA. Followed or golden opportunity? Prof former BAC apprentice. YEOVIL Lecture. by Branch AGM. Ian Poll, Emeritus Professor 15 April — Concorde – entry Dallas Conference Room 21 May — Branch AGM of Aerospace Engineering, into service. Ian Smith, former 1A, Leonardo Helicopters, followed by WW2 African Cranfield University, UK. WEYBRIDGE Chief Flight Engineer BA Yeovil. 6.30pm. David Campaign. Prof Neil Dando. 27 May — Branch AGM. Brooklands Museum, Campbell Concorde Fleet. McCallum, E david.mccallum@

AEROSPACE GOLF DAY FOR INDIVIDUAL AND CORPORATE MEMBERS

FRILFORD HEATH GOLF CLUB, OXFORDSHIRE / THURSDAY 18 JUNE 2020

Championship heathland Join us at our 2020 Aerospace Golf golf in the South Oxfordshire Day for some healthy competition with fellow golfers in the aerospace and countryside aviation community.

18 hole texas scramble This event is ideal for networking in a competition relaxed and informal setting.

9 hole stableford points Enter a corporate 4-ball team or opt to be teamed up with other individual competition players.

Individual and corporate For further details please apply to: team prizes Gail Ward Events Manager Breakfast, lunch, refreshments Royal Aeronautical Society T +44 (0)1491 629912 and afternoon tea E [email protected] Elections

COMPANIONS MEMBERS Tomasz Stankowski Geoffrey Steele WITH REGRET Gerd-Ulrich Wengler Jason Ainge Alex True Simon Annetts Jessica Tucker The RAeS announces with regret the deaths of the FELLOWS Andrew Arbon Chris Tudsbury following members: Angelos Atsas Peter Wright-Gardner Capt Graham Cruse FRAeS 71 Shamboul Adlan Ryan Azzopardi Kassandra Zandstra Carolina Anderson Arvind Babajee Brian Peter Hampson FRAeS 88 Ehsan Ashraf Antony Beaumont ASSOCIATE Geoffrey Colston Howell CEng FRAeS 87 Karen Bath Anirban Bhattacharya MEMBERS William James CEng FRAeS 79 Maria Byford Markel Bilbao Geoffrey Crawford Alexandru Botu Rukshan Roland Walter Rayner AMRAeS 85 Simon Dunphy Jason Catlow Amaradiwakara John Ireland Read CEng MRAeS 91 Daniel Elwell Rebecca Chute Gareth Ballinger Gordon Evans Gregory DeBoer Eric Cheng Peter Leonard Ruthen CEng MRAeS 85 Keith Goldfinch William Delany Jingtan Cong Professor Michael John Waring CRAeS 80 Christopher Hanson Michael Donnelly Stephen Olagoke John Warmington Affiliate 77 Adam Harris Connor Evans Gary Shaw John Harrison Kathryn Evans Christy Thevathasan John Richard Faulkner Young AMRAeS 89 Mark Harrisson James Frean Pratik Wasnikar Darrall Hicks Matthew Gales Jake Yeomans Stephen Houston Jeffrey Graham Mark Howard Roger Hall ASSOCIATES Christopher Johnson James Harrison WORLD AVIATION TRAINING SUMMIT Michael Jones Jerrod Hartley Russel Dodds 28-30 April, 2020 Georgios Kattidenios Ivo Heger Bianca Erwee Rosen Shingle Creek Resort Syed Salman Khalid Mark Desmond Henry Tom Fisher Orlando, Florida, USA Alex Linhares M Ayman Jamal James O’Neill Lise Lunding Ian Johnson Dale Richards Luca Maddalena Umair Ali Khan Gavin Ryan Andrew Manahan Susana Lopez Ramirez Thomas Underwood James Miles Stuart McCarthy Alexander Weight Ian Mills Karen Moore Prashant Mohan Bernard Munaiwa E-ASSOCIATES RAeS Wali Mughni Panagiotis MEMBER Edma Naddaf Panagyftopoulos Hugo Heffernan The World’s leading aviation training event RATE* Susan Partridge Brandon Pereira Scott Millen US$525

Sebastian Pooley Erkan Pinar * saving 58% against standard rate Anssi Pyykkonen Marco Pistorello AFFILIATES Adrian Reynard Laura Pitarch Medina 23rd WATS event introduces: Andrew Sheldon- Duncan Rogers Ian Robinson Re-Energizing Training Focus, Edwards Eric Rosello Hebron Siu Chun Yung the Foundation of Aviation Safety Wenjia Shen Arrun Saunders Mark Sisson Michael Saunders • 1,200 aviation and training professionals STUDENT AFFILIATES • 50 countries Conference by Marilyn Smith Brian Shaw • 80 exhibitors John Turner Muhammad Sheraz Michael Tate

Robert Walton Balbir Singh Register at Michael Wigston Rachel Solomons #WATS2020 @halldale-media halldalegroup wats-event.com Muhammad Zahid Bhatti Lei Song NEW MEMBER SPOTLIGHT Oliver Westcott ARAeS, 23 Job Title: UAV Engineer Location: Southampton, UK What made you join the Royal Aeronautical What inspired you into aerospace? I’ve always Society? The Society offered a concentrated been interested in flight and designing things, so source of information and opportunities in terms a career in aerospace engineering seemed to be of the magazine and guest speakers which I was well suited. keen to learn more about. What is the best thing about your current What do you hope to get out of your role? I enjoy working as part of a small team on membership? An opportunity to keep a finger on intensive, interesting and rewarding projects with the pulse of the industry in areas I may not always the opportunity for innovation and research. be exposed to.

56 AEROSPACE Society News RAeS Membership & Professional Registration Briefings Arrange a company briefing to provide staff with information on Membership & Professional Registration

Briefings include information on: • The Society and our activities • Membership benefits and criteria • Professional development with the Society • Engineers can learn about becoming professionally registered as CEng, IEng or EngTech with the Engineering Council UK* • The requirements and application process for membership and registration

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Editor-in-Chief: Deputy Chairman of the Editorial Board: Professor Holger Babinsky FRAeS Professor Chris Atkin CEng FRAeS University of Cambridge, UK City, University of London, UK Chairman of the Editorial Board: Professor Mike Graham FREng FRAeS Imperial College London, UK

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40928_134x210.indd 1 18/04/2019 10:34 The Last Word Commentary from Professor Keith Hayward FRAeS

Flybe to the Moon

ell if not that far, to Newquay illegal under EU law was perhaps a nicety to be left perhaps? It’s an odd, if not an ill to time and a protracted court case to resolve. This day when Michael O’Leary and may not leave a good impression for a post-Brexit Willie Walsh are in agreement. Britain that wants to be part of the Single European The last time was when the Aviation Area. doubleW act took on the CAA in opposing a volcanic dust cloud flight ban. However, the issue of a de But the environmental issue is never facto state bail out for the owners of Flybe has raised far away all manner of problems for the Johnson government. Not the least of these is the prospect of cutting A more challenging question for both Government the cost of a ‘green tax’, Air Passenger Duty (APD), and indirectly the airline industry is the all too before hosting the next UN Climate Change obvious disparity in the cost of train and air travel. Conference in Glasgow (one of Flybe’s several Walk-up train fares are more than three times regional destinations). Leaving aside questions of the average air ticket. Which is precisely the point whether APD is (a) really a green tax; (b) a fair, ie of the environmental lobby. Across the Channel, progressive green tax; or (c) a drag on UK airline fast rail has virtually destroyed the market for air competitiveness, helping a couple of richer airlines, travel for journeys of under 200 miles. However, a freight company and a hedge fund out of a hole we would have to enter the nearly impenetrable does not give a good impression. thicket of decades of past deficiencies in regional and transport policies. We are not going to get a There is a genuine problem here dense network of fast rail soon (even getting to A MORE Birmingham on HS2 is a long way off). The existing The UK Government’s dilemma evinces a degree terrestrial plans still leave Flybe’s main customer CHALLENGING of sympathy. Flybe historically has tried to reach base struggling to get anywhere if its flights QUESTION those destinations that other airlines cannot, or have disappear. FOR BOTH not tried to reach. A number of regional airports Commentators have suggested that the routes, GOVERNMENT are heavily dependent on the airline for business not the airline should be subsidised – adding to and connectivity, especially to London and the near the existing and legal network of socially justified AND Continent. As a totality, this comprises a network services. This might not cover the entire existing INDIRECTLY socially and economically important to a number of network and might not be sufficiently attractive to THE AIRLINE the country’s poorer regions. get Ryanair or BA to fill the gaps. It also fails to hit INDUSTRY IS The Government was elected in part on the the green button that is eager to see airlines pay a promise to address the problems of the ‘left behind’ fuel tax, ration flights or simply stop flying. THE ALL TOO towns and regions and deferring payment of some of There is little likelihood of a heavy subsidy to OBVIOUS Flybe’s outstanding APD seemed a quick and cheap parts of the railway system that might take some DISPARITY IN response to a crisis. In promising to review APD on of the strain. Regional infrastructure improvement all domestic routes – albeit with due regard for green will be a long-term response. In the interim, it looks THE COST OF issues – the Government has tried to assuage other as if APD deferral will be the only sticking plaster TRAIN AND AIR airlines. The fact that both deferral and excluding available – and damn the torpedoes that may be TRAVEL international carriers from the APD review might be fired at Glasgow in the autumn.

58 AEROSPACE 2020 Don’t forget to renew your ANNUAL BANQUET Supported by membership for 2020 Thursday 21 May 2020 / London

Membership fees were due on the 1st January so don’t forget to renew before your membership expires*

As per the Society’s Regulations, unpaid How to renew: memberships will lapse on 31 March 2020 and all memberships will be suspended where a Online: Log in to your account on the Society’s payment for an individual subscription has not website to pay at: been received before this date. This excludes www.aerosociety.com/login members paying their annual subscriptions by Direct Debit in monthly instalments. If you do not have an account, you can register Your membership benefits include: online and pay your subscription straight away. ⚫ Your monthly subscription to AEROSPACE Telephone: Call the Subscriptions Department magazine on: ⚫ Use of your RAeS post nominals, as applicable +44 (0)20 7670 4315 / 4304 ⚫ Access to over 400 global events yearly Cheque: Cheques should be made payable to ⚫ Discounted rates for conferences the Royal Aeronautical Society and sent to the ⚫ Online publications including Society News, Subscriptions Department at No.4 Hamilton blogs and podcasts Place, London W1J 7BQ, UK. Established as a key event in the social Guest of Honour ⚫ Involvement with your local Branch BACS Transfer: Pay by Bank Transfer (or by calendar of the aviation and aerospace Air Chief Marshal Mike Wigston CBE ADC BACS) into the Society’s bank account, quoting Chief of the Air Staff, Royal Air Force ⚫ Networking opportunities community, the Royal Aeronautical Society your name and membership number. Bank Annual Banquet attracts high-level industry ⚫ Support gaining Professional Registration details: Venue attendance and offers the ideal opportunity The InterContinental London Park Lane, ⚫ Recognition of achievement through the Account Name: Royal Aeronautical Society Society’s Medals and Awards for networking and corporate entertainment. One Hamilton Place, London W1J 7QY, UK Sort Code: 40-05-22 ⚫ Opportunities for Continuing Professional Account No: 01564641 Programme Development Individual tickets and corporate tables are BIC/Swift: HBUKGB4B available with discounted rates for RAeS Reception: 19.15 hrs Dinner: 20.00 hrs ... and much more! Find out more ways to get IBAN: GB89HBUK40052201564641 involved and utilise your membership benefits: members and Corporate Partners. What’s included? Bank Address: HSBC Bank plc, Fifth Floor, West End Corporate Centre This black tie event includes a pre-dinner networking www.aerosociety.com/membership 70 Pall Mall London, SW1Y 5EZ reception followed by an exquisite four-course meal *An expired membership can incur reinstatement fees with fine wines, coffee and an after-dinner drink. Thank you for renewing your membership! Enquiries to: With your support, the Royal Aeronautical Society remains the world’s foremost Gail Ward, Events Manager – Corporate & Society Royal Aeronautical Society professional institution dedicated to the entire aerospace and aviation industry. T +44 (0)1491 629 912 / E [email protected] www.aerosociety.com/banquet

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