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‘X’ MARKS THE SPOT ONBOARD THE A350 AS IT ENTERS FINAL TESTING

August 2014

CIVIL UAVs AND THE LAW SYRIA’S AIR FORCE AT 100 YEARS THE NATIONAL LIBRARY FARNBOROUGH

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The National Aerospace Library The Hub, Fowler Avenue, T +44 (0)1252 701038 Opening hours Farnborough Business Park, E [email protected] Tuesday - Friday 10:00 - 16:00 Farnborough, Hants GU14 7JP www.aerosociety.com/nal United Kingdom Volume 41 Number 8 August 2014 Green dreams Honeywell Honeywell at 100 Boeing tests of Future technology new environmental under development at performance technology 20 Honeywell. 28 on a series of different aircraft platforms. Contents

Correspondence on all aerospace matters is welcome at: The Editor, AEROSPACE, No.4 Hamilton Place, London W1J 7BQ, UK [email protected] Comment Regulars 4 Radome 12 Transmission The latest aviation and Your letters, emails, tweets aeronautical intelligence, and feedback. analysis and comment. 58 The Last Word 10 Antenna Keith Hayward on US- Strange bedfellows Howard Wheeldon looks at Russian space launcher potential threats to future dispute. Who would have guessed that Iraqi, Iranian and US pilots would ever all be profi tability. fl ying in the same airspace fi ghting against a common foe. The rapid gains of the Islamist ISIS movement in Iraq have seen Iraq’s fl edlging COIN air force Features of Mi-17s and Hellfi re-equipped Caravans, joined by US Apaches, fast jets and UAVs, as well as, most inexplicably Iranian Su-25 aircraft 14 The A350 Xperience Tim Robinson fl ies on the from Iran’s Revolutionary Guard (which came originally from the 1991 Iraqi Air new XWB You Tube You Force). Additionally, such was the desperate need for to stem widebody . the speed of ISIS’s southerly march on Baghdad, that the Iraqi Government fast-tracked a buy of fi ve second-hand Su-25s from either Belarus or Russia — 30 adding to the cosmopolitan (and extremely loose) unlikely air coalition. With the ongoing situation so fl uid, what does this say about air power? While the A-10 Uncertain future for has been fi ghting for its life in the US, it is just the kind of hard-hitting platform Syria’s air Force An assessment of the Syrian

needed on this occasion by the Iraqi Government. Secondly, ‘Wars of choice’ are Parrott/AR Drone Air Force and its role in the often described as ‘come as you are’ — but this particular threat came out of 16 current civil war. nowhere — even to the extent that Iraq could not wait for its new F-16IQs it has 34 Time Lords on order to be delivered. Finally, the post-Afghanistan war-weariness of the US Plans for time-based and the West and the change in focus towards the Far East, perhaps seduced The legal status of ‘drones’ separation to reduce delays Legal issues posed by the at Heathrow . decision-makers that the Middle East, though unstable, was capable of looking proliferation of unmanned after itself. This new development, which threatens to become a 21st century aircraft for civil applications. Middle East version of Europe’s 30-Years War, is a wake-up call to the dangers of a power vacuum. The improbable ‘coalition’ fi ghting a common cause also RAeS (NAL) RAeS raises an intriguing question. In the future, will air forces have to think about Marshall interoperability with not only their allies but also potentially their enemies?

Tim Robinson 36

[email protected] August 1914 The role played by the Royal 24 Flying Corps in the fi rst days of WW1. Marshall plan Marshall Aerospace targets 40 IT FLIES USA NEWSEditor-in-Chief IN BRIEFAEROSPACE is published by the Royal AEROSPACE subscription rates: Tim Robinson Aeronautical Society (RAeS). Non-members, £150 business aviation at its new 2014 aircraft design and growth sector. handling competition. +44 (0)20 7670 4353 Chief Executive Please send your order to: [email protected] Simon C Luxmoore Dovetail Services Ltd, 800 Guillat Deputy Editor Advertising Avenue, Kent Science Park, Bill Read Emma Bossom Sittingbourne, Kent ME9 8GU, UK. +44 (0)20 7670 4351 +44 (0)20 7670 4342 +44 (0)1795 592939 41 Afterburner [email protected] [email protected] +44 (0)844 856 0650 (fax) [email protected] Publications Manager Unless specifi cally attributed, no 42 Message from our President Chris Male material in AEROSPACE shall be taken Any member not requiring a print +44 (0)20 7670 4352 to represent the opinion of the RAeS. version of this magazine, please 43 Message from our Chief Executive [email protected] contact: [email protected] Reproduction of material used in this 44 Book Reviews Production Editor publication is not permitted without the USA: Periodical postage paid at Wayne J Davis written consent of the Editor-in-Chief. Champlain New York and additional 47 Library Additions +44 (0)20 7670 4354 offi ces. [email protected] Printed by Buxton Press Limited, 48 NAL preserves Bristol drawings Palace Road, Buxton, Derbyshire Postmaster: Send address changes Editorial Assistant SK17 6AE, UK to IMS of New York, PO Box 1518, 49 NAL Gliding Collection Online Alfonso Serrano Alcala Champlain NY 12919-1518, USA. 50 Branch prizewinners Additional features and content Book Review Editor Distributed by Royal Mail Brian Riddle ISSN 2052-451X 52 Diary are available to view online on Editorial Offi ce www.media.aerosociety.com/ 53 RAeS Annual Banquet aerospace-insight Royal Aeronautical Society and Golf Day No.4 Hamilton Place Including: Honeywell at 100, London W1J 7BQ, UK 54 Corporate Partners The A350 ‘Xperience — fl ying on the +44 (0)20 7670 4300 55 2013 Written Paper Prizes fi rst public demo fl ight, [email protected] Carrier Countdown. www.aerosociety.com Front cover: Engine and winglet of the Airbus A350. Tim Robinson 56 RAeS Elections

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INTELLIGENCE / ANALYSIS / COMMENT Engines For a stealth design, inlets would need to be S-shaped to prevent radar returns. Notably the two inlets here suggest perhaps any future fi ghter would be a twin-engined design. Stealth The ‘extended diamond with wings’ low-observable planform echoes the Anglo-French FCAS UCAV concept as well as the as earlier Boeing X-45 demonstrator.

Self-healing BAE Systems evisages that by 2040 it may be feasible to incorporate ‘self-healing’ materials into combat aircraft to nullify battle damage in-fl ight. Carbon nanotubes would contain an adhesive fl uid which would then ‘clot' to mend damage. Says BAE Systems Futurist and Engineering Manager Nick BAE Systems Colosimo: “There is signifi cant global research intoNEWS hollow-fi breIN compositeBRIEF materials to enable The Survivor.” ?????? ???? ???? ??? ??? ????? ????? ?????? W ?????? ???? ???? ??? ??? ????? ????? ?????? DEFENCE ?????? ???? ???? ??? ??? Futuretech????? ????? ?????? in 2040 ?????? ???? ???? ??? ??? BAE????? Systems????? ?????? has released a number of future concepts for aerospace in the year 2040. Among them are the in- fl ight 3D printing of UAVs along with sub-aircaft that combine and join together to make one larger aircraft to save fuel?????? and ???? extend ???? ??? range. ??? Two of the concepts, directed energy weapons and self-healing materials feature in this notional????? ????? low-observable combat aircraft (dubbed The Survivor in self-healing example), which, although fi ctional, incorporates these advanced technologies that may be in service by the year 2040.

4 AEROSPACE / AUGUST 2014 3-in-one Another BAE Systems’ concept for 2040, dubbed ‘Transformer’, would see single air vehicles combine to become a larger aircraft. This would save fuel, extend range and allow individual aircraft to split off to conduct their own tasks at the target. Says BAE Systems Futurist and Engineering Manager Nick Colosimo: “If the airframe confi guration

of these aircraft is deliberately designed so that they can be optimally conjoined then we BAE Systems could assume that the resultant drag ‘approaches’ that of a single larger aircraft.”

In-fl ight 3D printing In another prediction for 2040, additive layer manufacturing (or 3D printing) could be done in-fl ight, according to BAE. A larger aircraft could ‘print’ customised mini-UAVs in-fl ight before deploying them — creating the ultimate in an ‘adaptable taskforce’. Notes Nick Colosimo: “It may not be the most revolutionary per se but the ability to BAE Systems create tools on demand at the time and place of need from the air feels like it could be a useful capability for addressing future operational uncertainties.”

Cockpit Though this is only a notional concept — it is interesting that there appears to be a on this design— suggesting that BAE foresees a manned opyion for a 2040 fi ghter.

Energy weapon By 2040, BAE predicts that it will be possible to pack a directed-energy weapon into a fi ghter-sized combat aircraft to engage targets at the speed of light. Their main functions, says BAE's Nick Colosimo BAE Systems would be to augment existing weapons: “close-in self-protection is likely to be one of their main uses.” BAE Systems

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DEFENCE New HMS Queen Elizabeth named terror threat An unspecifi ed but credible threat to has meant that travellers fl ying directly to the US are now having to turn on personal electronic devices (PED) to check they function at

No10 Downing Street security before Queen Elizabeth On 4 July, the Queen formally named the fi rst of two new aircraft carriers being built as HMS they board. Those during a ceremony at Rosyth near Edinburgh. The Red Arrows fl ew over the dockyard at a ceremony which also included unable to power Prime Minister , First Minister of Scotland Alex Salmond and former Prime Minister . The up would not be new 65,000 tonnes warship — the largest ever to be built in the UK — can carry up 40 F-35Bs and/or helicopters including RAF Chinooks. It will have a permanent crew of almost 1,600 when it enters service in 2020. allowed on board. AEROSPACE GENERAL AVIATION UK aerospace sector Citation X+ outperforms economy certifi cated

Britain’s aerospace sector achieved a growth industry has grown ten rate of 9·4%. The sector times faster than the now generates annual wider UK economy revenue of almost £28bn. over the past three ADS reports that more years, according to a than two-thirds of its new report by the UK 900 ADS companies are InTheAerion July US NASA FAAhas revampedhas is to certifi test catedits supersonicnew the Low-Density new businessupgraded Citation X+ mid-size business industry lobby group anticipating continued Supersonicjetjet — (SSBJ) wrestling Deceleratordesign the titleto feature of (LDSD) world's a larger at fastest the cabin US (Mach Navy's and 0 ·935) civil aircaft back from the ADS. growth of at least 10% rangeGulfstreamextended in, Hawaii. range.G650. Designed The Deliveries AS2 toSSBJ started evaluate features immediately technologies three — the fi rst example going to a Last year the aerospace over the next year. companyengines fromversus NY two state. on the previous design. Aerion Cessna NEWS IN BRIEF

shortly after taking off on NASA’s International Sun- three B737-800NGs in a Airbus has reported that 2 July from Nairobi’s Jomo Earth Explorer 3 probe Three Boeing 737 $272m deal at current list it delivered 303 aircraft Kenyatta International (ISEE-3), which was retired tumbled into prices. This is the airline’s in the fi rst six months of Airport, in Kenya. All four in 1997 after 19 years of the Clark Fork River fi rst direct purchase from 2014. It booked 290 net crew were killed. service. It had not used in Montana on 3 July, Boeing. orders and added 209 its engines since 1987, following a train derailment. A320 commitments to As AEROSPACE went and the campaign to save The train was carrying UK defence exports June, though there were to press, Israel was it required $150,000 to six 737 fuselages and reached nearly 225 order cancellations continuing to conduct air reactivate the probe. assemblies for the 777 £10bn in 2013 with during fi rst half of the strikes on ‘terror sites’ in and 747 on their way AgustaWestland leading year. Meanwhile, Boeing the Gaza Strip following Police have arrested two from Spirit Aerosystems the effort, according to delivered 342 aircraft and rocket attacks fi red by people for operating an in Wichita, Kansas, to fi gures released by the booked 499 net orders in militants from Gaza into UAV, which came within Boeing’s fi nal assembly line government on 8 July. the same period. Israel. 800 feet of a police in Renton, Washington. Exports of the AW159 helicopter, over George Wildcat helicopter to South A Fokker 50 freighter Scientists have Washington Bridge, New Belarusian carrier Belavia Korea and the AW101 crashed into a building successfully reactivated York on 7 July. Airlines has ordered to Norway were the main

6 AEROSPACE / AUGUST 2014 AEROSPACE AIR TRANSPORT Hello neo! Ryanair returns to UK domestic services European low-cost Dublin and Prestwick. Five carrier Ryanair has routes are transferring established a new to Glasgow, the airline’s Scottish base at 69th base and include Glasgow Airport after a Bydgoszcz, Warsaw and three-year break from Wroclaw in Poland, Derry UK domestic services. in Ireland, as well as Riga, From October, the carrier Latvia. will fl y three daily fl ights During the fi rst year, from Glasgow and the low-cost airline Edinburgh to London estimates to carry 850,000 Stansted and a same passengers from Glasgow

Airbus frequency service airport, including around On 1 July Airbus rolled-out its fi rst A320neo, MSN6101, after painting the aircraft between Glasgow and 350,000 that will move and mounting its Pratt & Whitney PW1100G-JM engines. It is expected the fl ight test Dublin, replacing the from its other base at campaign will start in September for entry into service in Q4 2015. daily connection between Prestwick. DEFENCE SPACEFLIGHT Iraq acquires Su-25s to NASA places fi ght ISIS push Iraq has requested help 12 dissembled Russian Su- SLS contract to supply military aircraft 25s while Iran has supplied NASA has awarded a $2·8bn contract to help it fi ght ISIS old Su-25s which to Boeing to develop the core stage insurgents who defected from Iraq of the Space Launch System (SLS), have taken over to Iran during including the , as the most parts of the the 1991 Gulf powerful rocket ever built designed country. The US War. Both Iran for human exploration of deep space. has accelerated and Syria have The agreement comes as the Critical delivery of Hellfi re also conducted Design Review (CDR) on the core missiles to the Iraqi Air their own air strikes stage is completed. The initial test Force. Meanwhile Iraq has on ISIS in Iraq.quates to fl ight of the SLS is scheduled for fast-tracked a buy of up to just $5·42 per passenger. 2017. NASA

successes, said the UK of F-35 fi ghters until the reusable unmanned vehicle government’s sales arm. On 30 June, the fi rst Bombardier Aerospace completion of additional that would fl y to hypersonic production HondaJet made has received a fi rm order inspections of their Pratt & speeds at a suborbital On 23 June, Aerojet its maiden fl ight at the for 16 CRJ900 NextGen Whitney engines, following altitude where the upper Rocketdyne completed a company’s headquarters regional jets valued at a fi re event on 23 June at stages would separate and series of hot-fi re tests on in Greensboro, NC. Entry approximately $727m Eglin AFB base in Florida. deploy a into low a Bantam demonstration into service is planned for at list prices. The same The grounding puts the Earth orbit. rocket engine built 2015. (unidentifi ed) customer type's international air show entirely by additive has taken options for debut in the UK in doubt. Quicksilver Aeronautics manufacturing. The space The US FAA is unlikely to eight additional has received FAA company was able to be to able integrate UAVs of the same type, which On 27 June DARPA certifi cation for its fi rst reduce the engine design into the National Airspace could increase the value to awarded a $3m contract Special Light-Sport S2SE and manufacturing time System by the September $1·12bn. for the development of aircraft. Quicksilver is from over a year down 2015 deadline, according its XS-1 space plane to now ready to produce its to a couple of months to the Transportation As AEROSPACE went to Masten Space Systems of S2SE model using three and lower the cost by Department inspector press, the Pentagon has Mojave, US. This project manufacturing locations in approximately 65%. general’s offi ce. grounded the entire fl eet aims to develop a fully the US.

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DEFENCE SPACEFLIGHT Sikorsky wins combat ESA plots to harpoon rescue deal space debris

reeling it in. ESA plans to On 26 June, the USAF ESA is considering build and test a prototype awarded Sikorsky a using harpoons to ‘breadboard’ version in remove large items, $1·28bn contract for the hope of adopting the the initial engineering such as derelict harpoon and its ejection and manufacturing and rocket mechanism for the ESA’s development phase for upper stages, which are Clean Space initiative on its new combat rescue located across crucial the e.DeOrbit mission for helicopter. The helicopter, lower orbits. fl ight in 2021. The project based on Sikorsky’s To capture more than will investigate all three UH-60M, will replace the 17,000 threatening stages of harpooning through computer models, existing HH-60G in the objects, harpoons could analysis and experiments, USAF rescue mission. make a high-energy impact into the target, piercing leading to a full hardware

Sikorsky the structure and then demonstration. AEROSPACE AIR TRANSPORT Sweden fi rst with remote ATC tower

The Swedish Transport tower. Using systems

Agency has given Swedish Saab installed by Saab in 2013, air navigation take-offs and service landings from The eyes provider LFV, Örnsköldsvik clearance will be have it

to operate operated Atlantic Virgin Örnsköldsvik from the After a successful six-week trial, Virgin Atlantic is to permanently implement the use of airport autumn from Google Glass for employees working at London Heathrow. Check-in staff wore the glasses without ATC Sundsvall during the trial which provided them with passenger information — including names, personnel being Remote Centre frequent-fl yer status, fl ight numbers and destinations — as travellers approached the based in the control 100km away. terminal in chauffeur-driven cars. NEWS IN BRIEF

from the International Air allies, such as the US, if certifi cation was granted an area up to 6,000m The International Civil Transport Authority (IATA). they came under attack. on 12 June. Launch deep and covering up to Aviation Organization With revenues of over customer for the 350 is 60,000km2. (ICAO) is proposing the $2·3bn in 2013, Ethiopian NASA Orbiting Carbon NetJets. adoption of new global now ranks fi rst in Observatory-2 (OCO-2) Emirates has fi nalised its standards intended to and 37th in the world in has fi nally begun its ride The search for missing $56bn 150-aircraft order shield voluntarily collected terms of revenue and 18th to orbit on 2 July atop a Malaysian fl ight MH370 for Boeing 777Xs it placed safety data from criminal in the world in terms of United Launch Alliance has moved hundreds at the Dubai air show in proceedings and civil cases operating profi t. Delta II rocket from the of miles south of the November. resulting from an aviation Vandenberg Air Force previously suspected accident or incident. Japanese lawmakers have Base in California. crash site following a new Airbus and Boeing are approved a constitutional analysis of the aircraft’s among three bidders Ethiopian Airlines has reinterpretation, allowing Bombardier received fl ight path. The new zone is for South Korea’s aerial become the largest Toyko a limited right of certifi cation from the FAA situated 1,100 miles west tanker requirement. South African carrier by revenue collective self-defence, for its Challenger 350 of Perth in Australia. Two Korea expects to close and profi t, according to overturning a 67-year ban business aircraft on 25 ships, the Fugro Equator the $1·38bn deal for four the latest airline ranking on coming to assist close June. Transport Canada and Zhu Kezhen will survey aircraft by the end of 2014.

8 AEROSPACE / AUGUST 2014 Etihad to take 49% SPACEFLIGHT stake in Alitalia ’s PSLV launches fi ve sats UAE airline Etihad Airways is to acquire a 49% shareholding in ailing Italian fl ag On 30 June, India launched Indian Space Research German Aerospace Centre, carrier Alitalia. The two airlines will fi ve foreign satellites Organisation's Satish the Canadian NLS7.1 and using its Polar Satellite Dhawan Space Centre. NLS7.2 and VELOX-1 from announce the conditions of the sale at a Launch Vehicle PSLV-C23 The main cargo was the Nangyan Technological future date. which lifted off from the Airbus Spot-7, AISAT from University, Singapore. AEROSPACE GENERAL AVIATION Boeing delivers 1,500th 747 score deal from Three Chinese operators in the coming six years have placed orders for made up of the light single- up to 123 rotorcraft from engine Ecureuil family and Airbus Helicopters. To be light twin-engine EC-135s. delivered over the next Meanwhile, Guangdong fi ve years, the helicopters Baiyun GAC will be will be used for general acquiring 50 units from the aviation activities such as Ecureuil family and EC- aerial tours, passenger 135. One EC130 T2 will transport, business aviation, be delivered this year while or search and rescue. the fi rst three EC135 T2es One operator, Fujian will arrive by April 2015, Xinmei GAC which placed and the remaining aircraft

Boeing an order for fi ve AS350 are expected in the next On 28 June, Boeing marked the milestone of the 1,500th 747, when it delivered a B3es to be delivered this fi ve years. 747-8I to German fl ag carrier Lufthansa. The aircraft is the 14th 747-8 Intercontinental for year, has also committed to Finally, Yunnan Fengxiang Lufthansa’s long-haul fl eet which has 19 of the same type on order. an additional 50 rotorcraft GAC has placed an order for 18 AS350 B3es. The DEFENCE fi rst four helicopters are scheduled to be delivered this year with the remaining INFOGRAPHIC: Raytheon’s radar blimp on watch 14 expected in the next The US Army is to deploy tethered Joint Land Attack Cruise Missile Defense Elevated Netted Sensor System (JLENS) two years. airships over Aberdeen in Maryland in the US, in a three-year operational assessment. Developed by Raytheon, the 243ft long blimps will scan for threats from anti-ship cruise missiles, UAVs and swarming boats. ON THE MOVE

Adrian Hillcoat assumed the position of the new CEO at e-Go Aeroplanes on 1 July.

Jack Smith, currently Southwest Airlines' Vice President of Ground Operations, is being promoted to Senior Vice President of Operations, overseeing technical operations, ground operations and cargo and charters.

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 9 Global Outlook and Analysis with antenna: HOWARD WHEELDON Airline profi ts set for turbulence? Fuel spike? Will airlines be hit by instability in the Middle East?

n the wake of Ukraine, Iraq and the rise in combined airline was very quick to point out that Middle East-based geopolitical tensions, it is its greatest area of concern was rising fuel costs. perhaps of little surprise that oil prices have Seriously impacted by the fi rst Arab oil crisis at touched nine-month highs over the past month. a time when, even then, the combined airline Familiarity may breed contempt but it is a sad could boast a network of 200 destinations in 84 Ifact that uncertainty breeds fear and speculation countries, BA’s fuel costs had risen by over 50% and that this most usually results in commodity in a single year. The legacy of 40 years, during prices rising. which the price of crude oil (on a WTI basis) has For the global airline industry the prospect risen from an average $3bbl to around $107bbl of a new round of fuel price uncertainty comes was a double-edged sword. But it did at least at a time when profi tability and margins are force aircraft manufacturers to begin the process already low. True, some airlines are still doing of designing more fuel-effi cient aircraft and few well but, with mature western airlines facing today can be in any doubt that they rose to the increased regulatory and environmental taxes challenge or that this challenge continues to the set against a background of increasing capacity present day and beyond. The result is that the and competition, a struggle with another round of modern and more environmentally friendly and rising fuel costs is the last thing that airlines need. sophisticated aircraft technology that we fl y in Low airline profi tability may seem a far cry from today are at least 40% more fuel effi cient than how it appears to the outside world, as observers those in commercial airline service back in 1974. watch orders for new more fuel-effi cient aircraft The process of reducing operating costs through appearing like confetti. The reality is that, if they improvement in engine technology, aircraft design, don’t join in now, they will lose out on aircraft slot better air traffi c management and wasted fuel availability. Matched by unprecedented levels of burn at continues. competition, combined with signifi cant industry The future is one thing, the here and now is over-capacity and marred by increased regulation, quite another. While commercial airlines may, over environmental and airport landing costs, together time, have enjoyed an amount of technology- with passenger taxes that can make passengers led scope designed to mitigate the rise in fuel, think twice, the current worsening geopolitical combined with various degrees of fi nancial situation leaves airlines little choice but to brace engineering that allowed them to gamble by themselves for another round of operating cost buying fuel forward, there is little scope to adjust increases that are always diffi cult to pass on. when fuel prices rise suddenly. Although not Rising fuel costs are nothing new for airlines. always the case, history generally shows that Back in 1974, when the two large, state-owned, when oil prices rise sharply a side effect is often UK airlines, BOAC and BEA, formally merged recession. It is certainly true that In the US ten to form British Airways, management of the out of the past 11 recessions can be blamed in

10 AEROSPACE / AUGUST 2014 no small part on oil price spikes. whatever the reason for such low levels of Are events in Iraq and elsewhere in the Middle profi tability, when mature western-based airlines East likely to spark yet another recession? For Euro are being forced at the same time to modernise area airlines this must be an issue and, despite and make large-scale investments in new aircraft apparent near self-suffi ciency in oil and gas, this at unprecedented levels in the hope of reducing is still a fair question to ask in the US, given the operating costs to provide some kind of positive ongoing level of uncertainty expressed by the FED answer and relief to increased levels of competition in terms of US 2014 GDP growth expectation. The from state backed Middle East airlines, then they Eurozone economy remains depressed and, as we are clearly unsustainable. look at a slowing down of China’s GDP growth, all IATA, which represents 240 global airlines is not well there either. For China, and other covering approximately 84% of total air traffi c Far East nations, rising fuel prices could impact on momentum, has a very good record of forecasting measures to increase growth. Yet, the overriding performance and yet I doubt that it built-in answer is more probably that the latest oil price another round of potential fuel cost rises that, spike is unlikely to cause a recession repeat even depending on levels of fuel that airlines have if the impact on the airline industry will most likely already bought forward, create more havoc for require that ticket prices are pushed up. The more the industry in the short-term. Running an airline positive recession reasoning outlook in the US has is no easy business, as those that have struggled more to do with a current over-supply of oil now to survive in recent years are quick to tell you. that the US economy appears to have a withering And it isn’t only rising oil prices that worry the requirement for imported fuel due mainly to the airline community right now. Add in the rising process of ‘fracking’ oil and gas supply directly from cost of landing charges, increased regulation underground rock. But, even if the US appears to and the seemingly ever-increased cost burden of have found itself being close to self-suffi cient in meeting environmental issues. The range of fuel most forms of energy the same is far from true for effi cient and quiet aircraft available from the big Europe and the Far East. producers might be superb but they are hardly to While an oil-induced recession in the US looks be considered cheap or easy to fi nance. Moreover, unlikely and, despite the fact that oil represents there is another issue of concern and that is a mere 4% of global GDP should the current the inability to make the job of fl ying the aircraft geopolitical situation of uncertainty remain and attractive enough to get staff. if destabilisation in the Middle East worsens as Time was when working for an airline, either a result, European airlines and perhaps those in as a pilot, co-pilot or cabin staff, was something some other mature global economies can and will that was done with pride and a head held high. suffer as a result. Pay was well above average compared to other That said, the price of oil may not be as high as competing industries but that is certainly not the it sometimes seems. For instance, while the actual case now. While supply might currently just about price of jet fuel today is approximately three times match demand, in the years ahead, airlines are, as what it was ten years ago, it is still close to 25% less more of the present generation of pilots retire and than it was at the peak of the 2008 global fi nancial the military reduce manpower capability across market collapse. While the future direction of fuel all levels becomes less of a player in terms of prices remains unclear, no airline can afford to available supply, forecasting a massive shortage close its eyes to the prospect of a further round of of pilots. To meet this very serious likely shortage IF DE- operating cost damage, even if any rise is temporary and that could, if allowed to materialise, impact as opposed to being sustainable. adversely on the economy require combined STABILISATION government and the airline industry effort to train IN THE MIDDLE Profi t forecasts more pilots and staff. It is no use believing that EAST WORSENS individuals can be expected to pick up the high Note too that a couple of months ago, when revising cost and burden of training alone. As with most ... EUROPEAN previous 2014 airline profi tability forecasts, IATA other walks of life, when demand exceeds supply AIRLINES predicted that global airline revenues would reach the price usually goes up. Pilots are, by modern AND PERHAPS $746bn for 2014 and that industry profi ts would be standards, poorly paid in relation to the job they THOSE IN THE just $18bn. That, according to IATA, would represent do and the responsibilities that they carry. At an average net margin of just 2·4%, or to put it some point, just as the price charged to those of SOME OTHER another way, $6 per passenger. IATA placed the us who regularly fl y on airlines will have to go up, MATURE main level of blame for the anticipated deterioration so too will the pilots' salaries and perhaps those GLOBAL in profi tability on China but, I would argue that, if of cabin staff too. Note that just last month Aer ECONOMIES true, this could be blamed on a much wider and Lingus gave due warning to investors, that due more contentious number of areas impacting to the damaging impact of strikes by cabin staff, CAN AND WILL adversely on airline profi tability. Nevertheless, profi tability would likely be down by 20% in 2014. SUFFER

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LETTERS AND ONLINE

Flight of fancy for stress engineers? @Lloydhphoto [On a very low F-16 approach to Waddington air show crowds] Surely it’s common sense not to Wikipedia stand below the fl ight path on the threshold i through?

Laura Dowling VP @bwpa_chair [On the Business Development upcoming RAeS Women Infotechs [On RAeS in Aviation & Aerospace (2) Women in Aviation and Conference] Always Aerospace Committee inspirational. (WAAC) panel discussion at the Farnborough Air Show on 17 July(2)] am indeed An unlikely-looking design — Scaled Composites’ White Knight Two design for Virgin Galactic. @BnaaInfo [On HRH The excited to note with much Prince of Wales accepting enthusiasm and interest, the Structure logic to do!) Read any structures many companies are invitation to be RAeS initiative taken by the RAeS, Why on earth does such book for the reasons). run by people with no Honorary President in to organise such a debate at (4) a learned journal publish Page 20 illustrates a knowledge of structures, 2016] Congratulations the Farnborough Air Show! such crazy nonsensical literally crazy proposal for a so they believe that these AeroSociety! Thanks for the heads up. ideas? The July 2014 with transparent crazy ideas are feasible. It AEROSPACE, pp 4-5, panels. How on earth is the takes us stress types many Ing Peter GC Marketing shows an illustraiton of a crazy framework supposed hours trying to explain why @TheDashingChap [On Manager PGCGull presumably pressurised to carry the pressure loads? they will not work. So, in time running out for the Marketing Thanks for the fuselage with an oval cross Page 30 depicts a crazy future, please apply a bit of Red Arrows Hawk T1s] info Laura, I hope it’s a won- section. This will not work! planform, probably half engineering logic before They’ll be replaced. No derful discussion and much It will need a massive the area of a football pitch. publishing artist’s crazy govt would dare axe the comes out of it! internal structure to stop Explain how an overnight impressions (or is it crazy Red Arrows. Having grown up in London it going cylindrical (this is snowfall would be cleared artist’s impressions?). and been at School in presumably what the lady away! The trouble with Peter Gambardella Farnborough for some in the centre aisle is trying today’s industry is that CEng MRAes nine years, I really miss the @LJ_Skipper [On BOI Farnborough Air Show and, published for RAF Tornado of course, the daily acrobat- mid-air collision] In 2005 ics of the old Tiger Moth ... MoD estimated nine as well as the Hunters and Tornados and fi ve civilian Canberras and Venoms aircraft would be lost by and Lancasters and then OSD for GR4 of Lightnings, Victors, Valliants 2025. Utterly shocking. and Vulcans (the Cuban Crisis was scary!) that were part of my daily life for so long. Hope every one has a @Craig73Webster [On really wonderful time! Future for Maritime Air Power Discussion Paper](5) Merlin at moment, P-8 only suitable Comparison of German and British production man hours from Aircraft Producuiton by JV Connolly replacement but need which appeared in the 1968 reprint of the RAeS January 1966 Centenary edition of The Journal of own avionics. the Royal Aeronautical Society, 70, (611), pp 214-220.

Is the Typhoon learning? It is not surprising that modifi cations to increase performance are being considered for the @AERTECsolutions Typhoon, as they no doubt are for its competitors. The article in the June AEROSPACE (1) Great blog article by admits that the Typhoon is expensive. Most of the intended changes are local and should @RAeSTimR of @ not greatly prejudice production learning, and the concentration of operational options in a @IM_Collingwood AeroSociety — Time detachable enclosure is a good step. Why then is there little evidence of production learning? Great piece by @ running out for #European The recent announcement of 20% cost reduction is puny compared with the 80% cost RAeSTimR about @ MALE plan: #aerospace reduction which normal production learning should have achieved by the hundredth aircraft. Honeywell_Aero over the #UAV(6). David Farrar OBE FRAeS Hon FIED last 100 years(3).

12 AEROSPACE / AUGUST 2014 @gordon_gwalker [On @ScienceBurp [On BAESystems ‘Survivor’ Cool Aeronautics concept from 2040] event] Brilliant event Wow! Is it personned? If today, so much fun

not, it is a waste of time. #CoolAeronautics Rebecca Webb Drones have no moral #MissionX @AeroSociety compass. @trainastronaut

@robotpig Rosetta: @sarabpal_singh Europe’s Comet Chaser, [On the above topic] excellent speech by Reminds me of early Paolo Ferri for design of #HAL #INDIA @ESA_Rosetta by MCA FIGHTER bomber @AeroSociety podcast(7). tailless plane. Cockpit posters on display at the recent Technology: Friend or Foe? The Introduction of Automation to Offshore Operations conference organised by the RAeS Rotorcraft Group held at @Aero_Emma Did @MaxRotor At No.4 Hamilton Place on 3-4 July. you know students and @AeroSociety event public have free access looking at the use of @beckykatewebb AgustaWestland, Airbus Helicopters & FlightSafety Int posters of to the National Aerospace automation on offshore different model at @AeroSociety conference through now!! See above. Library at Farnborough? helicopter operations #RAeSEvents. Tim Robinson Tim No 10 Downing Street Flickr

A mock-up of an F-35 on the bow of the new HMS Queen Elizabeth carrier which was named by HM The Queen on 4 July.

@Richard01653341 @ABAviationWeek I [On F-35 decision for wouldn’t write off #F-35 Spotted on display in the shop at the Boeing Future of Flight museum was this mystery aircraft. transatlantic trip] A yet. #USMC is very bit embarrassing for resourceful! ; ) @MahamudBille Boeing EX is an advanced surveillance A/C proposed in the Lockheed if the F-35 can’t 1990s by Boeing to replace the Grumman E-2C Hawkeye. make trip but pilot safety has to come fi rst. Fingers @NavyLookout [On crossed they sort issue. Carrier Countdown blog] Good piece by @ RAeSTimR on technical

@GarethJennings3 It aspects of the QE carrier 1. In the Typhoon’s path, AEROSPACE, June 2014, p 18. had better make it, or else aviation development. 2. http://www.aerosociety.com/Events/Event-List/1526/2014-Amy-Johnson-Debate-What-Would-Amy-Think I’ve got some stories to 3. http://aerosociety.com/News/Insight-Blog/2282/Honeywell-at-100 4. http://aerosociety.com/News/Society-News/2281/HRH-The-Prince-of-Wales-accepts-invitation-to-be-RAeS- rewrite! Honorary-President-in-2016 @macilree [on no-show 5. http://aerosociety.com/News/Society-News/2315/Whats-the-future-for-Maritime-Air-Power-in-the-UK 6. http://aerosociety.com/News/Insight-Blog/2280/Time-running-out-for-European-MALE-plan of F-35 at QE carrier 7. http://aerosociety.com/news/Podcast/2289/Rosetta-Europes-Comet-Chaser @TheBaseLeg You can naming] So, if the F-35B always save those stories is cancelled, are the and rewrite them for when Harrier jigs still around? it makes its international Should have gone with Online debut at Avalon next year! cat and trap. Additional features and content are available to view online at http://media.aerosociety.com/aerospace-insight

@aerosociety i Findlinkedin.com/raes us on LinkedIn f facebook.com/raesFind us on Facebook. www.aerosociety.comwww.aerosociety.com AUGUST 2014 13 FLIGHT TEST TheOn board the A350 XWB A350 Xperience

In June, TIM ROBINSON, was among selected journalists to become one of the first to experience Airbus' new widebody airliner — the Airbus A350 XWB — as a passenger. Does it live up to the hype?

t may be tempting fate but, as it stands today, of any development flight-test schedule, the A350 Airbus’s new composite A350 XWB airliner has benefited from a new level of simulation, bench now seems to be almost on the fi nal lap after testing, test rigs — before it even flew. These range an (for the aerospace industry) exemplary from not only the traditional testing, such as an fl ight test and development programme. While IN AN A321 engineering flight simulator, and an ‘iron bird’ rig, but IAirbus detailed its fl ight-test progress to aviation also mock-ups such as ‘Cabin Zero’, to test IFE and ON THE journalists at its annual Airbus Innovation Days features and even a full scale air conditioning, media briefi ng event, it also decided to show off its FLIGHT HOME, bleedair and APU system test bench — put together latest airliner by taking journalists aloft on a special COMPARED TO by Honeywell. fl ight. BEING IN THE Thus, barring some unforeseen 'out-of-the-blue' It was only in June last year that the A350 event — the schedule of certification in the third XWB took to the skies in Toulouse for its maiden ULTRA-QUIET quarter, and first delivery to launch customer Qatar flight, before appearing briefly at the Air A350, SOUNDED Airways appears on track for the fourth quarter. Show. Meanwhile, earlier in February 2014, Airbus LIKE BEING IN The biggest surprise in the A350 programme, made history when it flew two different A350 A SATURN V so far, has been a non-technical matter — a prototypes (MSN2 and MSN4) on the same day cancellation of an order for 70 by Emirates. Though — a remarkable flight-test achievement. The last ROCKET ON the Gulf carrier's fleet adjustment decision hit both flying test prototype, MSN5, (the second cabin- LAUNCH Airbus' and Rolls-Royce's share prices immediately, equipped) recently made its first flight this month — the airframer was bullish that although unfortunate, completing the flight test fleet. the long-term production slots would soon be filled The test aircraft have been worked hard — and, by other airlines eager to buy the aircraft. by 20 June, had flown more than 2,000 flight-test hours (around 500 flights) or on average 80 flight Flight test demo test hours per aircraft a month. This is the highest flying rate yet for an Airbus test programme. With Such a setback though was a planned flight test campaign of 2,500hrs — this temporarily forgotten when leaves 500hrs still to complete. Airbus revealed that this To achieve this rapid pace has taken careful year’s Innovation Days and detailed planning and preparation. Airbus itself would include a has learnt tough lessons both from its own past (the A380) and from competitors (the Boeing 787). Even today, another civil airliner manufacturer, Bombardier is finding the going tough in testing its new CSeries. The key has been extensive and detailed de-risking of the programme. While some things (such as finding suitable weather for in-flight icing tests) are beyond the control

14 AEROSPACE / AUGUST 2014 fl ight for around 150 aviation journalists on too, are straighter and more vertical — important for MSN2, a A350 XWB prototype equipped with a tall passengers, such as this journalist when sat in representative business and economy cabin. “The the window seats. aircraft woke up well this morning”, said Fernando Another feature set to be popular is the giant Alonso, Head of Flight Test at Airbus, confi rming the overhead luggage bin space. Like passengers, decision to offer the media there an opportunity to carry-on luggage today is getting bigger and bigger, be among the fi rst passengers to experience the and the A350’s huge overhead bins will help airlines aircraft. Indeed, this was only the third fl ight with accommodate ever-bigger bags. ‘passengers’ — MSN2 having recently completed However, while Airbus has certainly taken two Early Long Flights (ELFs) with Airbus airlines’ needs into account, with the A350 it has employees. steered a careful path between too much choice and The flight, flown by Airbus test pilots Peter too little. Part of the reason for the A350 staying on Chandler and Frank Chapman, saw the aircraft track is that, after the A380, Airbus has been much depart Toulouse to fly near the stunning Pyrenees firmer and stringent with customisation options for mountains. The A350 XWB reached 31,000ft airlines. Freeze decision points in the cabin design, during the demo flight which, at one point, was and an ‘A350 XWB Configurator’ means that, this joined by a French Air Force Rafale fighter which time round, Airbus has managed to rein in the formated with us. temptations of airline marketeers who see the cabin as a ‘blank canvas’ — the undoing of the A380 So what is it like as a passenger? when too much choice and creativity spilled over and contributed to the disrupted development of the If the aircraft is quiet on the outside, it is also airliner. unbelievably quiet on the inside — building on Finally, another factor in the A350's favour is, the A380's reputation. Even with a mid-wing seat (like the 787) its lower cabin altitude (6,000ft) (usually the most noisy place due to engine and — which should make for more pleasant and fl ap noise, etc) it was easy to have conversations, comfortable flight, with less tiredness and dryness even with people in different rows, without raising for passengers. The A350 can also be equipped one’s voice. Indeed, throttle adjustments on landing, with Swedish company CTT’s humidification were almost imperceptible. The result should be an technology as an option to further increase aircraft that will be not only a hit with passengers passenger comfort. Though this was only a wanting sleep on overnight fl ights but, also, crucially short demo flight (and excitement levels among residents around airports — an increasingly passengers were extremely high) the lower cabin important factor in airline operations. altitude should make a notable difference on Some comparison for this journalist was that long-haul flights — getting passengers to their take-off on an A321 on the flight home, compared destination feeling more refreshed and less fatigued. to being in the ultra-quiet A350, sounded like being Also like its US rival, the A350 is equipped in a Saturn V rocket on launch. with coloured cabin ‘mood lighting’ which can be One system that the aviation press was unable changed to customise the interior for different times to test was the inflight WiFi system. Airbus (probably of day or to match the airline’s brand identity. correctly) decided that 150 journalists all uploading pictures and video simultaneously would be a test Summary too far for the A350 — and wisely it was kept off. Showing off its new A350 in this way, was a highly Widebody Xperience? visible sign of Airbus's quiet confi dence in the type’s maturity — especially since the aircraft had only So does the X in XWB really stand for 'Xtra'? In its twice before carried passengers. Even though it latest marketing campaign — Airbus is pushing hard was an actual, working fl ight-test aircraft (with an the ‘widebody’ angle vs its deadly rival Boeing and engineer's panel at the back and specifi c equipment is highlighting the difference it claims an extra inch installed), it had the feel of an operational, makes between the 18inch and 17inch width seats. production aircraft. This is no accident. With the With a generic but representative cabin interior and, A350, Airbus decided to run its Flight Test Centre without a similar 787 cabin to compare side-by-side, as ‘Airline 1’ — emulating a 'virtual airline' and the it is diffi cult to make direct comparisons. However, operational challenges that its launch customers the light, spacious passenger cabin (even in will face. This means that, when the A350 enters economy) gives the impression that you are in a service, any potential teething troubles that Qatar or larger aircraft, such as the main deck other airlines encounter, will have already been seen of the A380. The side previously by Airbus as ‘Airline 1’. Again, de-risking wall panels the programme as early as possible, is now paying off as the aircraft begins to enter the home straight.

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 15 UNMANNED SYSTEMS The legal questions The legal status of ‘drones’ As unmanned aerial vehicles (UAVs) proliferate for civil uses, HUMPHREY DAWSON, Air Law Consultant, ASB Law,*considers the rapidly mounting legal issues of this new sector.

ow that there have been two reported being under 20kg. It has been suggested in the US UAV/airliner ‘near misses’ a UAV that, within fi ve years, domestic UAVs could make accident, as well as a fatality caused up a $13bn industry. by a UAV and with the ever growing The potential seriousness of some of the issues use and desired use of this technology now arising are highlighted by the news of (i) two Nfor commercial purposes, there is an increasingly near misses in March 2014 when aircraft were on urgent need to review the position of UAVs in the their fi nal approaches into Perth Airport, Western aviation legal world. Australia, and into Tallahassee Airport, Florida; and The use of UAVs is, however, much more (ii) a partially broken UAV being found on the 30th extensive than generally realised with an ever fl oor balcony of a building in St Louis Missouri. increasing variety of commercial use — agriculture UAVs are, therefore, becoming of greater (including crop-spraying), inspection of public concern to aviation lawyers in a relatively new facilities, safety (including inspecting high, aspect of law — and one where the legislators dangerous structures such as oil rigs), mapping, across the world have to catch up with what is aerial photography, (including by the news media), happening in the real commercial world. Just as the fi lming and by police and security forces for, among established aviation community must come to terms other things, search and rescue operations, border with the reality of ‘drone’ use, operators of UAVs patrols and general surveillance. must accept that they are aircraft and are thus In 2013 it was said that there were 250 subject to strict aviation controls to the same extent approved civil UAV operators in the UK and nearly as manned aircraft. 1,000 in Europe with the vast majority of UAVs After some years of international discussions, ICAO issued a report in 2011 that it was ‘working to understand, defi ne and ultimately to integrate’ UAVs in a ‘safe, harmonised and seamless manner comparable to that of manned aircraft.’ At the same time, in the UK, the CAA reported that, in light of an envisaged upsurge in UAV activity, it was essential to recognise an approach in terms of policy, regulation and safety standards and thus to constantly review its UAV Guidance document. Apart from necessary approvals formanufacturing standards and licensing, lawyers will also have to deal with issues of nuisance, trespass, damage, human rights, invasion of privacy, data protection and, indeed, fatality.

Is a UAV an aircraft?

Perhaps one must fi rst consider what a UAV is. To me, there can be little doubt that it is an aircraft,

AEROSPACE / JUNE 2014 although that is not a word which was defi ned in the Chicago Convention 1944. Certain Annexes to the Chicago Convention adopted the 1919 Paris Convention defi nition that an aircraft is ‘any machine that can derive support in the atmosphere from the reactions of the air’. It is submitted that this defi nition has become part of what is loosely known as ‘international customary

law’ (although it is seemingly still an issue in Sky Futures the US where there is continuing debate as to the FAA had no jurisdiction at very low altitudes, whether a ‘model aircraft’ is an ‘aircraft’ over in tunnels or below overpasses, as these are not which the FAA may have control). navigable airspace and (iii) neither the commercial Commercial UAVs In the UK, size or purpose of use (commercial, ban on drones nor the application of the FARs are a growth pleasure, for profi t, hobby or recreational) is not is legally enforceable, as the FAA had failed to business — but relevant in deciding if a UAV is, or is not, an aircraft undertake the requisite procedures under the will all follow although different provisions apply depending on Administrative Procedure Act (APA). weight — less than 7kg, 7kg-20kg, 20kg-150kg, or The FAA responded that it had authority to the rules like 150kg and more — but these different provisions, regulate all aircraft in all US airspace (not merely operators such as which will be discussed later, do not affect the issue navigable airspace) and that UAVs are aircraft and Sky Futures? that, whatever their size, they are still ‘aircraft’: that therefore to operate them in breach of Section In the UK, it is considered that a UAV must meet 91.13 is an offence. On the 6 March 2014 the at least the same safety and operational standards Judge found in favour of Pirker and dismissed the as manned aircraft standards and that must surely be Enforcement Action on two grounds: accepted worldwide so that: (i) that, the UAV involved was a ‘model aircraft’ (i) Operators are aware of all the facets of (i.e. something for hobby or recreational use) and and practice by which aircraft operators as such does not fi t in within the FAA defi nition of live on a daily basis; ‘aircraft’; and (ii) UAVs must be insured suffi ciently to meet (ii) that, although the FAA has issued a number their liabilities in the event of an accident including of policy statements concerning UAVs, these were under s.76 of the Civil Aviation Act 1982; and not binding law as not being issued in accordance (iii) Operators must have an Operations Manual with the requirements of the APA. — helpfully, the CAA has published guidance on The FAA has appealed against the decision what should be covered in the Operations Manual of and is expected to fi ght hard to overturn it both a proposed operator. through the appeal process and by regulating UAVs correctly. In its appeal, the FAA expressed its The American litigation concern that; ‘this decision could impact on the safe operation of the national airspace system and the Although the legislative position in the USA is safety of people and property on the ground.’ JUST AS THE seemingly behind that in the UK, perhaps a good In another US case, the Texas-based ESTABLISHED place to start to consider live issues is the case of EquuSearch, is challenging an FAA order prohibiting Huerta (The FAA Administrator) v Raphael Pirker it from using UAVs to fi nd missing people which AVIATION which raises a number of relevant issues. it had been doing since 2005 with the UAV being COMMUNITY Pirker, in October 2011, used a UAV to take fl own under 400ft by unpaid volunteers. It is said MUST PERHAPS pictures of the University of Virginia’s campus and that the same UAV, if used for recreational purposes, COME TO was paid by a communications company. The UAV would be considered a ‘model aircraft’ subject to (said to be a 5lb radio controlled model aircraft) only a few restrictions but, as it was being used for TERMS WITH transmitted real-time pictures back to Pirker on commercial purposes, the FAA requirements would THE REALITY OF the ground. Subsequently, the FAA imposed a be similar to those for manned aircraft. EquuSearch ‘DRONE’ USE, $10,000 penalty against Pirker for operating a claims the FAA order was: ‘unlawful, arbitrary, UAV contrary to Section 91.13(a) of the Federal capricious, an abuse of discretion and not otherwise OPERATORS Aviation Regulations (FAR), namely that ‘no person in accordance with the law’. OF UAVS MUST may operate an aircraft in a careless and reckless Prior to these cases, it is reported that the ACCEPT THAT manner so as to endanger life or property of FAA had shut down numerous commercial users, THEY ARE another.’ including anyone using even model aircraft for The FAA alleged that Pirker did not possess commercial purposes. It is reported that there AIRCRAFT AND an FAA pilot certifi cate and that the recklessness are many commercial vendors selling GPS- THUS SUBJECT involved operating the UAV in a tunnel containing enabled UAVs capable of lifting cameras for 25 TO STRICT moving traffi c, under a crane and unacceptably minutes before returning to their take-off point AVIATION close to humans, buildings and a heliport. Pirker’s autonomously for relatively low prices. response was that (i) there is no existing FAR (ii) In England the CAA has achieved a better CONTROLS

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 17 INDUSTRY Ontario's aerospace sector Parrot/AR Drone

An A380 and a Parrot AR Drone — both aircraft — but result with the conviction of a person for the during take-off and landing, without CAA consent. what rules apply to each? ‘dangerous and illegal’ fl ying of a UAV — closer If the UAV is over 20kg in weight but less than than the minimum 50m (164ft) separation from a 150kg it is not covered by EASA rules but will be bridge and through restricted airspace around the governed by the CAA and all the provisions of the BAE Systems submarine testing facility at Barrow, ANO apply — including as to ownership, nationality, Cumberland. registration, airworthiness and operation. If the aircraft is to be fl own within a 500m radius and Applicable UK law below 400ft, the CAA may be prepared to grant an exemption from the requirement of a Certifi cate Under EC Regulation 216/2008 the European of Airworthiness if there is a level of airworthiness Agency (EASA) is the appropriate assurance appropriate to the UAV and the intended Authority for implementing rules dealing fl ights. with airworthiness certifi cation, continuing If the UAV is more than 150kg it will be subject airworthiness, operations, pilot licensing, air to European Regulation EC No 216/2008 so that traffi c management and . UAVs with the design and manufacture of the aircraft must an operating mass of 150kg or more require full be in accordance with the relevant certifi cation EASA airworthiness certifi cation and all other specifi cations similar to manned aircraft and they controls to the same extent as manned aircraft must be issued with a Certifi cate of Airworthiness operation. These rules exempt UAVs with an and a Permit to Fly. operating mass of 150kg or less. Whatever the weight, ANO 2009 The Air Navigation Order 2009 stipulates that any person operating (ANO) applies to all aircraft but has a an aircraft: ‘shall not recklessly or defi nition of ‘small unmanned aircraft’ negligently cause or permit it to (SUA) which means any unmanned endanger any person or property aircraft weighing not more than including other aircraft’. 20kg. At the present time the Having been previously exempt, requirements for the licensing and PART OF THE SUA of less than 7kg are included and training of remote pilots has not been DIFFICULTY IN governed by the CAA to ensure public fully developed. There are no recognised safety by applying appropriate operational and pilot licences but it is essential that, before the FORMULATING DJI airworthiness constraints, dependent on the fl ying CAA issues any operating permission, a potential REGULATIONS operation being conducted and the potential risks to operator can demonstrate that UAV ‘pilots’ or MAY BE third parties. operators have at least a basic understanding of THE HUGE Under Article 253 of the ANO, only certain the applicable regulations to ensure that the UAV provisions of the ANO apply to SUA, including does not constitute a greater risk than commercial VARIATION those which provide that the person in charge must manned operation. It is, however, accepted that IN SIZE — maintain direct, unaided visual contact suffi cient to compliance with the same standards as required for VARYING FROM monitor its fl ight path in relation to other aircraft, manned operation may be too infl exible, onerous LARGE 30,000LB property or people and to restrict it exceeding 400m and inappropriate. and that the UAV is not to be used for ‘aerial work’ If using radio telephony, a Flight Radio AIRCRAFT TO (i.e. commercial fl ights — if valuable consideration Telephony Licence must be held. TINY AERIAL is given or promised). Under Article 167, which VEHICLES relates to SUA equipped to undertake any form of Relevant US law MEASURING surveillance or data acquisition, there is a prohibition of fl ight within 150m of any congested area or The FAA simply defi nes an aircraft as ‘a device ONLY A FEW organised gathering of 1,000 people, within 50m of that is used or intended to be used for fl ight in INCHES any structure or within 50m of any person, except the air’ and, unless exemptions apply, the aircraft

18 AEROSPACE / AUGUST 2014 needs to be certifi ed by the FAA, the operator  August 2013, publishing a fi nal rule governing needs to satisfy FAA operational requirements operations by ‘small UAS’ (weighing under 55lb) and the aircraft needs to obey the ‘rules of the  August 2014, issuing a Notice of Proposed road’ applicable to aircraft in US airspace. Part of Rulemaking (NPRM) on all other civil UAVs. the diffi culty in formulating regulations may be The FAA is well behind on these target dates. the huge variation in size — varying from large Progress has been slow and not without 30,000lb aircraft to tiny aerial vehicles measuring diffi culty. While the FAA has focused efforts on only a few inches and weighing only a few safety and effi cient use of National Air Space, ounces. the Department of Homeland Security is joined In 1981, the FAA had issued guidelines in by civil liberty and privacy groups in expressing conjunction with the Model Aircraft Hobbyists’ serious concerns over public safety and rights. In Association without defi ning the term ‘model the meantime, eight US States have passed their aircraft’ but not regulating fl ights fl own under 400 own legislation restricting the use of UAVs and feet and a suffi cient distance from populated areas. preserving privacy. In 1997, the FAA published policy which prohibited Congress is considering legislation which would fl ights by ‘commercial drones’ (pilotless aircraft amend the FMRA to bar the FAA from providing fl own for compensation) unless granted a specifi c UAV permits unless the licence application includes licence statements which details who will operate the UAV, In 2007, the FAA acknowledged the need where it will be fl own, what kind of data will be for regulations but, to date, it has only cautiously collected and how it will be used. issued authorisations on a case by case basis for The FAA indicated in May 2014 that it might public sector use whilst completely prohibiting allow limited commercial UAV operations before commercial use. It has been granting Certifi cates it fi nalises unmanned aircraft systems regulation, of Authorisation or Waiver (COAs) since 2003 and although the operator would still need a certifi ed subsequently experimental Special Airworthiness pilot trained to fl y the UAV and a Certifi cate of Certifi cates (SACs) to allow the applicant to utilise Waiver or Authorisation which would permit actual UAs for research and development and crew operation. training, but not for profi t-making operations. In 2013, it was reported that, since 2006, Where now? 1,400 COAs and 100 SACs had been granted for purposes such as university research, fi re-fi ghting, UAVs have many advantages over the ‘ordinary’ disaster relief, search and rescue, law enforcement, aircraft — they are light, cheap, environmentally- and military training. friendly and capable of fl ying for long periods. Under the FAA Modernization and Reform Act There are, however, so many other competing 2012 (FMRA), the FAA was required to develop interests — privacy, homeland security, cybersecurity, several widely applicable aviation rules to integrate insurance and civil liability — and, perhaps, a lack UAVs into the National Aerospace System by of understanding by non-aviation specialists of 30 September 2015, with various intermediate the need for aviation control, apart from the purely milestones including: aviation interests of manufacturers, operators,  August 2012, establishing six test sites at which insurers and those wishing to promote commercial UAVs could be operated and establishing a operations. With the news of two near-misses and process for less restricted UAV use (two were As the commercail a death being reported, the importance of adequate established by May 2014) UAV sector insurance is reinforced.  November 2012, providing guidance to facilitate expands, so will Regulation is clearly essential; both to promote public use of UAVs and also developing a the legal issues. air safety and to meet the needs of other interested comprehensive plan to safely accelerate civil parties but, in the same way a distinction must be UAVs into national airspace made between model aircraft for recreational use and commercial UAVs. There is thus an urgent need for the legal and practical issues to be resolved in the near future, so that UAV operations may be safely and legally conducted having regard to all the competing interests of aviation safety, the safety of people and property on the ground, human and privacy rights as well as commercial interests.

* Download the full 'The Legal Status of Drones' paper online. This article is an abridged version of the full paper. Read the full version at www.asb-law.com/aviation Insitu/Boeing

@aerosociety i Find us on LinkedIn f Find us on Facebook.com www.aerosociety.com AUGUST 2014 19 INDUSTRY Honeywell at 100 Honeywell at From the very first to 3D printing — Honeywell Aerospace aims to put ‘human factors’ at the heart of its second 100 century. TIM ROBINSON reports from Phoenix, .

he past 100 years of aviation has seen many technological advances — and many that Honeywell (or its legacy companies) has played a vital part in. From the fi rst autopilot, developed by TLawrence Sperry in 1914, to the fi rst APU in 1948 and the fi rst 3D weather radar. Meanwhile, 18 years ago, the company’s EGPWS (Enhanced Ground Proximity Warning System) was a critical safety advance in removing CFIT (Controlled Flight into Terrain) as the primary cause of fatal airliner hull losses. With legacy companies that include Sperry, Garrett, Bendix and Allied Signal among others, today Honeywell Aerospace’s product solutions range from bizjet engines such as the HTF7000, to ATM, from green taxi systems, to sensors for satellites, to infl ight connectivity. The company is also a key supplier to the Airbus A350 programme — providing the APU, ventilation system, FMS, cabin pressure control, air conditioning and bleed air system. So far, so good. But in the next 100 years Honeywell is aiming for a subtle shift in its strategy — to incorporate an ‘Apple-like’ approach to its technology. This will see the company put what might be termed ‘human factors’ at the heart of its thinking. Its buzzword is the Honeywell User PREVIOUSLY WE Experience (HUE). This can range from using a FOCUSED ON smaller, standard set of tools to maintain one of THE PILOT. NOW its biz-jet engines, to touch-screen FMS’s for the cockpit. Admits Carl Esposito, VP of Marketing and Where it all began — Sperry’s fi rst autopilot in 1914. WE NEED TO Product Management: “Previously we focused on CONSIDER ALL the pilot. Now we need to consider all the ‘personas’ THE ‘PERSONAS’ — the mechanic, installer and our employee.” The — THE goal, says the company, is to introduce an ‘Apple- like’ intuitive relationship between its technology MECHANIC, and products — and the user — whoever they may INSTALLER AND be. HUE, says Honeywell, is about all the people OUR EMPLOYEE that ‘touch the product at all parts of the lifecycle’. As well as its ‘HUE’, Honeywell is addressing Carl Esposito the challenges of future aviation — such as ATM VP Marketing and Product modernisation and environmental impact. It also Management goes without saying that it intends to continue to Honeywell Aerospace advance safety through innovation. Honeywell Aerospace

20 AEROSPACE / AUGUST 2014 The company uses a Boeing 757 as a testbed for its business jet engines.

To explain this new approach, the company recently hosted its inaugural media event for international media at its Phoenix, Arizona HQ. The event included briefi ngs about its work on the Airbus A350 XWB, visits to its factory and R&D labs, a technology symposium and even a demonstration fl ight in one of its test aircraft — a 1950’s vintage Convair 580.

‘Disney-style’ design studio Honeywell Aerospace As well as a fl ight in a vintage airliner, perhaps Voice and eye-tracking control testing in Honeywell’s FD-X lab. the most interesting part of the visit was a rare, Note ‘storyboard’ and Post-It notes on wall. unprecedented look behind the scenes at the company’s creative design process for avionics. Honeywell is, of course, well known for its avionics a video game view of a vehicle. Why do this? This products, which include weather radar, FMSs, TCAS, viewpoint gives better situational awareness — EGPWS and the Dassault Falcon EASy glass allowing the pilot to see taxiways off to their left cockpit. But how are these created? At Honeywell’s and right and in the distance far better than the Flightdeck of the Future FD-X Laboratory at standard ‘straight ahead’ PFD view. The synthetic its Deer Valley avionics facility in Arizona, the view of the airport and taxiways is also tweaked in company’s engineers work on very early concepts other ways too. For example, the taxiway marking for glass-cockpit and human interfaces. signs are made larger than real life, making airport Inside this small room, the atmosphere is navigation far easier. The external view display also less like an aerospace company and more like a automatically reverts to the standard PFD view Disney or Pixar fi lm production or special effects when the aircraft lines up on the departure offi ce, promoting creativity and free-thinking. This — in one smooth transition. analogy is made stronger by the use of a movie- Finally, these solutions, mocked up using style storyboard around the walls of the lab. These desktop PCs and consumer gaming motion trackers, storyboard sketches tell the story of a typical fl ight are rated by key outsiders, stakeholders and from ‘Once upon a time’ to ‘happily ever after’, customers. Each is given coloured Post-It notes to breaking down the pilots and fl ight crew’s actions attach to the ‘storyboard’ and rate the ideas — from into key stages and asking the question ‘what if’ red (don’t bother), yellow (potential but caveats) to solve challenges at each point. For example, in to green (yes). Comments and extra feedback are the fi rst stage, listening to the ATIS (Automatic actively encouraged. Terminal Information Service) before take-off, the The idea from all this ‘playful’ brainstorming is sketch shows the pilot raising a hand and a ‘shush’ not that every single one of these concepts will caption. The challenge in this particular case is to reach the market but, by creatively playing with ask the question, is there a way to allow the pilot numerous ideas, this large ‘funnel’ can quickly sort to temporarally hush the radios (without using a and rate the best ideas for further study and testing, switch) to listen to the ATIS? quickly discarding the ones that show the least Enter ‘gesture control’ — borrowed from promise. the consumer video gaming market. In this lab, Honeywell engineers are looking and testing new iPads in the cockpit and exciting human-machine interfaces (HMI) concepts like gesture control (hold your hand up Nearer term, Honeywell is also researching the to quiet the radios), eye-tracking, ‘tactile feedback’ effects of integrating today’s consumer technology for fl ap or throttle handles (which perhaps could — namely touchscreen tablets, such as iPads, into warn the pilot of an incorrect landing confi guration). fl ightdecks. Though the take-up of these ubiquitous Combining these technologies, for example, voice devices by pilots that range from GA, to airline recognition and eye-tracking, would allow a pilot to and even military fl iers — has been overwhelming, set autopilot speeds or altitude, by simply looking Honeywell is keen to understand the human factors at the relevant number on the primary fl ight display issues of these touchscreen devices as a permanent (PFD) or even HUD and saying the new value. feature in next generation cockpits. In its research Another line of development in the lab is a PFD labs at Deer Valley, Arizona, it has a low-cost motion external 3D view ‘above and behind’ the aircraft platform simulator to test just this. In this simulator when taxiing around airports. This sees the PFD different types of touchscreen technology can (with synthetic terrain) ‘swoop’ backwards to give be trialled with varying levels of turbulence and an over-the shoulder view of the aircraft, similar to motion, and with gloves on or off. The positioning

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 21 INDUSTRY Honeywell at 100

of the tablet device can also be shifted to examine where would be the best place to mount it. Finally, as well as measuring the accuracy of pilot inputs to the tablet on a typical task (for example when selecting an airport incline and tower frequency from an airport chart), the simulator set-up also features biosensors that can be attached to pilot’s arms — to measure tiredness in muscles when the tablet is mounted in different positions. All this human factors research is crucial to understanding the implications of touchscreen displays, as the technology continues to migrate from the home into the air. The company is putting safety fi rst by collecting large amounts of data on these new consumer-led tools, despite the ‘cool’ factor. Said one Honeywell researcher: “It has to earn its way into the cockpit.” Honeywell’s avionics labs also include an ‘advanced cockpit simulation’ — the next phase of avionics design after the ‘blue sky’ Pixar ideas lab. Here the ideas are put into a generic (but representative) fi xed-based simulator to see how different aircraft for its engines and avionics testing. these avionics and control concepts combine This includes a King Air C90, AStar helicopter and into a workable cockpit. Compared to a currrent Dassault Falcon 900EASy as well as a Boeing 757, generation cockpit, this future is sleek which is used to fl ight test the company’s business and unclutttered, presenting the key information in jet engines. The company also has two ‘vintage’ a simplifi ed, but quick to digest form, with readouts aircraft in its stable — a 1952 Convair 580 and a that echo smart phone icons. Lockheed Sabreliner. The Convair, acquired in 1991 This low-cost by Honeywell, was chosen because its nose could Testing, testing accommodate a 30in radar dish for testing 3D motion simulator is weather radar. Today, it is still active as an airborne used to test HMI Of course, a good idea in a lab has a long way testbed, with equipment racks and test benches. For issues with touch- to go before it can be developed, manufactured a fl ight demonstration with journalists, the Convair screen interfaces. and, most importantly, for an industry that revolves was fl own from Phoenix Sky Harbor Airport in a around safety — certifi cated. To that end, Honeywell local fl ight to show off the EGPWS and TCAS. The operates a surprisingly large aircraft fl eet of eight 62-year old Convair is also fi tted with Honeywell’s latest SmartLanding/SmartRunway technology (a development of the earlier Runway Awareness and Advisory System (RAAS)), which provides audio and visual awareness of unstabilised approaches to pilots or if they are about to land long and run out of runway. The system also compares the line-up and advises if the pilot is about to land on a taxiway or if there is insuffi cient runway length left. Says Honeywell’s Chief Test Pilot Markus Johnson of the system: “It puts a third pilot back in the cockpit.” The Convair’s cockpit may be an incongruous mix of steam gauges and the latest runway and traffi c safety systems — but 62 years on, this aircraft is still performing a vital role in advancing the cause of aviation safety. With runway incursions and overruns, go-arounds and unstabilised landings a major concern for regulators, the hard-working Convair still has a crucial job here.

Electric taxiing

Honeywell is also active through a partnership with

Honeywell Aerospace Safran in addressing the challenge of sustainable

20 AEROSPACE / MAY 2014 Hand-fl ying the Convair 580 into Phoenix Sky Harbor — the testbed is equipped with the latest generation TCAS/EGPWS and SmartRunway/ SmartLanding aids.

collide with a building or structure when taxiing or pushing back. The technology was demonstrated earlier this year in February at Paine Field, Washington, using the company’s C90 testbed. The symposium was thus a fascinating insight [SMARTLANDING/ into the wide variety of Honeywell’s future products SMARTRUNWAY] and solutions that are now in R&D from ATM middleware to deal with ‘more connected aircraft’ PUTS A THIRD to 3D printing of ceramic casting cores for turbine PILOT BACK IN blades — vastly speeding up the tooling process, THE COCKPIT while cutting costs. Elsewhere, wireless uploading of databases and fl ightplans for business and GA Markus Johnson customers was another focus of R&D, as was next- Chief Test Pilot generation prototype FMS systems that take cues Honeywell Aerospace from iPads and mobile phones.

Conclusion

This, then, is just a snapshot of some products and solutions from the diverse company that is Honeywell Aerospace. However, in all these areas, aviation — on the ground with its Electric Green there is now a common theme. If the fi rst century Taxiing System (EGTS). This uses motors in the of human powered fl ight was about mastering the main wheels, powered by the APU, to save fuel external environment, with speed, altitude and size while taxiing, allowing the pilot to only run up the as the performance drivers — the second century’s main engines when the aircraft is set to depart. aerospace challenges increasingly revolve on the Honeywell say that this system, optimised for single- internal environment of the ‘mind’ — whether it is aisle airliners like the A320, has around 30 airlines the pilot, mechanic, factory worker or passenger interested in EGTS which is aimed at entering — in enhancing safety, promoting effi ciency or service in 2017. For an airliner on high-cycle routes, delivering comfort — or even delivering a greener Honeywell say the EGTS would pay for itself in a planet for our children. Honeywell’s ‘Disney-style’ year. blue-sky R&D fl ightdeck lab may be an indicator of how traditional aerospace companies will evolve in Technology symposium harnessing the creative power of engineers. Says Carl Esposito of the lure of aviation and aerospace As noted earlier, this new HUE approach also to young minds: “We make things that last, that go extends to maintainers and technicians too — not around the globe and that makes people look up just pilots. In an engineering symposium that and wonder how it works.” also included 3D printing and wingtip collision awareness, media were also shown a voice- recognition system for Honeywell’s maintenance Honeywell’s nextgen 3D taxi view uses workers. This uses a microphone and attached simplicity and intuitive design to improve device to allow workers to quickly catalogue situational awareness around an airport. and book in engines when they are returned for overhaul. Instead of clipboards and fi les, or even going back and forth typing on a laptop on a desk, this allows the MRO technician to speak serial numbers, catalogue parts, the damage and condition of the engine, while being verbally prompted using this interactive checklist. The result is quicker, more accurate induction of engines for overhaul, with the time to book-in engines shortened to 15-20 minutes instead of two hours plus. Another innovation demonstrated at the symposium was a new ground collision wingtip system. This uses ADS-B surface positioning, coupled with the EGPWS database, aircraft wingspan and braking capability data and velocity

algorithms to determine whether an aircraft could Honeywell Aerospace

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com MAY 2014 21 INDUSTRY Marshall Aerospace Marshall plan Marshall Aerospace and Defence Group specialises in the conversion, modifi cation, maintenance and support of military and commercial aircraft, especially the C-130. However, the company is currently broadening its activities with an expansion of its business aviation interests. BILL READ reports from Cambridge Airport.

Founded in 1909, Marshall holds a special fuel tanks and fuel tank fl ammability protection position in the international aerospace industry systems for both military and civil aircraft. Marshall in that it is still a family-owned company. As well recently delivered its 200th auxiliary fuel tank to as operating Cambridge , Boeing for the P-8 aircraft. the company has a variety of other business interests, including property and 70 car franchises Upgrades and conversions representing 24 different manufacturers. Today Marshall has an annual turnovere Anotherot e Marshall capability in excess of £1·3bn. iiss inin aircrafta upgrades, Marshall Aerospace and iincludingnc structural and Defence Group, operates aairframeir refurbishment, in a wide variety of markets. aavionics,v electrical and On the military side, this ototherh aircraft systems includes specialist aircraft upupgrades,g cabin interiors, upgrades and modifi cations, in-fl ightig entertainment (IFE) fuel tank design and conconnectivity,n painting, cargo manufacture and fuel conversions and medical systems. Its civil portfolio evacuation interiors. encompasses aircraft sales, A particular service and modifi cation, specialisation is in the as well as upgrades to conversion of civil and aircraft structures, paint military aircraft into special and interiors. platforms for missions Marshall has a long such as reconnaissance, association with the Lockheedd iintelligencentel gathering, C-130 Hercules military cocommunication relays, transport aircraft and does mmaritime and border patrol, repair, upgrade and support ssearche and rescue, medical work for a large number of evevacuation and command Hercules operators around aandn control. These can the world. The group was the iincludenclu systems and avionics fi rst to open an original equipmentment iinstallation,nstallat integration with manufacturer (OEM)-approved service centre for An aerial view of Cambridge existing systems, structural modifi cations, training C-130 B to H models and is currently one of a Airport (centre) with the and ground stations. select few to operate a heavy maintenance centre Marshall facility on right. Marshall specialises in for the C-130J. a number of specialised Aviation services Marshall supported the RAF TriStar fl eet for over aerospace sectors — 30 years until its withdrawal in March 2014 and is including military aircraft Marshall Aviation Services is the part of the also the Engineering Authority for the Avro Vulcan modifi cations and upgrades, business that specialises in the sale, operation, XH558 now operated by Vulcan to the Skies. aircraft cargo conversions, management, maintenance and modifi cation business jet sales, Other areas of company expertise are the management, maintenance of business aircraft, under the Jetability brand. design, manufacture and installation of in-fl ight and upgrades. (All images Marshall is also the exclusive distributor for refuelling (IFR) probes for military aircraft, auxiliary Marshall) Beechcraft aircraft in the UK, Ireland and

24 AEROSPACE / AUGUST 2014 Scandinavia, as well as being involved in pre- Marshall owned aircraft sales. Other services on offer HIOS include business jet pilot and engineer training, avionics, cabin and aircraft structure and interior In 2006, Marshall modifi cations and upgrades. In addition, Marshall Aerospace won the can also provide project and supply chain Hercules Integrated management, testing and certifi cation. Operational Support (HIOS) contract. A joint The labours of Hercules partnership between the Ministry of Defence One aircraft particularly associated with Marshall (MoD), Marshall is the Lockheed C-130 military transport. “When Aerospace and Defence Group, Rolls-Royce and Lockheed Martin, the the UK government fi rst acquired the Hercules HIOS contract will provide long-term support for the RAF C-130 fl eet. back in the 1960s, they bought the rights to use The contract covered a 24-year period extending to the whole C-130 the intellectual property as well,” explains Charles fl eet. Marshall acts as the HIOS prime contractor along with Hughes, VP of Business Development and Rolls-Royce and Lockheed Martin as sub-primes. The foundation Strategy at the Marshall Aerospace and Defence of HIOS is a partnered approach between the MoD and industry to Group. “As a result, over the past 46 years we’ve assure aircraft availability to the RAF. Each company is responsible for gained an immense amount of knowledge about different aspects of C-130 support, namely: the C-130 and are now the sister design authority for the C-130K. Although the RAF has now retired ● Marshall — aircraft maintenance and technical support its C-130K fl eet, we are still looking after the ● Lockheed Martin — supply chain remaining 24 Js, as well as serving customers from ● Rolls-Royce — Propulsion management overseas.” “There’s a big market out there with around The majority of HIOS work is conducted at UK locations; RAF Brize 1,500 C-130s in service around the world,” Norton, where the operational C-130K and C-130J fl eets are based continues Hughes. “Of these, roughly 1,000 are in with HIOS industry technical, supply chain and simulator support; the Americas and that leaves 500 in ‘accessible’ Cambridge, where HIOS partners perform depot maintenance, parts of the world. We’ve just won the Norwegian modifi cations and provide technical support and management. and Danish contract for another seven years and today we support ten Air Forces around the world. We’re also negotiating with other C-130 operators and hope to make a further announcement on that (see panel above) which increased our military soon. We specialise in upgrades, although we do C-130 dependence in a great way. In retrospect, this some MRO. We prefer to do the whole package. upgrades actually proved to be a good move on our part, as We design and deliver C-130’s cockpit upgrades, the civil side of the business slumped in 2007-8 defensive aids suite, night fl ying systems and Flight display but currently we now have rather too many eggs in systems special mission equipment to name just some of one basket. In addition, we recognise that some of Navigation and fl ight our customers’ requirements.” management systems our key long-standing military projects are winding “The C-130 is moving from being a utility Radio communication down, such as the work we used to do on the RAF aircraft just moving cargo to more specialised systems TriStar fl eet which has now ended.” mission roles, such as signals intelligence, Surveillance systems “As part of efforts to reduce the risk, we are electronics intelligence, casualty and medical Digital maps, beginning to focus more on the opportunities evacuation, maritime patrol and surveillance and offered by the civil sector,” explains Hughes. “Our Night vision imaging Special Forces work. This trend towards multi- for fl ight deck intent is not to reduce our military business but tasking is good news for us, as it means more Cargo bays and to expand the civil side where there are currently work on installing specialised equipment.” external lighting more opportunities for growth with the intention of Aircraft self- getting the balance back to around 60% military Resetting the balance protection systems and 40% civil.” Tactical systems Military customers currently account for the Electronic fl ight bags Business focus majority of Marshall’s aviation business, an Electrical generation over dependence that the company is a little Marshall has been involved in the business uncomfortable with. “There is currently an aviation sector for many years,” says James Dillon- imbalance towards the military, a signifi cant part of Godfray, VP Business Development for Marshall which is with the C-130,” says Hughes. “In 2005 Aviation Services. “However, recently, we have the mix between the civil and military business was been focusing far more on this sector and building around 50/50 but then we won the HIOS contract up our presence, particularly through acquisition.

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 25 INDUSTRY Marshall Aerospace

“When we bought the Hawker Beechcraft facility, there was an opportunity to become the Beechcraft dealer for a great chunk of Northern Europe which we thought would be an excellent addition to our portfolio. We have a degree of control on the Beechcraft market now — we’re selling brand new ones and we’re the biggest Beechcraft MRO provider in Northern Europe.” “In March 2013, we acquired Oxford-based aircraft charter and management company FlairJet (which was the fi rst company to bring the Embraer Phenom 100 and 300 light jets into Europe) and combined its activities with Marshall Executive Aviation which already had a couple of Citations belonging to the group and managed a number of others. Since then, we’ve cast our net far wider and we’re now looking at the management of all sorts of business aircraft types from smaller jets to mid-size and long-range transatlantic machines. We’ve kept the name of Flairjet but, as Marshall The business aviation lounge at Cambridge Airport. Marshall is looking into expanding its presence in the business and GA sector, whenever windows of opportunity occur. Aviation Services becomes a stronger brand, you’ll see that name being used more prominently in the future.” “If you went back to 2012, then we just “In addition, we also support NetJets’ fl eet managed a couple of jets and a 40-man operation of Citations, as well as those fl own by private doing Citation support at Cambridge. Now, we’ve operators. It’s still a big market — there’s about moved to become one of the top fi ve companies 120 Citations based in the UK today, plus a in the business aviation sector, growing to what further 900 in mainland Europe. We also have a should be a £60m turnover business in 2014, fi xed-based operation (FBO) at Cambridge but employing over 400 people. By 2018, we aspire we are hoping to build up a portfolio of other Cambridge Airport is owned and operated by Marshall. to be a £100m business in the business aviation FBOs both in the UK and abroad where the The airport deals mostly sector. Business aviation used to represent around opportunities might arise.” with GA and business 5% of total company business but we aim to “We also established a corporate and aircraft but recently CityJet increase that share to over 20% in the future.” business aviation aircraft sales and acquisitions began operating fl ights “Last year we took over the UK’s Hawker company last year which sells new and pre-owned from Cambridge to Dublin and Amsterdam, using a Beechcraft’s maintenance, repair and overhaul aircraft, not just including Hawker Beechcraft fl eet of Fokker 50 regional (MRO) business which employs around 230 products but also all other business aircraft types . people at a single base in Broughton which makes and helicopters. This year we’ve already sold fi ve it one of the largest business aviation-focused brand new King Air turboprops in six months to Below: Swedish Air Force MROs in the UK. Now that has taken over companies who have concluded that they need and other C-130s being Beechcraft, this business has expanded. We were their own business aircraft. Despite being a upgraded in Marshall’s already involved with Textron through our work 50-year old design, the King Air is a very good hangars. The company is on the Cessna Citation at Cambridge where we design, you can just fi ll it up with fuel and don’t currently heavily reliant on 2 C-130 work from the RAF doubled our capacity to 60,000ft two years ago worry about weight, in particular the 350i model. and nine other air forces. by refurbishing an older hangar.” Business aircraft are no longer just used as the

26 AEROSPACE / AUGUST 2014 ‘chairman’s chariot’; most companies now use Here at Marshall, we can produce specialised them for ferrying other employees as well.” designs for small numbers of aircraft, using our “This year we’re going to set up a Marshall own composites manufacturer. We also have Aviation Services offi ce in Scandinavia, most likely all the right approvals. Our fi rst task if we win in Norway,” states Dillon-Godfray. “This will focus a specialised contract is to sit down with the primarily on aircraft sales but, if there is an interest certifi cation authority and say: ‘How do we get in our MRO activities, it will market those as this aircraft certifi ed?’ Once we’ve got that, then well. We’re also planning to open a new Marshall we’ll start work. Not all companies who modify Aerospace and Defence offi ce in the UAE in the aircraft do that and have certifi cation problems very near future.” after they’re done the work.”

Avionics and interiors Marshall offers a full range Special missions of services for business jet Another area that Marshall is steadily expanding operators, including aircraft Another niche sector that Marshall is developing is that of aircraft upgrades, in particular, installing and engine maintenance. is the conversion of airframes into special mission new ‘glass cockpit’ avionics into older airframes. (SM) aircraft. “Special mission platforms used to “Upgrades are popular at the moment,” explains be large aircraft,” explains Hughes. “However, Dillon-Godfray. “It sometimes makes fi nancial as the kit has got smaller, there is a trend sense to upgrade an older airframe rather towards smaller platforms performing than buying a new one as an upgrade more functions. The present aircraft of costs a fraction of a new purchase choice are adaptations of the Boeing and increases the aircraft’s resale 737 at the top end, down through value. The team at our Broughton Bombardier Globals and Gulfstream facility are experts in doing Garmin biz-jets to the Q400 and King Air avionics and there’s a lot of propeller aircraft. We have all the synergies between what they do Marshall capabilities here to modify a civil or a and what we do in Cambridge. We military platform. One unusual project are working with a number of OEMs that we worked on recently was the to provide product enhancements fi tting out of an SAS Boeing 737 for for their legacy products. We’ve also medical evacuation for the Swedish recently completed Garmin 1000 glass Defence Force. The aircraft can now cockpit upgrades for King Airs.” be converted from passenger transport to In addition to cockpit upgrades, Marshall military and disaster relief missions in a matter is also enhancing its capability for aircraft interior of hours — and converted back. conversions. “We do specialist interiors for VIP jets and can fi t anything up to an A340,” says Hughes. Future expansion “However, we are investing signifi cantly this year on refurbishing an old paint shop to enhance its Marshall is continuing to develop with plans capabilities, so that by the end of the year we’ll be to upgrade more of its hangar facilities at able to do VIP airline modifi cations up to A330s.” Cambridge. As well as the new offi ces planned “OEM’s are experts at building aircraft for Norway and Dubai, there may be further but they’re less interested in modifying them,” future expansions overseas. “We don’t want to concludes Hughes. If someone wants an overstretch our resources,” admits Hughes. “We aircraft painted blue or to have an extra toilet are Marshall of Cambridge, not just Marshall in installed, then it’s not part of their drumbeat. Cambridge.” Marshall

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 27 ENVIRONMENT Boeing ecoDemonstrators Boeing

Green dreams As part of its ongoing environmental programme, Boeing is fl ying a series of ecoDemonstrator aircraft platforms designed to test new ‘green’ technology. BILL READ reports.

his year will see the fl ight testing of the Montana, designed to test and accelerate advanced second of Boeing’s ecoDemonstrator technologies that increase fuel effi ciency and aircraft, in which the US manufacturer’s reduce aircraft noise. “Roughly 15 new technologies 787-8 fl ight test aircraft ZA004 will be were tested on the 737,” says Sinnett. “Of these, the specially confi gured with new technology, main technologies were an adaptive trailing-edge, Tmethods and materials designed to improve variable area fan nozzle, active engine vibration environmental performance and sustainability. control, fl ight trajectory optimisation, a regenerative The fi rst ecoDemonstrator, an American Airlines hydrogen fuel cell, and a laminar fl ow winglet. The 737-800, was tested in 2012 and this year’s aircraft also fl ew on biofuel during testing. After the 787 demonstration will be followed in 2015 by a trials were completed, the test equipment and other ecoDemonstrator 757 from TUI. Further fl ights of technology was removed and the aircraft returned additional aircraft may follow in the future. to standard confi guration before being delivered to “The ecoDemonstrator is just one facet of American Airlines as a typical 737-800.” Boeing’s overall environmental programme, where “This year, with the 787, we’ve increased the USING THESE Boeing is committed to improving the life cycle number of technologies from 15 to approximately environmental performance of its operations, 30. The 787 will test an engine exhaust nozzle DEMONSTRATOR products and services,” explains Michael Sinnett, made of ceramic matrix composite (CMC) which AIRPLANES Vice President, Product Development at Boeing. is designed to make engines quieter, lighter and ALLOWS BOEING “It is a multi-year programme with technologies more effi cient. Additional technologies will cover TO TEST NEW installed on various airplane platforms that serve as fl ight test effi ciency, fl ight sciences (drag and noise fl ying testbeds. Using these demonstrator airplanes reduction), fl ight deck, more sustainable materials TECHNOLOGY allows Boeing to test new technology as soon as it for manufacturing, airplane health monitoring, AS SOON AS is ready, allowing us to accelerate the incorporation atmospheric sensors and connectivity technology.” IT IS READY, of key technology in future aircraft. This serves as In 2015, Boeing will be conducting a third a catalyst for engineering innovation and learning series of trials on a 757 leased from TUI . ALLOWING US TO through active design, build and integration.” “Leasing the aircraft provides us with the long lead ACCELERATE THE time required for some of the instrumentation and INCORPORATION A tale of three aircraft build for advanced testing,” explains Sinnett. The OF KEY technology that will be tested includes an active The fi rst ecoDemonstrator was a new 737-800 NG fl ow vertical tail, advanced wing concepts, advanced TECHNOLOGY IN loaned from American Airlines which conducted fuel quantity indication system, dimmable window FUTURE AIRCRAFT a month’s extensive fl ight testing in Glasgow, energy harvesting, cabin sidewall panels and other

28 AEROSPACE / AUGUST 2014 Boeing 787 ecoDemonstrator No 2 (right) will fl y this year followed by TUI-liveried Boeing 757 which involved fi tting sweeping jet actuators that ecoDemonstrator No 3 (left) in 2015. blow air across the rudder surfaces to a 757 vertical fi n, at the US Air Force’s Arnold Engineering Development Center in Moffett Field, California, technology yet to be decided. There are in 2013 and will share some of the testing costs plans for the ecoDemonstrator 757 to tour Europe of the fl ights next year. to showcase the new environmental technologies, after which the aircraft will be used to test new Techno tests recycling methods for improving recovery and reuse of its materials. Each ecoDemonstrator aircraft goes through a series of ground and fl ight Eco partners tests. “The technologies are subject to lab testing prior to incorporation on the Boeing is working on the ecoDemonstrator demonstrator airplane,” explains Sinnett. project in conjunction with a number of selected “The ground and air tests are intended to suppliers, airlines and government agency ensure that the modifi cations have been done partners. Companies which supply equipment for properly while others are designed to test an ecoDemonstrator are able to test their systems the individual technologies that are part of the in fl ight and retain possession of their intellectual ecoDemonstrator programme. The programme property rights after the tests are complete. also includes several technologies aimed at Boeing is one of fi ve industry contractors increasing operational effi ciency, such as direct participating in the US Federal Aviation Sweeping jet actuators being routes, fl ight optimisation and advanced navigation fi tted to the 757 vertical fi n Administration’s fi ve-year Continuous Lower Energy, (Boeing). capabilities.” Emissions and Noise (CLEEN) programme which is Using data gleaned from the fi rst 737 funded under the FAA’s Next Generation Air ecoDemonstrator fl ights in 2012, several of the Transportation System technologies have since been development effort. refi ned or have moved on to the next phase of development. “One of the most signifi cant developments was the testing done for natural laminar fl ow that is being applied to the 737 MAX Advanced Technology Winglet design,” states Sinnett. “Boeing is continuing to study the test results Designed to speed up the development of new The fi rst Boeing from 2012 and may test future versions of these materials, technologies and methods, the CLEEN ecoDemonstrator used a 737- technologies, in particular technology that would 800 platform (Boeing). programme is using Boeing’s ecoDemonstrator improve fuel effi ciency or reduce emissions. fl ight test aicraft for several activities. “We partnered The ecoDemonstrator programme includes with the FAA CLEEN programme for the 737 a combination of technologies that could be ecoDemonstrator in 2012 and received funding applicable for both new aircraft and improving the for the development and testing of one particular performance of existing models.” technology: the adaptive trailing edge,” says Sinnett. “In 2014 Boeing is again partnering with FAA Maturing technology CLEEN for development and testing the ceramic matrix composite (CMC) nozzle on the 787 “The goal of a demonstrator airplane is to ecoDemonstrator. The FAA CLEEN programme accelerate the incorporation of technology in will share some of the cost of testing that future airplanes,” concludes Michael Sinnett. nozzle.” “By testing the innovations on an actual Another partner on the 757 test bed is NASA airplane, Boeing can gain valuable knowledge who will be working specifi cally on the vertical tail on how to design, build and integrate the and active fl ow control and nanotechnology surface technology and gain data on how the innovations coatings that resist the accumulation of residue perform in a fl ight environment. This allows us to from insects impacting the wing leading edge to Ceramic matrix composite more quickly mature the technology for use on engine nozzle for the reduce drag and improve fuel effi ciency. NASA ecoDemonstrator 787 under future airplane models, as well as incorporate into conducted wind-tunnel tests of this technology, test (Boeing). existing production models.”

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 29 DEFENCE UncertainSyrian Air Force analysis future for Syria’s Air Force As the civil war in Syria continues to rage, MIKE BRATBY assesses the state of the Syrian Air Force and its part in the confl ict.

hree years after its uprising started, size of the economy is thought to have halved. Syria remains caught in the throes of Reconstruction will probably cost over $100bn. an intractable civil war that has largely Fuelled by a war economy, an infl ux of foreign destroyed the country’s economy, funds and fi ghters, ready availability of light LACKING THE infrastructure and society. The war has weapons and an international community that has, WHEREWITHAL Tpitted the ruling Alawite Shia1 regime against Sunni so far, failed to come up with any political solution, rebels and Al Qaeda-linked Jihadists. The death toll the war appears to have all the ingredients to FOR SURGICAL is believed to exceed 150,000, nine million Syrians last many more years. Regional competition is STRIKES, are either internally displaced or have sought exacerbating the confl ict. Without external help, THE SYRIAN safety in refugee camps in neighbouring countries, neither a weakened regime nor a fragmented FORCES HAVE 40% of buildings are destroyed or damaged and rebellion with over 1,200 different groups and public services have collapsed in many areas. The factions could have lasted so long. One surprise has EMBARKED ON A CAMPAIGN OF INDISCRIMINATE BOMBING

Rocket attack fi lmed from a SryAF MiG-23 'Flogger' cockpit.

30 AEROSPACE / AUGUST 2014 Syrian AF Facebook

been the unexpected survival of the Assad regime which, thanks to outside support from Russia, Iran and Hezbollah and the lack of a coherent anti- government opposition, is now in a stronger position than any time since early 2012. Combat has been principally on the ground, with government forces relying mainly on tanks and artillery as they fi ght to regain control of strategically employed in dive attacks delivering light bombs MiG-29s have important centres, such as Homs and Aleppo and and rockets. By contrast, attack aircraft, such as enclaves around the capital, Damascus. Syria’s air Fitters and Fencers, have generally carried out level been seen force initially took little part in the confl ict. However, bombing passes, as have the MiG-29s, also seen undertaking from spring 2012, there has been a steady increase dropping bombs on occasion. unguided air-to- in air strikes, as the government seeks to win in A leading problem for the Air Force is the ground bombing parts of the country deemed important to it by lack of fl ying time in recent years. Syria has been using its superior fi repower. Helicopters and jets unable, even with Iranian subsidies, to let their missions. have been employed, delivering aerial bombs, pilots fl y suffi cient hours to be good at delivering rockets and, in the case of transport helicopters, attacks, while the Air Force also lacks modern makeshift barrel bombs (some allegedly fi lled with precision weapons. For example, MiG-29 pilots were chlorine gas) to infl ict destruction and casualties on apparently given scratch training on the ground both rebels and civilians and drive them out of the before being sent off on their fi rst operational contested areas. missions to drop bombs on rebel-held areas3. This lack of fl ight time and competence Air Force strength and tactics has undoubtedly increased operational losses and has probably led to more damaged aircraft Accurate estimates of the Air Force’s strength and being lost in cases where a more current pilot may capabilities are diffi cult, given the confused nature have skilfully brought home a damaged aircraft. of the fi ghting and many different factions involved. A very recent loss, in June, was a Su-22 Fitter, However, both government forces and the rebels one of the country’s more sophisticated attack rely on outside help to sustain their military efforts. aircraft. However, what brought it down is unclear. The International Insitute for Strategic Studies (IISS) A shortage of spares has often made repairs credits the Syrian Air Force with around 295 combat impossible and this is now a major factor in aircraft capable aircraft2 but stresses this fi gure represents becoming inoperable after heavy use through worn pre-war inventory; the level of readiness of much of out components. the equipment is likely to be poor and numbers will The Air Force has been forced to commit many have signifi cantly reduced during the civil war. of its aircraft, especially helicopters and transports, The Syrian Air Force currently suffers from to resupply operations to keep besieged air bases an abundance of older and poorly-maintained and enclaves in government hands. The rebels aircraft, for example the MiG-21 Fishbed. Most of have become adept at setting up fl ak traps with the air forces still operating this 1950’s designed heavy machine guns to target these fl ights, infl icting fi ghter are phasing it out as quickly as they can. losses, and have also regularly hit aircraft on the But because Syria is so poor, their 80 MiG-21s ground with rocket and mortar attacks. Few Syrian Syrian AF remain the mainstay of its combat aircraft strength. Air Force leaders can have anticipated this sort of However, it is believed that only about half are confl ict, with lots of resupply fl ights and low- level frontline fl yable. There are also about 40 MiG-23 Floggers, bombing sorties, all potentially under fi re. ORBAT dating from the 1970s, ten MiG-25 Foxbats and 30 Lacking the wherewithal for surgical strikes, MiG-29s, its most modern fi ghters. There are also the Syrian forces have embarked on a campaign of MiG-21 80 about 20 Su-24 Fencer and 40 Su-22 Fitter attack indiscriminate bombing and shelling of rebel-held MiG-29 aircraft. The 20 or so L-39 Albatross jet trainers are areas. The objective is to regain territory by making 30 also capable of carrying limited bomb and rocket life unbearable for the opposition forces and civilian MiG-25 10 loads and have been employed in ground attack. populace in areas the government has deemed There is a fairly large rotary wing fl eet, including essential to control. Either they agree to cease MiG-23 40 some 70 Mi-8 and Mi-17 Hip transport helicopters fi res brokered by the government, or are pounded Su-22 40 and 25 Mi-24 Hind gunships plus some elderly with heavy weapons and air attacks, and cut off French Gazelles and Polish Mi-2 Hoplites. from humanitarian aid, until they are driven out. The Su-24 20 Many of these aircraft have been pressed regime has effectively given up on a ‘hearts and into action since early 2012 to assist government minds’ approach to win back civilian support, instead, L-39 20 forces in their attempts to reclaim key territory, recognising the limitations of its military capabilities, Mi-24 25 including transport helicopters being used to drop by focusing on a ruthless campaign of fi repower the makeshift barrel bombs, and armed trainers against rebel villages and city neighbourhoods. Mi-8/17 70 LiveLeak @aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 31 DEFENCE Syrian Air Force analysis YouTube

the two. However, the Israelis and others would undoubtedly rather see the matter resolved diplomatically.

Attrition

Estimates of personnel losses suffered by the Syrian Air Force are as high as 400 plus aircrew5. Up to 100 fi xed-wing aircraft plus a number of helicopters may have been shot down, or destroyed on the ground. On a number of occasions, bases have been overrun and captured and up to half the aircraft lost so far may in fact have been destroyed on the ground. Despite the international community’s reluctance to supply arms to the rebels for fear of them going to Islamist extremists, more arms, including shoulder-launched SAMs, are gradually reaching rebel factions. It is the opinion of A declining asset many commentators that the CIA has been running Syria still has an a training programme for moderate rebel fi ghters The Syrian Air Force has certainly become a extensive Soviet- in Jordan6. Further to this, President Obama has declining asset over the past two years. Although no style air defence recently asked for $500m to train and equip Syrian more than an educated guess, one estimate claims rebels7. As already noted, more heavy machine about half the Air Force is now out of action and and SAM guns are also now available to the rebels and these the heavy use of aircraft will be further reducing network. remain the principal anti-aircraft weapons of the effectiveness, creating a real Catch-22 situation. opposition forces. Additionally, as already pointed out, some aircraft Lack of money is the other main enemy of and crews will be performing missions they were the regime’s air force. This is seriously impacting not trained for. the buying of spares and provision of training Syria also still possesses a Soviet-style and maintenance. International sanctions against Integrated Air Defence System (IADS), with many the regime are now making spares even more radars and 150 mostly ageing surface-to-air missile expensive and diffi cult to obtain. However, Russia batteries spread across the country. But the Syrian and Iran are both still supporting the Syrian IADS is almost certainly suffering from a similar government with deliveries of spares and munitions. decline in operational effectiveness with a good Although defections and desertions have been more proportion of its air defence sites probably non- of a problem for the Syrian army, the Air Force is operational through poor maintenance and lack also faced with an expanding number of defections of spares4. Evidence of this is the relative ease by its offi cers and technical personnel, although with which the Israeli Air Force penetrated Syrian the total is thought to be relatively small to date. airspace in 2007 to destroy a suspected nuclear Generally, Air Force commanders and personnel reactor and, this year, to hit Syrian targets on at have remained loyal to the Assad government but least three occasions to prevent what intelligence sources called attempts to move advanced weapons to Hezbollah. Losses have begun to However, Israel could be facing a new challenge mount up. This SyrAF Su-22 with recent announcements of the supply of was caught on video leaking components for Russian S-300 mobile SAMs to Syria. These long-range missiles could threaten fuel from rebel ground fi re. Israel’s use of its own airspace, as well as the relative freedom currently enjoyed fl ying over Lebanon and Syria. The exact status of the transfer remains unclear. President Putin suspended it last September but warned, that if the US and its allies intervened militarily in Syria, Moscow would ‘think how we should act in future’. Most specialists are confi dent that Israel could deal with the missiles, either degrading their performance with advanced electronic warfare techniques or destroying their sites with strikes or a combination of YouTube

32 AEROSPACE / AUGUST 2014 Shootdown of a Mi-8/17 helicopter which had been used to drop improvised barrel bombs onto rebel held areas. a handful of helicopter pilots are claimed to have the recipient of much Soviet aid over many years, defected and rebel factions are said to have up to a will likely become a mere shadow of its former self, The regime has dozen fl yable helicopters. or disappear altogether. pressed L-39Z trainers into the What future? References light strike role in The fate of the Syrian Air Force in its present form 1. 87% of Syria’s population are Muslim: 74% Sunni and 13% desperation. remains inextricably linked to the survival of the Shia (mainly Alawite). 2. IISS Military Balance 2014. Assad regime. As the present government now 3. Destruction of the Syrian Air Force://www.strategypage.com/ looks likely to survive, at least in the medium term, dis/articles 7-1-2013.asp we can expect the Air Force to follow suit. But 4. IISS Military Balance 2014. that does not signify much. The Syrian Air Force 5. The Destruction of the Syrian Air Force://www.strategypage. com/dis/articles 7-1-2013.asp has had a dismal record over many years and has 6. http://www.washingtonpost.com/world/national-security/ never been able to compete seriously with its main cia-ramping-up-covert-training-program-for-moderate-syrian- rival, the Israeli Air Force, even when it was the rebels/2013/10/02 recipient of fairly lavish Soviet military aid during 7. http://www.washingtonpost.comworld/national-security/ the Cold War. The Syrians have suffered one defeat obama-backs-us-military-training-for-syrian-rebels/2014/06/26 8. The ISIS attack into Iraq is only the latest manifestation of the after another in aerial combat against the much spreading confl ict. Lebanon, Jordan, Turkey, Iraq, Libya and Saudi better trained and equipped Israelis over the years. Arabia are all affected to a greater or lesser extent. In Tikrit, Iraq, However, Israeli commanders have acknowledged ISIS fi ghters claim to have captured two weapons depots with the determination and bravery of Syrian pilots on 400,000 items. A quarter of the stockpile has already been sent to militants in Syria. occasion, for example in the Yom Kippur confl ict of October 1973, when Syrian MiG-17s and Su-7 Tail of shot-down Fitters pressed home many low-level attacks on Acknowledgement MiG-21 found by Israeli defences along the Golan Heights. With thanks for his valuable assistance to Air Marshal Iain The Assad regime has occasionally in the past McNicoll rebel fi ghters. used its air force against their own people, but with the escalation of the current confl ict into a full- blown civil war this has evolved into widespread and indiscriminate attacks. As the Government, in its attempts to reassert control over key parts of the country, throws its air force into the confl ict, so it exposes more of its dwindling force of combat aircraft, helicopters and transports to loss or damage. There is no end in sight to the confl ict and little prospect for the re-equipment or rejuvenation of the Syrian Air Force, or of an easing of international sanctions against Syria. The government now appears to view its air force as an expendable asset in the ongoing battle for survival by the Assad regime. Given the large number of factions involved in the civil war on both sides, and the spread of the fi ghting into an increasingly regional sectarian war8, especially with the recent advance of ISIS militants in Iraq, the ultimate outcome predicted by many Middle East specialists for countries such as Syria and Iraq is fragmentation. If this happens, the Syrian Air Force, once one of the largest in the region and YouTube

@aerosociety i Find us on LinkedIn f Find us on Facebookk www.aerosociety.com AUGUST 2014 33 AIRPORTS Time Based Seperation

How do you squeeze more capacity out of the world's busiest airport? ANDY SHAND, NATS General Manager of Customer Affairs, explains how Time Time Based Separation (TBS) at London's Heathrow will pave the way for fewer delays.

Heathrow AirportHeathrow Lrds eathrow is the busiest two-runway October 2013, the headwind on final approach at airport in the world, handling over 3,000ft was just over 40 knots. On that day flow 470,000 fl ights a year. It is also regulations resulted in nearly 13,000 minutes of scheduled to c.99% of its capacity, primary ATFM delay. Given that shorthaul aircraft meaning that anything that impacts operate a number of sectors each day, if they pick Hthe number of aircraft that land per hour can result up a delay on the first sector, this tends to cause in delays and an increased chance of cancellations. further delays on each of the subsequent sectors. When the landing rate is constrained by weather, air Hence the total delay is often much greater than the traffi c fl ow management (ATFM) regulations have primary ATFM delay figure might suggest. to be applied to meter the fl ow of fl ights, resulting in delays to inbound shorthaul fl ights. Typically, Distance to time weather results in about 400,000 minutes of ATFM delay at Heathrow every year, with the biggest In light headwind conditions of about 5-7 knots cause being the impact of headwinds on approach, and with a fi nal approach speed of 160 knots at 4 which accounts for c.180,000 minutes. miles from touchdown, the equivalent time interval Aircraft are currently distance separated on for the required 4 mile separation between Heavy final approach based on either RADAR or wake aircraft is 90 seconds, likewise 5nm takes about separation minima. For example, using today’s 113 seconds. TBS WILL HALVE wake separation rules on final approach, a Boeing As the headwind at 3,000ft increases, so does 777 (classified as a Heavy wake category aircraft) the time interval. For example with a 30-35 knot THE CURRENT followed by an Airbus A320 (Medium wake headwind at 1,500ft, the time taken to cover 4nm HEADWIND category aircraft) requires a 5nm gap. Likewise a increases from 90 to 107 seconds, effectively a loss DELAY FIGURE Heavy followed by a Heavy requires a 4nm gap and of capacity of 17 seconds. AT HEATHROW, Medium wake category aircraft can be separated by To recover this loss of capacity, ideally we would 3nm or as little as 2·5nm under certain conditions. be able to keep the time interval the same in varying WHILE ALMOST As the aircraft are separated by a fixed wind conditions. But to be able to prove that it would ERADICATING distance, when there is a headwind on the final be safe to do that, we needed to have a significant THE NEED FOR approach path, the groundspeed of the aircraft is set of data showing how the wake vortex behaves in reduced and the landing rate therefore falls. It is varying wind conditions. CANCELLATION a bit like walking the wrong way along a moving Andy Shand walkway. As aircraft typically join final approach at Wake vortex behaviour in headwinds General Manager of between 10-14nm from the runway, it is the winds Customer Affairs along the approach path up to 3,000ft that are the Over a period of nearly fi ve years NATS worked NATS issue, not just surface wind. For example, on 11 with Eurocontrol to collect over 150,000 samples

34 AEROSPACE / AUGUST 2014 NATS NATS of wake vortex data under varying wind conditions distance to a time based separation standard has using a Lockheed Martin Wind Tracer LIDAR been the need for new visualisation tools for the (laser radar) system. The LIDAR system allows controller. As part of the SESAR programme NATS measurements to be taken for transport and took part in initial simulations of controller tools and decay of the wake vortex and covered all aircraft NATS has since further developed the controller types operating to Heathrow and a wide range of Human Machine Interface (HMI) to provide dynamic weather conditions. The LIDAR was installed at separation indicators that change in line with the two locations, one measured the wake vortex at prevailing wind conditions. an altitude of about 300ft where the wake vortex Uniquely, the NATS TBS tool will use Mode S tends to interact with the ground so is ‘in ground Radar downlinked aircraft data to develop a highly effect’. The other was out of ground effect for accurate model of the actual wind conditions. Equivalent distance & time aircraft at an altitude of about 1,000ft. This is the first time that this data has been used spacing in light headwind. Analysis of wake behaviours provided us with an operationally in this way and overcomes the issues evidence base to then develop revised separation of uncertainty in meteorological predictions. rules. Basically, the data showed that a wake vortex The tool filters the data such that errors in decays faster in stronger headwind conditions. This individual aircraft downlinked parameters are wasn’t a surprise but having such a large sample of catered for and the error rate is exceedingly small data and supporting modelling allowed us to build a (c.0·006% of samples have errors of >10 knots) so very robust safety analysis. we are very confident that the separations will be The data showed that we could safely reduce based on accurate wind data. The TBS tool will also separations in headwind conditions in a way that automatically capture the aircraft arrival sequence kept the time interval effectively the same as it is wake turbulence category, which will also be verified in a 5-7 knot headwind. Interestingly, with a light by ATC procedures before final approach. tailwind the risk of wake vortex encounter actually increases, so the TBS rules will marginally increase Implementation NATS separations under these conditions. Equivalent distance and time spacing in strong headwinds We adopted an agile approach with Lockheed — landing rate falls to 32-38 Benefi ts Martin to TBS development, which has allowed air aircraft an hour. traffi c controllers to get early access to the tool The benefi t for all this is that TBS will halve the in a simulated environment and enabled faster current headwind delay fi gure at Heathrow, while implementation. Feedback from controllers has almost eradicating the need for cancellations, with been very positive and we will start formal validation conservative estimates pointing to savings of at training in January 2015 prior to the system going least 80,000 minutes of delay per annum. live in spring 2015. The benefits to airlines are therefore obvious, The system has been designed to be portable many of which have been directly involved as so that it can be adapted for any airport and ATC part of the project, as crews will need to be equipment and there have already been a number briefed on the new procedures and have been of expressions of interest. TBS also features in the very supportive. Both the airport and airlines have Single European Sky Pilot Common Projects, so can expressed their desire to have the system up and be expected to become the standard for the busier running as soon as possible while, equally the UK European airports. Civil Aviation Authority has been working closely NATS is really looking forward to seeing TBS with us throughout the project, which features in enter operation in 2015 in what will be a world NATS both the UK Future Airspace Strategy and Airport first implementation and we fully expect that in the TBS enables time separation to be maintained in strong Commission’s recommendations. future, Time Based Separation will become the headwinds. One of the challenges with moving from a fixed standard for busy airports worldwide.

Right: Headwinds account for 44% of arrival delays, Far right: TBS used data from Lockheed Martin's Wind Tracer LIDAR to measure

wake vortices. NATS Martin Lockheed

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 35 History The RFC goes to war

his month is, of course, the centenary Wing of the RFC, effectively commander of the of the start of the Great War. On 13 forces of the RFC back in the UK, and Major (later August, it is also exactly 100 years ago AVM Sir) William Sefton Brancker to look after since the men of the Royal Flying Corps things in his Department of Military Aeronautics at fl ew their fl imsy, unreliable, unarmed and the War Offi ce. Tunforgiving machines from these shores for the fi rst time as part of an overseas frontline wartime Vive l’Angleterre deployment. The Headquarters staff of the RFC in the fi eld left Getting ready for war their Farnborough base on 11 August, embarking at Southampton and arriving in Amiens on the On the squadrons, as the plans for the mobilisation morning of the 13th. They had been preceded by a of the RFC were put into operation, armed guards small advance party whose task was to prepare the ‘lived’ in the sheds (hangars), everyone was issued airfi eld ahead of the arrival of the aircraft and the with fi eld pay-books and live ammunition and other elements of the RFC. This unit, led by Major ground crew and pilots set about gathering together Geoffrey Salmond, and including Capt Charles items of equipment to be carried in each of the Longcroft and Lieutenant the Hon Maurice Baring aircraft; some were what might be described as (attached from the Intelligence Corps and a fl uent ‘standard’ such as maps, goggles, etc, some perhaps French speaker), embarked at Newhaven in the less so including rifl es and ammunition and a small afternoon of 11 August and became the fi rst unit stove and soup-making material. of the RFC to arrive in when they stepped Brig-Gen Sir David Henderson, who had helped ashore at Boulogne the following morning where create and had then nurtured the Corps from the they were greeted with fl owers and shouts of “Vive start was appointed to take command of the RFC l’Angleterre”. in the fi eld, leaving behind Lt-Col (later MRAF Sir) Also arriving in Boulogne, but in the afternoon Hugh Trenchard as offi cer commanding the Military of Thursday 13 August, the day after the arrival August 1914 100 years ago this month, the Royal Flying Corps crossed over the Channel to France at the beginning of the Great War. Captain DAVID ROWLAND FRIN FRAeS describes what happened. RAeS (NAL) RAeS

BE2 (no 220) at Farnborough (c1914).

36 AEROSPACE / AUGUST 2014 of the advance party, were the ground crew and the south coast (via Farnborough) on the day war The RFC in the personnel of 3 Sqdn. As with the other three was declared. There were some not too serious summer of 1914 squadrons, having ‘seen-off’ their aircraft from their accidents and mechanical problems on the way home base for the fl ight to Dover, they had departed but in the end they all reached Dover with a full the to embark with their stores, tools, complement of aeroplanes although not necessarily 63 equipment, spares, supplies, horses and vehicles. the ones with which they’d set out from Scotland. aircraft In the words of one young Air Mechanic, James The squadron was equipped with BE2 aircraft and McCudden: “There were many French people was commanded by Major Charles J Burke of about, who all seemed very pleased to the Royal Irish Regiment; an experienced 95 see us, all shouting out something and highly regarded offi cer who went motor vehicles which I could not understand, but it on to command a wing in France and sounded to me like ‘Live long and was later Commandant of the Central tear’.” And whenever they stopped Flying School. After the Battle of the 105 on their journey to Amiens they Somme, he returned to his regiment offi cers were also “ … piled up with fruit and was later killed in action on and fl owers and kissed by pretty 9 April 1917, the fi rst day of the French girls.” Battle of Arras, commanding 1st 755 The RFC that went to war Bn East Lancs. He had earlier other ranks that summer was a force of 63 received the DSO. aircraft, 105 offi cers and 755 The departure of 3 Sqdn from other ranks, together with 95 its home base of Netheravon

motor vehicles and all of the (NAL) RAeS on Salisbury Plain started with a other equipment necessary to tragedy. On 12 August the sun support, maintain and repair rose on a beautiful summer day this small ‘fi ghting’ force. This as the squadron’s Blériots and included the Aircraft Park, which Shorthorns were prepared and lined was in effect the travelling base of up before their departure for Dover. the squadrons, providing reserves of Commander of the RFC, ‘A’, ‘B’ and ‘C’ fl ights departed in that equipment and aircraft, some of which Brig Gen Sir David order, the last aeroplane away being a would be transported in crates and the Henderson. Blériot XI, fl own by Second Lieutenant others fl own over to France by personnel Robert Skene with Air Mechanic R K Barlow of the Aircraft Park or by spare squadron as passenger. Something wasn’t right pilots. The Aircraft Park embarked at and he landed again for some Avonmouth on the morning of the correction before taking 17th, arriving in Boulogne on the off for a second time. 18th and prompting a signal to In the words of Keith be despatched by the port’s Barlow’s friend landing offi cer to GHQ: “An James McCudden, unnumbered unit without an air mechanic aeroplanes which calls itself with ‘C’ fl ight of

an Aircraft Park has arrived. (NAL) RAeS 3 Sqdn: “I started What are we to do with it?” the engine, which Getting all of the the pilot ran all out, squadrons’ aircraft over the and then waved the Channel, a not insignifi cant chocks away. They left challenge in those early days of the ground and I noticed Avro 504 (No 789) at aviation, was the focus of attention the machine fl ying very Farnborough in 1914. back at Dover on the evening of the 12th tail low, until it was lost to view and the morning of 13 August. behind our shed up at about 80 feet. We then heard the engine stop and following that The squadrons the awful crash which once heard is never forgotten.” They were the fi rst fatal RFC casualties of the Great The fi rst three of the four squadrons that started to War. gather, in total or in part, on Swingate Down, a fi eld The CO of 3 Sqdn from its formation on the day on top of the cliffs at Dover, on 12 August 1914 that the RFC was founded was Major Robert Brooke- were No’s 2, 3 and 4 with 5 Sqdn following them a Popham (later Air Chief Marshal Sir Robert Brooke- couple of days later. Popham) but he was transferred to the RFC HQ staff Montrose in Scotland was the home base for on the day war was declared and replaced by Major 2 Sqdn and they started on their fl ight down to John M Salmond. The future Marshal of the Royal Air

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 37 History The RFC goes to war NAL RAeS Their Majesties King George V and Queen Mary visiting the aircraft Park, Farnborough, 1914. (Henderson on the extreme left with Queen Mary; O’Gorman in the centre talking to the King).

Force and Chief of the Air Staff, Sir John was one arriving later that day or over the following few days of the two famous Salmond brothers who both later after carrying out repairs or receiving replacement became Chiefs of the Air Staff. His brother Geoffrey, a aircraft. Initially, the squadron was equipped with a member of the RFC HQ staff in 1914, is referred to at mixture of MF Shorhorns (‘A’ Flight) and Avros (‘B’ the beginning of this article. and ‘C’ Flights). It was commanded by Major John Netheravon was also the home of 4 Sqdn but F A Higgins DSO who had transferred to the RFC most of the squadron’s aircraft had from the . ‘Josh’ Higgins already moved from there to went on to command an RFC Eastchurch on the Isle of Brigade and to become a Sheppey on 31July in Major General in the order to assist the RAF, serving again Royal Navy with and briefl y at the preparations outbreak of WW2. for the defence He died in 1948. of London and to carry out 21 miles of and (NAL) RAeS open sea SHIPPING ON coastal patrols. The squadron had The 13th of August THE BOULOGNE two fl ights of BE2s, was another fi ne ROUTE WAS the third being equipped summer’s day; just what ALERTED TO with MF Shorthorns and was was needed for going fl ying LOOK OUT commanded by Major George H in the aircraft of 100 years ago, Raleigh, an Australian who had although the odds that the Maurice Farman S11 Shorthorn FOR AIRCRAFT served in the Essex Regiment. engines of all the aircraft (No B4722). DITCHING IN Major Raleigh died in January involved would keep going THE CHANNEL 1915 when he was leading a detachment of four over the open sea for the 20 minutes or so between AND THE AIRMEN aircraft from 4 Sqdn carrying out operations on Dover and Cap Gris Nez, let alone the rest of the the coast and returning to their temporary base, fl ight to Amiens, were not good. Shipping on the WERE ISSUED his aircraft was seen to descend in ‘uncontrolled Boulogne route was alerted to look out for aircraft WITH CAR INNER spirals’, fi nally crashing into shallow water just off ditching in the Channel and the airmen were issued TUBES ... IN CASE Dunkerque. with car inner tubes to be infl ated (by mouth of In June 1914, 5 Sqdn of the RFC had moved course) and worn around their middle in case the THE UNLUCKY to its new home at Gosport, and the three Flights unlucky aviator found himself experiencing an AVIATOR departed from there on 14 August, a couple of unplanned swim. 3 Sqdn’s ‘C’ Flight commander, FOUND HIMSELF days later than the other three squadrons, fl ying Capt Philip Joubert, recalls it: “. . . was certainly very EXPERIENCING via Shoreham to Dover and then on to France. diffi cult to wear in the tiny cockpits of the aircraft of They suffered a few accidents and mechanical that day. As he crossed the French coast one pilot AN UNPLANNED failures along the way but Second Lt Wilson was found the Cap Gris Nez lighthouse so inviting an SWIM the fi rst to land at Amiens on the 15th, the rest object that he spent a little time trying to drop his

38 AEROSPACE / AUGUST 2014 inner tube, like a quoit, on to the spiky top.” The planned route for all aircraft was to follow the French coast south from Cap Gris Nez until they (NAL) RAeS came to the Somme estuary and then to turn left until they reached Amiens. The fi rst to leave at 06.25 was 2 Sqdn led by Major Burke who intended to lead the Corps’ senior squadron into history by being the fi rst ever to land on foreign soil on active service in war time. One of his more competitive and determined pilot offi cers had other ideas and soon after making landfall, set a direct course to Amiens, thus ‘cutting the corner’ created by the Somme estuary. As Major Burke approached the aerodrome at Amiens he realised that the pilot he thought had had to carry out a forced landing en-route was in fact about to land a couple of minutes or so ahead of him, at 08.20. This was Lieutenant Harvey-Kelly fl ying BE2a No 471. Hubert Harvey-Kelly, originally of the Royal Irish Regiment, went on to command 3 Sqdn later in the war and was shot down and killed when he was CO of 19 Sqdn Royal Aircraft Factory, Farnborough, from the air (c1914). in April 1917. Major Harvey-Kelly DSO is buried in Brown’s Copse Cemetery. Next to leave between one and a half and two hours later was 3 Sqdn, arriving at Amiens about 11am and followed sometime later still by the two- thirds of 4 Sqdn that were to be part of the fi rst deployment, together with machines from the Aircraft progress in Belgium and it was clear that the Park and the Wireless Flight. By the end of war would be coming to them before too Thursday 13 August, the fi ghting forces long. They were anxious to prove of the RFC that had set off that day their worth, and the valuable had crossed the Channel without a contribution that aviation could casualty; some had had to force make to the effectiveness of land and were carrying out ‘fi eld the fi ghting forces on the repairs’ and would catch up in a ground. day or so. Very nearly 50 aircraft They didn’t have long to sat in the evening sun of France (NAL) RAeS wait. awaiting the rest of 4 Sqdn, the aircraft of 5 Sqdn and the stragglers Just the beginning who had not made it at the fi rst attempt. The Battle of Mons started on 23 Into the line August. The RFC, the four squadrons still operating in the most part as one unit, played On Sunday 16th, in poor fl ying weather, the ‘lead’ Royal Aircraft an increasingly signifi cant role in the fi ghting squadrons set off for the fl ight to the aerodrome at Factory BE8 withdrawal of the BEF and the subsequent advance Maubeuge, some 10 miles south of Mons, where (‘Bloater’) to the north-west. Finally, as the trenches were dug the BEF was assembling. As these fi rst aircraft left prototype in its creating the Western Front and 6 Sqdn arrived, Amiens, the Corps suffered its fi rst fatalities since original condition. they were reorganised into Wings and dispersed to crossing the Channel when 2nd Lieutenant Copeland different airfi elds. Perry, a young offi cer of the RFC Special reserve, was Over the next four years that nascent ‘effi cient killed along with his mechanic, AMII Herbert Parfi tt, aerial service’ grew into a force of nearly a third of a after leaving Amiens in a BE8 ‘Bloater’ (a replacement million offi cers and men, 378 squadrons and around aircraft from the Aircraft Park) that appeared to stall. 22,000 aircraft. Perry was the fi rst British Offi cer killed on active Second Lieutenant Robert Skene and Air service in France during the Great War. Mechanic Keith Barlow were just the fi rst of some Over the next few days, as personnel and 6,000 RFC, RNAS and RAF airmen killed while aircraft settled in, most of the remainder of the fl ying in combat or otherwise over the same period; four squadrons arrived. The weather was fi ne around 4,000 of those on, or over, the Western again, the only ‘cloud’ being the reports of German Front or other theatres of war.

@aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 39 SIMULATION Student design contest

IT FLIES Airbus Group In April, ANDREW ALDRIDGE was one of the winning UK Andrew's team aerospace students who took part in the Merlin Flight from Manchester University Simulation's IT FLIES USA 2014 aircraft design and submitted this handling competition, in Dayton, Ohio. Z-14 STOVL design — which fter a year of countless meetings, who was keen to learn more about the ambitious was then 'fl own' calculations, hard work and much STOVL aircraft we had designed, also putting to testing of our aircraft design on our rest some concerns about our aircraft’s handling virtually in a Merlin simulator at Manchester, we capabilities. Having worked closely with fi ghter jets, simulator and its fi nally set foot in Dayton, Ohio, eager Ed was able to answer any and all the questions handling qualities andA excited to explore and compete. we had, some about military aircraft and how Using the few days we had before the IT FLIES certain parameters affect performance, but also assessed by test competition, we immersed ourselves in everything generic questions about what it is like to fl y such pilots. aviation, visiting the Wright brothers museum and a powerful machine. Being able to speak, not only bicycle shop as well as the National Museum of the to Ed, but the other test pilots, was an invaluable USAF. experience. Their combined knowledge of aviation Basking in the z-list celebrity status we had all and engineering was staggering and we found acquired by being British, we found ourselves lost ourselves just smiling and nodding along to the in conversation with inquisitive locals, explaining in incredible stories they were telling. detail the nature of our trip and the aircraft we had To top off the whole US experience we were designed for the competition. However, once we named joint winners for 2014 with Michael Pratt returned to the house where we were staying in from The University of Dayton. We were delighted the evening, it was straight back to work, practicing to share the award with Michael since we were all our presentation. Despite the incredible hospitality amazed by what he had achieved. As a team we given by Ted Lannert and the other Dayton are so proud of what we achieved in Dayton — and University students, we simply could not relax received a very warm welcome back at Manchester! and, for our speakers, Andrew Aldridge and Luke To end what had been an already incredible Wheadon, the nerves were beginning to build up. few days, the Dayton students threw a party to We had the chance to test fl y our aircraft design for celebrate, bringing together all the students from the last time on The University of Dayton’s simulator the different universities that had entered the — and handed in our entry of the fi nal aircraft/ competition. Meeting again on our last morning aerofoil fi les with fi ngers crossed! we shared a true American breakfast of an excess The four USAF test pilots fl ew and assessed amount of waffl es and pancakes. all the entries the day before the competition The trip was truly amazing and each of us had and on the morning of the Event we were pulled learnt so much that we cannot talk highly enough aside by Ed Conant, our test pilot fl ying judge about being part of something like this.

40 AEROSPACE / AUGUST 2014 Afterburner www.aerosociety.com

Diary 30 September Sheffi eld Branch UK Apaches, at home and abroad Neale Moss, Boeing

Two Apache helicopters from 664 Squadron, Army Air Corps, carry out deck landing practice onboard HMS Illustrious. Crown copyright/POA(Phot) Ray Jones.

42 Message from RAeS 44 Book Reviews 52 Diary - President First World War in the Air, Air and Sea Power in Find out when and where around the world the and A Century of Air Power. latest aeronautical and aerospace lectures and “As I have said before, I get a real buzz from visiting events are happening. our Branches. They are all different, with their own 47 Library Additions special features but what they have in common is 53 Society Events energy, vitality and some very interesting people.” Books submitted to the National Aerospace Library. Both the RAeS Annual Banquet and the Aerospace Golf Day proved to be hugely successful. - Chief Executive 48 Additions to the NAL “I am pleased to say the Society has been actively Collections 54 Corporate Partners contributing to a number of European research British and Colonial Aeroplane Company drawings Three new members join the Society’s Corporate projects, government enquiries and sharing Partner Scheme. knowledge and information, most recently to the preserved and additions to the gliding collection. Davies Commission and the RAeS Air Power 55 2013 Written Paper Prizes Group’s Discussion Paper on Maritime Air Power for 50 Branch Prizewinners the United Kingdom.” The 2013 Written Paper Prizes were presented The Cambridge and Canberra Branches have prior to the 2014 Sopwith Lecture on 7 July. recently held Award ceremonies. 56 Elections 51 RAeS Air Power Fellow New Society members elected in the past month. A timely update on the RAeS Air Power Fellow.

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 41 Afterburner Message from RAeS OUR PRESIDENT

Bill Tyack As I have said before, I get a real buzz from visiting answered a host of questions. This was very timely our Branches. They are all different, with their own as it was only two days before HM The Queen special features but what they have in common is named the UK’s new HMS Queen energy, vitality and some very interesting people. On Elizabeth from which the F-35 will operate (as well 1 July I was privileged to attend the inaugural as from land bases). As I write, I am eagerly looking Gerhard Sedlmayr Lecture organised by the forward to seeing the Lightning II at the Royal Hamburg Branch. Gerhard Sedlmayr was an early International Air Tattoo and at the Farnborough Air pioneer aviator, fl ying instructor and test pilot in Show. . He established several national records, I think that one of the most fascinating and including a fl ight of over six hours on 14 March exciting things about our business is that today, 1913 in a Wright A . This fl ight involved an when is so commonplace as to be a (unplanned) night landing that is believed to be consumer commodity, when companies like Airbus the fi rst in Germany. In 1919 he founded the fi rm and Boeing are delivering more than 600 AUTOFLUG, specialising in aviation safety, that is airliners each year and when a fi fth generation ... WE NEED now run by his grandson Andreas Sedlmayr. The fi ghter like the F-35 is entering service, we are still TO REMEMBER company’s activities include: maintaining ejection only two generations away from men like the THAT THE seats for the ; making parachutes for the Barnwell brothers and Gerhard Sedlmayr who German Armed Forces; manufacturing troop seats literally took their life in their hands to design, ACHIEVEMENTS for the A400M and safety seats for land vehicles develop and test the aircraft that created the OF TODAY AND and helicopters. Andreas gave an excellent lecture industry. As a Society we need to be looking and TOMORROW about his grandfather’s life and achievements. It was moving forward but we need to remember that ARE BUILT illustrated by archive fi lm and pictures, the achievements of today and tomorrow are built supplemented by clever animations. The Branch on the successes and failures of those who went ON THE hopes to put a video of the lecture on the Society’s before us. SUCCESSES website. I then travelled to Bristol for the Barnwell I was very pleased to see reports from the AND FAILURES Lecture. This was another splendid occasion when Munich Branch and the Washington, DC Branch Commodore Rick Thompson and Wing Commander in last month’s AEROSPACE. May I encourage OF THOSE WHO Jim Schofi eld (see interview in May 2014 other Branches around the world to write articles WENT BEFORE AEROSPACE) gave a fascinating lecture on the to let us know what is going on in their neck of the US Lockheed F-35 (Lightning II) programme, and woods?

BOSCOMBE DOWN VISIT

On 6 May, over 50 members from both the RAeS Farnborough and Swindon Branches descended upon Boscombe Down for a visit hosted by QinetiQ and RAeS Boscombe Down. As the centre of UK Test and Evaluation since 1939, Boscombe Down is currently in its 75th year in such a role. Following an introduction from RAeS Boscombe Down Chairman Geoff Clarkson, the group convened for a photograph (right) in front of the iconic, and recently restored, English Electric Light- ning which serves as the guardian for the site. The group toured two of the main hangars at Boscombe Down, containing some of the QinetiQ fl eet, such as Dassault Dornier Alpha Jets, The visit was extremely well received by Aérospatiale Gazelles and AgustaWestland 109s. members from all Branches and gave an exciting The group also had visits to some of the ground test overview of just some of the facilities, activities and facilities at the site, such as the Anechoic people that help to provide test and evaluation for Chamber and Radio-Frequency Environment the UK’s military aircraft! Dominic Welman Generator. The visit ended with a talk from If you have questions, or wish to know more ARAeS Boscombe Down archivist and past employee about what the Branch has to offer, please contact Hon Secretary Norman Parker, who gave a summary of the rich the Boscombe Down Branch or visit the website at RAeS Boscombe Down history and aircraft that Boscombe Down has seen. www.boscombedownraes.org. Branch

42 AEROSPACE / AUGUST 2014 OUR CHIEF EXECUTIVE

Simon C Luxmoore  Following the recent Council and Board of Trustee and basement areas. The project will start at the meetings, on behalf of the staff I would like to end of July and is scheduled to be completed congratulate all those elected to the ‘new’ Council by the end of November. Every effort will be and, in particular, I would like to congratulate made to minimise the risk of inconvenience to Past-President Phil Boyle and Dr Don Richardson members and other visitors while this work is on their re-election as Trustees of the Society. Phil undertaken and I am sure we can rely on your was subsequently re-elected for a three-year term support and understanding during this period. as Chair of the Board of Trustees.  Looking ahead we are pleased to announce  My immediate thoughts over the past few the programme for the President’s Conference weeks have been with Graham Roe and his which, in 2014, will consider the ‘Strategic family. Graham, known to all as a stalwart of Choices for Space’. Bill Tyack and the Organising the Society for very many years and currently Committee have pulled together an impressive Chair of the Learned Society Board, was taken programme that features a number of ‘seniors’ ill some weeks ago but, hopefully, now is on the and other key representatives from across road back to a full recovery. the global space community. We hope you  We have had two excellent Corporate Partner will join us for the event, due to be held on 8 briefi ngs in the last month, the fi rst by Captain and 9 October. The Conference team can be Mark Searle the Chair of the British Airline contacted should you require further information. Pilots Association (BALPA) and the second by  Our Venue team have made good progress in Bernard Gray, Chief of Defence Materiel for the obtaining increased bookings for our Terrace Ministry of Defence. Both were very popular during the summer months. June was a WITH THE and provided the attendees with an excellent particularly good month and, hopefully, improved AGREEMENT OF ‘Chatham House rules’ forum to discuss a range weather, repeat clients and an increased THE TRUSTEES I of topical issues. For 2015 we are planning to awareness of our facilities will improve this change our format by replacing our traditional particular income stream for the Society. AM DELIGHTED half-day seminar with additional briefi ngs. So we  I am pleased to say the Society has been TO SAY THAT anticipate scheduling nine or ten Briefi ngs next actively contributing to a number of European WE HAVE NOW year, an increase from our normal seven or eight research projects, government enquiries and SIGNED A as in previous years. sharing knowledge and information, most  With the agreement of the Trustees I am recently to the Davies Commission and the CONTRACT TO delighted to say that we have now signed a RAeS Air Power Group’s Discussion Paper on PROCEED WITH contract to proceed with the ‘Airbus project’ Maritime Air Power for the United Kingdom. THE ‘AIRBUS at No.4 Hamilton Place which, as previously  Finally, the Society Golf Day was, once again, a mentioned, will include creating a new access great success, in large part due to Flight Safety PROJECT’ AT point to the Airbus Business Suite, refurbishing International, a loyal sponsor and participant. A NO.4 HAMILTON the suite itself, and improving member and report of the day’s events appears elsewhere in PLACE visitor facilities, in particular in the ground fl oor this issue (p 53).

BRANCH NEWS

RETIRING Cardiff Branch President Paul Lindsey (right), CARDIFF presenting Barry West with his thank you gift on handing over the Chairmanship of the Cardiff BRANCH Branch. CHAIRMAN Barry has been a member of the RAeS for many HONOURED years and has been an active member of the Cardiff Branch Committee since April 1995. Barry initially joined the committee as Lecture Secretary and then, in 1997, took on the role of Membership Secretary. He continued in this role until appointed Cardiff Branch Chairman in 2000 — a role he performed with great skill and diligence for 14 years.

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 43 Afterburner Book Reviews FIRST WORLD WAR IN THE AIR

By P Carradice Amberley Publishing, The Hill, Merrywalks, Stroud, Gloucestershire GL5 4EP, UK. 2012. 192pp. Illustrated. £16.99. ISBN 978-1-4456-0512-8.

This is quite a small slim paperback and at fi rst glance gives the impression of being a potted history for the reader with little prior knowledge. This superfi cial impression does not do the book justice. The author has selected 12 major themes as chapters. In each of these chapters, of between six and 20 pages, the author presents a concise summary of the events, personalities, politics and technical aspects which are Richthofen did not himself persuade Fokker to carry Above: de Havilland DH2s. key to these themes. Wherever possible the author out this work, he was directed to, and after being Below: Manfred von makes extensive use of diaries and other material to Richthofen, the Red Baron, temporarily withdrawn all triplanes were fi tted with wearing the Pour le Mérite, evoke the impressions of people who were actually modifi ed wings. The triplane did enjoy some success the ‘Blue Max’, Prussia’s swept up in the events. thereafter but this was shortlived. Manfred von highest military order in this The chapters are divided into sub-topics, this Richthofen remained a triplane enthusiast, gaining offi cial portrait, c. 1917. helps to prevent the chapters from becoming overly several victories using several different triplanes RAeS (NAL). confused by discussion of topics whose time-lines before being shot down while fl ying one. may overlap. A possible weakness of this approach This version of events is somewhat longer than is that there is no unifying time-line. The reader must that contained in the book but it is important to maintain an awareness of the events as the book is avoid generating a new myth, or perpetuating an read. It would be diffi cult to approach the book as old one when the facts are known. Unfortunately, one to dip into, it needs to be read sequentially. This a little further on there is another inaccurate tale, is where the book’s conciseness becomes a strength. again involving a Fokker Triplane. Voss’s triplane The price of The author has a fairly light style, and his writing is is described as “...easily identifi ed by the skull and that progress not encumbered by over analysis. In consequence the crossbones he painted on the nose of the silver book is easy to read. machine.” In truth the triplane carried a stylised face, was extreme, This book presents an overview of many strands probably in white, on the front face of the engine as the war but the text is well referenced and the book contains cowl. This aircraft, another of the prototypes, was had been the a useful bibliography of primary and secondary probably painted with a thin olive green wash over a fi rst to bring sources. This gives the reader the opportunity to pick base colour of pale blue, this may well have given a out a topic and research it further. silvery appearance. technology into It is easy for an author of this type of book In the later chapters the author presents mini the equation, to be drawn into repeating inaccuracies and biographies of many of the key individuals who were for many there misconceptions from other sources and earlier prominent in their nations fl ying services. Some of was no such publications and, as far as possible, I believe that this material is drawn from biographies and other the author has avoided this. There is one instance of sources such as diaries, some of which may be thing as after inaccuracy which is diffi cult to explain. Writing of the anecdotal, but always useful in presenting a picture the war Fokker Triplane the author says,”Richthofen became of the individual’s character. Toward the end of the devoted to the machine and persuaded Anthony book the diary and biographical extracts become Fokker to make him a specially strengthened and quite poignant and begin to give an impression of modifi ed version. However, despite the success of what aerial warfare had come to mean. In several Richthofen and his Jasta the triplane did not quite cases the diaries were written by men who knew that manage to steal control of the air...... ” they had exceeded their life expectancy and that their What actually happened was a little different from future was limited. this version and it bears repeating here to set the A short conclusion draws discussion together record straight. Undeniably neatly summarising the enormous technical and was a triplane enthusiast. He did use one of the organisational progress which had been made in fi rst prototypes for a while but it was also fl own by just four years of confl ict. The price of that progress other pilots. Early experience revealed a structural was extreme, as the war had been the fi rst to bring weakness which resulted in catastrophic structural technology into the equation, for many there was no failure of the top wing, leading to the deaths of such thing as after the war. several pilots. The German air service technical branch identifi ed a number of modifi cations to rectify Ian Wilson design weaknesses and quality issues. Manfred von FRAeS

44 AEROSPACE / AUGUST 2014 AIR AND SEA POWER IN WORLD WAR I

Combat and Experience in the Royal Flying Corps and the Royal Navy By M Philpott

I B Tauris & Co Ltd, 6 Salem Road, London W2 4BU, UK. 2013. 288pp. £59.50. ISBN 978-1- 78076-151-0.

This book was originally a doctoral thesis. The fi rst part of the title is redundant. The book is based on the idea that too much attention has been focused on the experiences of soldiers and aims to correct the balance by examining issues of morale and motivation in the RFC and the Royal Navy. It also covers training, technology, the home front and the aftermath of war. To the extent that the RFC was a new, minor corps of the army and the Navy was the speculates might have caused his death on a Top: Seven Sopwith 2F1 oldest and largest service, it might have been more reconnaissance mission. Yet a quick check in a Camels lined up on the deck interesting to use the experience of the submarine of HMS Furious prior to the reference book from the bibliography reveals that he raid on the Tondern airship service as an example. was probably killed by enemy action on a bombing sheds on 19 July 1918. The Unfortunately there are a number of serious raid. These mistakes, and others, cast a shadow of raid resulted in the destruction historical and research errors that suggest that doubt over the book. of L54 and L60 in this book was not edited (very likely) or that the In addition, some statements are wrong or one shed and damage to a second shed. Only two of the author has only superfi cial knowledge of the meaningless or both, such as ‘the only place where Camels managed to return to subject. So, Richthofen was not a General, Marder decisive victory had been achieved on the Western the naval force. was not an Offi cial Historian, ‘rounds’ is not a Front was in the air’ or ‘starved of resources and Below: A Sopwith Seaplane euphemism for ‘bullets’, Bishop’s Memoir was not lacking initiative, the German Air Force was unable Type 807 on the seaplane written in 1975 and anyway should not be quoted carrier HMS Ark Royal in to respond to the overwhelming numbers and 1914. by a serious historian and, by August 1918, far unpredictability of British planes’ and ‘combatants RAeS (NAL). from being ‘untroubled by the enemy’ British pilots fl ourished in [both the RN and the RFC] and were about to suffer their worst losses of the war remained committed to winning the war.’ in Black September. Roland Garros did not invent Maryam Philpott’s background as a researcher is the interrupter gear, nor did anyone else adopt his in army history. This book attempts to combine the system. There were no fully armoured planes in ideas of her mentors Richard Holmes and Joanna 1915. Bombs were not fi rst used on the Western Bourke. It is an interesting concept but badly fl awed Front in 1917. The Royal Navy did not ‘scuttle’ in execution. U-boats. There is a quote from Arthur Robinson about lack of oxygen at height, which the author Christian Busby

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 45 Afterburner Book Reviews A CENTURY OF AIR POWER The Changing Face of Warfare 1912-2012 By D Sloggett

Pen & Sword Aviation, Pen & Sword Books, 47 Church Street, Barnsley, S Yorkshire S70 2AS, UK. 2013. 198pp. Illustrated. £19.99. ISBN 978-1- 78159-192-5.

This book covers the expanding roles and growing capabilities of air power over the last century. It details every major confl ict over that period. Air Power’s involvement and roles are examined for both World Wars, Mid-East Confl icts, Korea, Vietnam, the Cuban Missile Crisis, the Falklands War and Afghanistan. Air Power’s performance in post-war Malaya, Oman, Kenya and Northern Ireland are also touched upon. The book deals with all the applications of Air Power, soft as well as hard, including the Berlin Airlift and humanitarian airlifts in the Balkans Confl icts of the That said, Dr Sloggett makes many telling and An A-10 Thunderbolt II 1990s, demonstrating the strategic effect these had. thoughtful observations about Air Power and overall receives fuel from a KC-135 Stratotanker above I found this a diffi cult book to review. It does this is a signifi cant addition to the study of the not deal with events chronologically but picks up on Afghanistan on 8 May 2011. subject, including pointers as to where Air Power USAF/Master Sgt William Greer. certain themes, such as the strategic impact of Air is going in future. The book makes a good primer Power and the evolution of air-to-air combat, and for students of Air Power’s evolution and skilfully tracks them through the different confl icts. I don’t prods the reader into thinking analytically about the agree with all the statements made, or the book’s subject — recommended. historical accuracy at certain points. For example, on p 182 Dr Sloggett appears to list the bombing of Mike Bratby Hanoi in 1972 — Linebacker 11 — with historical MRAeS mass bombing campaigns such as Guernica, the Air Power Group Blitz and Hiroshima. I contend that this could be misleading for students unfamiliar with the history of (1) Collateral damage on night of 26/27 December The view from under the Air Power. In reality, the B-52 strikes were selective to civilian housing in Kham Trien St, Hanoi, and a and impressively accurate, with only two signifi cant wing of a Supermarine late bomb that hit Bach Mai Hospital, near a MiG Spitfi re FRXVIII at Kuala (1) collateral damage accidents , particularly given the base that was the target. Lumpur Airport, Malaya, as blizzard of surface-to-air missiles they had to fl y (2) In September 1953 a defecting North Korean an ammunition truck arrives during preparations for a through. The 11-day campaign, along with mining pilot fl ew a MiG to the South. He claimed never to the ports, was highly successful, persuading the strike by 60 Fighter Group have heard of the reward money being offered. against the guerillas, June North Vietnamese to return to talks and destroying (3) Focke Wulf 190. 1950. RAeS (NAL). the North’s war making capabilities. On pp 56/57: Dr Sloggett mentions Vulcan bombers at RAF Marham during the Cuban Missile Crisis, armed with Blue Danube nuclear bombs. In fact RAF Marham was the base for the Valiant Tactical Bomber Force, allocated to SACEUR and armed with American weapons, conventional bombs or the UK’s Red Beard tactical nuclear bomb. In any case the fi rst generation Blue Danube, which was huge, was withdrawn from service during 1962, replaced by versions of Yellow Sun. Another example: on p 76 the USAF did not acquire a MiG15 in Korea until after the ceasefi re so a captured aircraft did not infl uence US fi ghter tactics during the campaign(2). There is also the usual crop of proof reading errors. For instance, ‘Fokker Wolf 190’(3) turns up more than once.

46 AEROSPACE / AUGUST 2014 Library Additions BOOKS

AERODYNAMICS the revelations had on the later G0244 - Go345 - P39 the Club STRUCTURES AND development of the Miles M52 - Ka340. Luftfahrt from its origins in the Royal MATERIALS and other projects. monographie LS2. K R Flying Corps Club, centred Pawlas. Published by the on its central London base in Henschel Hs 123. R Panek. author, Nuremburg. c.1974. Piccadilly which was formally Published by Stratus, Poland, 176pp. Illustrated. opened by the Duke of York on behalf of Mushroom Model (later King George V) on 24 Publications, 3 Gloucester L’Aviazone da Caccia February 1922. Close, Petersfi eld, Hants Italiana 1918-1939. GU32 3AX, UK (www. R Gentilli. Aeronautica Italiana Markings of German mmpbooks.biz). 2014. 136pp. A.I.S.r.l., Firenze. c.1980. Aircraft in WW1 1914- Illustrated. £17.99. ISBN 978- 143pp. Illustrated. 1918. H J Nowarra. Verlag 83-61421-48-1. Dieter Hoffmann, Mainz. 1968. Numerous photographs, Encyclopedia of Japanese 159pp. Illustrated. colour markings illustrations Aircraft 1900-1945 Vols and other diagrams illustrate 2, 3, 5, 7, 8. (Japanese Letters from a War this history of the single-seat text). Edited by T Nozawa et Bird: the World War 1 and close-support al. Shuppan-Kyodo, Tokyo. Correspondence of Elliott Flight Vehicle aircraft which was operated c.1966-1980. 191pp; 179pp; White Springs. Edited by D Aerodynamics. M Drela. The during the 240pp; 173pp; 198pp. K Vaughan. University of South MIT Press, Suite 2, 1 Duchess and WW2. Illustrated. Carolina Press, Columbia, Street, London W1W 6AN, SC 29208, USA. 2012. High Temperature UK. 2014. 279pp. Illustrated. Howard Pixton: Test Pilot Exhibition of German Distributed by Eurospan Group, Materials and £41.95. ISBN 978-0-262- and Pioneer Aviator: the Aircraft and Equipment 3 Henrietta Street, London Mechanisms. Edited by Y 52644-9. Biography of the First October-November 1945. WC2E 8LU, UK. 358pp. Bar-Cohen. CRC Press, Taylor British Schneider Trophy Royal Aircraft Establishment, Illustrated. £32.50. ISBN 978- & Francis Group, 6000 Broken AEROMODELLING Winner. S Pixton. Pen & Sword Farnborough. 1945. 1-61117-040-5. Sound Parkway NW, Suite Aviation, Pen & Sword Books, Catalogue for an Combining diary 300, Boca Raton, FL, 33487- Scale Models by Wylam 47 Church Street, Barnsley, S exhibition of captured German and fl ight log entries with 2742, USA. 2014. Distributed Book III: a collection of Yorkshire S70 2AS, UK. 2014. aircraft, rockets, missiles and correspondence with his family, by Taylor & Francis Group, William Wylam’s latest 246pp. Illustrated. £19.99. fl ying bombs. this is a revealing insight of life 2 Park Square, Milton Park, Masterplans, including A fi ctional biography during WW1 as experienced Abingdon OX14 4RN, UK. some famous World War of the pioneering early SAFETY by one of America’s leading 535pp. Illustrated. £121. [20% I aircraft. W Wylam. Air Age aviator ‘ghostwritten’ in an fi ghter pilots. Serving in France discount available to RAeS Inc, New York. 1947. 65pp. autobiographical style by his Air Safety Group: a Brief with the Royal Flying Corps 85 members via www.crcpress. Illustrated. daughter. History — Second edition. J Squadron (commanded by the com using AKN14 promotion Produced for W Rickard. Air Safety Group Canadian fi ghter ace William code]. ISBN 978-1-4665- aeromodellers, a compilation Supermarine Memories (www.airsafetygroup.org). ‘Billy’ Bishop) and the US Army 6645-3. of detailed arrangement 1913-2013. M Rousel. 2014. 56pp. ISBN 978-1- 148th Aero Squadron, the diagrams (including aerofoil Published by the author. 2013. 291-87055-8. volume concludes with a useful Riveted Lap Joints in sections) of the Douglas A-26 44pp. Illustrated. A history, compiled by appendix summarising the Aircraft Fuselage: Design, Invader, Bell P-63A Kingcobra, Illustrated throughout one of the Group’s founder careers of American military Analysis and Properties. Vultee XP-54 Swoose Goose, with numerous contemporary members, of the independent personnel mentioned in the A Skorupa and M Skopura. McDonnell XP-67, Douglas photographs, a compilation of advisory body composed correspondence and a survey Springer. 2012. 332pp. C-54 Skymaster, Boeing C-97 recollections of the designs largely of aviation professionals of Elliott Springs’ postwar Illustrated. £108. ISBN 978-9- Stratocruiser, Piper PA-8 produced by the famous which has, since its inception, career as a writer, War Birds: 4007-4281-9. Skycycle, Bristol F2b Brisfi t, de aircraft company over the lobbied continuously to achieve Dairy of an Unknown Aviator Havilland DH4, Spad S.VII/S. years and of the people it improvements in air safety and probably his most well-known Smart Composites: XIA-2/S-XIII C.1/Albatros D-1 employed. air accident prevention. book. Mechanics and Design. to D-6 and the Hispano-Suiza, Edited by R Elhajjar et al. Siemens-Schukert D-4 and A Fly-Past: the Airplane “We Freeze to Please”: Air Aces of the Austro- CRC Press, Taylor & Francis Siemens Halske engines and Stories — a 50 Year Revue. a History of NASA’s Icing Hungarian Empire 1914- Group, 6000 Broken Sound the Vickers .30/11mm/Lewis J Merrick. Published by the Research Tunnel and the 1918. M O’Connor. Champlin Parkway NW, Suite 300, Boca .30 machine guns, the volume author, Bellevue, WA, USA. Quest for Flight Safety. Fighter Museum Press, Raton, FL, 33487-2742, USA. concluding with markings 2014. 89pp. Illustrated. The NASA History Series. Mesa, Arizona. 1986. 336pp. 2014. Distributed by Taylor & arrangements for the SE5. The author recalls his long NASA SP-2002-4226. Illustrated. ISBN 0-912173- Francis Group, 2 Park Square, aviation career during which W M Leary. NASA History 03-3. Milton Park, Abingdon OX14 HISTORICAL he worked for de Havilland Offi ce, Washington, DC. 2002. A compilation of 46 4RN, UK. 415pp. Illustrated. Aircraft, Canadair, Bristol 203pp. Illustrated. ISBN 0-16- biographical profi les of £108. [20% discount available Secrets of a German Aeroplane Company, Boeing 067434-4. leading fi ghter aces of WW1, to RAeS members via www. PoW: the Revelations of and other companies, the A detailed history of the concluding with colour profi les crcpress.com using AKN14 Hauptmann Herbert Cleff. Comet airliner, B-47, CL-41, Icing Research Tunnel (IRT) of their aircraft by Ray Rimell. promotion code]. ISBN 978-1- B Brinkworth. Pen & Sword and the B-1 bomber at the Glenn Research Center 4398-9591-7. Aviation, Pen & Sword Books, among the aircraft types at Cleveland which began Die k.u.k. Luftschiffer- und 47 Church Street, Barnsley, S discussed. operation in 1944, having been Fliegertruppe Osterreich- Yorkshire S70 2AS, UK. 2014. originally established by NACA Ungrams. E Peter. Motorbuch 198pp. Illustrated. £19.99. Sir Sydney Camm: From in response to several high- Verlag, Stuttgart. 1981. 300pp. ISBN 978-1-78303-295-2. Carpenter to Chief Design profi le fatal crashes of US air Illustrated. ISBN 3-87943- A revealing history (Unpublished typescript). J mail carriers and airliners. 743-2. of how in 1943 British Chacksfi eld. c.2002. 118pp. A history of the early aeronautical engineers and SERVICE AVIATION development of military For further information scientists learned of major Kampf-und Lastensegler aviation in Austria and the contact the National German advances in the DFS230 - DFS331. ‘128’: the Story of the Austro-Hungarian empire. fi eld (jet-powered aircraft, Luftfahrt monographie Royal Air Force Club. H Aerospace Library. long-range offensive rockets, LS1. K R Pawlas. Published by Probert and M Gilbert. The Die Konglich Bayerischen T +44 (0)1252 advanced fuels) through the the author, Nuremburg. c.1974. Royal Air Force Club, 128 Fliegertruppen 1912-1919. interrogations of a captured 143pp. Illustrated. Piccadilly, London W1J 7PY, P Pletschacher. Motorbuch 701038 or 701060 German soldier — who later UK. 2004. 144pp. Illustrated. Verlag, Stuttgart. 1978. 176pp. E hublibrary@aeroso- worked for the Ministry of Die Sturm-und ISBN 0-9547849-0-1. Illustrated. ISBN 3-87943- ciety.com Supply — and the infl uence Lastensegler Go242 - A detailed history of 576-6.

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 47 Afterburner Society News NATIONAL AEROSPACE LIBRARY British and Colonial Aeroplane Company/ Bristol Aeroplane Company

The National Aerospace Library at Farnborough Above: Bristol Gordon holds a historically important archive of original England GE2 No103. RAeS (NAL). material relating to the British and Colonial Left: Brian Riddle, RAeS Aeroplane Company and its successor the Bristol Chief Librarian, inspects one Aeroplane Company. of the encapsulated drawings Included in the Library’s archives is ‘The British at the National Aerospace and Colonial Aeroplane Company Minute Book Library. Below: A drawing of the No.1’ (which contains the hand-written accounts of undercarriage of the GE2. monthly meetings of Directors from its formation in February 1910 through to December 1919), the company’s record book of fuselage construction and repair 1911-1917, numerous internal company reports and a large number of original notebooks containing the design calculations for a variety of Bristol types compiled by F S Barnwell, A J Newport, W T Reid, G A Stephens, and W G Morgan. In August 1912 the British and Colonial The conservation of these historic drawings — Aeroplane Company entered two aircraft designated which has been undertaken by the conservators GE2 (having been originally designed by E C Riley, Dunn and Wilson Ltd of Falkirk — has been Gordon England) for the War Offi ce Military funded from the sale of National Aerospace Aeroplane Competition held at Salisbury Plain — Library’s sales of donated aviation books at its Military Trials No.12 being piloted by C Howard annual Book Fairs. Pixton and No.13 by Gordon England. The 2014 Aviation & Aerospace Book Fair will The National Aerospace Library holds 45 large take place on Monday, 17 November (11 am-6 pm) original sheets (c.40 x 27 inches), hand-drawn at No.4 Hamilton Place, London W1J 7BQ, UK. by Barnwell and others, recording the company’s The National Aerospace Library will have detailed engineering design calculations for the available 100s of new/secondhand aviation books GE2 two-bay non-staggered biplane and its to sell on the day — a wide range of aviation history component parts, 31 of which have recently been books, autobiographies, biographies, histories of conserved and individually encapsulated in a individual aircraft/aircraft companies, old journals, polyester laminate (housed in a made-to-measure ‘as new’ textbooks, etc. Most of the books will be archival storage boxes) which means that they sold between £1 and £5, the money raised from can be handled and studied without damaging the the Library’s stand to be used towards conserving originals. further historic material held in the Library’s archives.

48 AEROSPACE / AUGUST 2014 Gliding Collection

The National Aerospace Library at Farnborough holds a large number of references to the design of sailplanes and gliders over the years (books, journal articles etc.), including complete bound sets of the journal Gliding and its successor Sailplane and Glid- ing (from 1950 Vol 1 onwards to the present time) and other older titles such as Sailplane and Glider (1930 Vol 1 - 1933 Vol 4 No 4; 1938 Vol 9 Nos 1-10; 1945 Vol 13 No.2 - 1955 Vol 23 No 3) and the German journal Der Deutsche Sportfl ieger (Vol 1 No 11 – Vol 2 No 12 October 1934 - December 1935; 1936 Vol 3 Nos.1-7,9,11-12 - 1937 Vol 4 Nos 1-9). The National Aerospace Library’s holdings have Above: Guenther Groenhoff in the cockpit of his Lippisch Fafnir glider c.1931. been enhanced by a notable collection of gliding Right: Robert Kronfeld, left, and Gordon England alongside Wien books from the collection of Michael F Eacock at Itford Hill in June 1930, prior to the fi rst glider fl ight of over 60 (1928-2013) [presented by his sons Roger, Michael miles in England. and Graham Eacock], the collection — as detailed Below: Robert Kronfeld in the 30m span Austria in 1932. below — includes a number of titles relating to the All RAeS (NAL). evolution of gliding in Germany which was a leading nation in the development of soaring fl ight: Entsiklopediia Planery geschichte 1927-1932. P Rossii. A P Krasilshchikov. Riedel. Motorbuch Verlag, Polygon Press. 2005. 349pp. Stuttgart. 1988. 226pp. Illus- Die Evolution der Segel- Die Entwicklung der Illustrated. ISBN 1-932525- trated. ISBN 3-87943-981-8. fl ugzeuge. Die deutsche Kunststoff-Segelfl ug- 27-0. Lufthart eries. G Brinkmann zeuge. D Geistmann. Detailed well-illustrated Segelfl ugzeuge: vom and H Zacher. Bernard & Motorbuch Verlag, Stuttgart. history of the evolution of glid- Wolf zum Mini-Ninbus. Berucksichigung schwan- Graefe Verlag, Bonn. 1992. 1976. 197pp. Illustrated. ISBN ing in Russia. P F Selinger. Motorbuch zloser Segelfl ugmodelle; 286pp. Illustrated. ISBN 3-87943-483-2. Verlag, Stuttgart. 1978. 254pp. Band 2 — Konstruktion 3-7637-6104-7. Flugzeugtypen — Doku- Illustrated. ISBN 3-87943- und Bau von RC-Segel- Concludes with a number Szybowce mistrzostw mente Zum Bau Vorbildg- 5448-4. fl ugmodellen. W Thies and A of tables summarising swiata. A Glass et al. etreuer Flugzeugmodelle: Ledertheil. Verlag fur Technik technical data (including Wydawnictwa Komunikacji Band 1 Segelfl ugzeuge; Sailplanes by Schweizer: und Handwerk, Baden-Baden. aerofoil sections) of numerous i Lacznosci, Warsaw. 1970. Sailplanes 2; Sailplanes a History. P A Schweizer and 1976-1977. 160pp; 192pp.Il- German glider types produced 160pp. Illustrated. 3. Modellsport Verlag GmbH, M Simons. Airlife Publishing lustrated. ISBN 3-88180-000- over the years. Baden-Baden. 1998-2001. Ltd, Shrewsbury. 1988. 224pp. X ; ISBN 3-88180-002-6. Handbuch des Segelfl ie- 65pp per volume. llustrated. Illustrated. ISBN 1-84037- Describes the aerodynam- British Gliders: a gens. W Hirth. Franck’sche ISBN 3-923142-00-5 022-X. ics, design and construction of Comprehensive Listing of Verlagshandlung, Stuttgart. Illustrated throughout by a Detailed history of the 22 radio-controlled model gliders. Sailplane Registrations 1957. 386pp. Illustrated. number of colour photographs, glider types and their variants and Identities used in arrangement diagrams and which have been produced History and Evolution the UK. 1930-1980 — Third ‘Take Up Slack’: a History concise descriptions of each over the years by Schweizer of the Glider. Vol IV edition. Edited P H Butler. of The London Gliding glider design featured. Aircraft Corporation. (1957-2000). G Zanrosso. La Merseyside Aviation Society Club 1930-2000. E Hull. Serenissima, Vicenza. 2000. Ltd, . 1980. 102pp. Woodfi eld Publishing, Bognor Segelfl ugmodelle: Prakti- Handbuch fur den 302pp. Illustrated. Illustrated. ISBN 0-902420- Regis. 2000. 120pp. kum fur Freunde des Flug- Modellfl ug: Band 1 — Includes discussion of the 35-6. Illustrated. modellbaus. E Rabe. Richard Entwurf und Planung von evolution of composite materi- Pfl aum Verlag KG, Munich. RC-Segelfl ugmodellen mit als in glider design. A Magyar Vitorlazorepules The Joy of Soaring: a 1976. 148pp. Illustrated. ISBN Keps Tortenete 1929-1999. 3-7905-0254-5. Training Manual. C Conway. Edited by M Imre. 3,14 L Kft, The Soaring Society of For any enquiries regarding this material, please Budapest. 1999. 264pp. Illus- Uber sonninge Weiten: America, Inc, Los Angeles. trated. ISBN 963-03-8971-1. Erlebte Rhongeschichte contact the librarians at Farnborough: 1969. 134pp. Illustrated. Over 440 photographs 1933-1939. P Riedel and G T +44 (0)1252 701038/701060 illustrate this pictorial history Shafer. Motorbuch Verlag, E [email protected]) Die Segelfl ugzeuge of the evolution of gliding in Stuttgart. 1990. 271pp. Illus- und Motorsegler in Hungary, the volume conclud- trated. ISBN 3-613-01047-X. Deutschland. D E Geistmann. ing with a listing of Hungarian Motorbuch Verlag, Stuttgart. glider pilots who had qualifi ed Start in den Wind: Erlebte 2007. 365pp. Illustrated. ISBN since 1929. Rhongeschichte 1911- 978-3-613-02739-8. 1926. P Riedel and J von Das Segelfl ugmodell: Vol Kalckreuth. Motorbuch Verlag, Die Segelfl ugzeuge in 1 — Grundlagen — Theorie Stuttgart. 1977. 281pp. Illus- Deutschland. D Geistmann. — Profi lsammlung. trated. ISBN 3-87943-539-1. Motorbuch Verlag, Stuttgart. F Perseke. Published by the 1979. 239pp. Illustrated. ISBN author, Karlstein-Dettingen. Vom Hangwind zur 3-87943-6180-5. c.1976. 128pp. Illustrated. Thermik: Erlebte Rhon-

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 49 Afterburner Society News CAMBRIDGE BRANCH LECTURE COMPETITION

The 2014 Royal Aeronautical Society Cambridge Branch Young Persons’ Lecture competition was successfully held earlier this spring at the Cambridge University Engineering Department on 13 March. Employees from Marshall ADG and students from Cambridge University competed in two age groups (under 25 group and 25 — under 30 group), with four participants competing in each group. The winner of the under 25 age group was Cambridge University PhD student Richard Stephens, with a presentation on the subject of ‘Designing a revolutionary solar vehicle’. The winner of the 25 — under 30 age group was Cambridge University PhD student Dhiren Mistry, with a presentation on the subject of ‘Mixing in turbulent jets’. The competition is supported by Marshall ADG with a £100 winners’ prize in each age group. This year the RAeS Cambridge Branch is also very honoured to be gifted with a named trophy from Sir Michael Marshall, Chairman of Marshall Group, to be awarded to the overall winner of the competition. The Group photo with overall winner Richard Stephens holding the Award Trophy next to Sir Michael ‘Sir Michael Marshall Award’ Trophy was presented Marshall in the front row. Robin Aveling. to the overall winner of the competition by Sir Front Row (from left): Richard Stephens and Sir Michael Marshall. Michael in person at a presentation ceremony held Second Row (from left): Dhiren Mistry, Ben Hewlett, Anna Davanzo and Jack Heslewood. Third Row (from left): Begonia Forcada, Jin Yu and Mike Gregory. on 2 June, where Sir Michael also congratulated Fourth Row (from left): Greg Nunn, David Whitehead and Brian Phillipson. each competitor in person and presented each with their certifi cates. The ceremony was also attended by several members of the RAeS Cambridge Branch committee. The local annual competition has been held in Cambridge since 2011 and is planned to be held again in March 2015.

CANBERRA BRANCH PRIZE WINNERS

The Royal Aeronautical Society Canberra Branch Pilot Offi cer Keeble receiving sponsors two prizes at the Australian Defence Force The AVM Noble Prize from Dr John Young. Academy, which is part of the University of New South Wales. The Air Vice Marshal Noble award is made to an undergraduate, and the T F C Lawrence award is made to a post graduate. The AVM Noble prize was awarded to Pilot Offi cer Ryan Keeble by Dr John Young who was the recipient of the T F C Lawrence prize in 2005. In 2013 the T F C Lawrence prize was awarded to Dr Zhi Fang Zhang. Dr Zhang’s PhD thesis was titled ‘Assessment of Delaminations in Composite Laminates using Vibration Monitoring’. Dr Zhang employed three methods to estimate delamination parameters from measured frequency shifts. The prediction accuracy. From her PhD work, Dr Zhang proposed techniques were studied by analysing the published six journal papers and eight conference effect of different levels of random noise on their papers.

50 AEROSPACE / AUGUST 2014 Society News RAeS AIR POWER FELLOW

The Air Power Group initiative Former RAF offi cer appointed as fi rst Air Power Fellow Seven years ago, the Society’s Air Power Group launched a campaign to raise money to support Much of the success is down to the fi rst an Air Power Fellow and the academic study of incumbent — Air Commodore Dr Peter Gray. Dr air power generally. There was strong feeling that Gray had a long career in the RAF as a fl yer and the UK, despite its long history and tradition of air staff appointee. This background brought a powerful power in action, was missing a trick in terms of combination of experience and analysis to the formal study of the theory, history and current academia. His primary interests are in the ethics application of the air arm in all its forms. The US of air power and has published widely on WW2 had both — theory and practice, and the Air Power bombing campaigns as well as on more recent Group resolved to address the British defi ciency. developments in air power use, including work on The Group attracted sponsorship from the RAF RPAS operations. He has also helped to encourage and a number of UK-based aerospace companies. younger scholars through MA and PhD programmes The industrial sponsors saw that a solid academic on air power related subjects. analysis of air power was an essential element in In line with the general brief to promote UK arguing the case for air power when budgets were air power interests to a wider public, Dr Gray has tight and as part of any campaign to justify its made several appearances on local and national application to a sceptical public. media. He is also working with the BBC to cover the remembrance of military fl ying during WW1. University of Birmingham chosen to host the Fellowship An international reputation

Following an open competition involving several Air Power studies at the University of Birmingham universities, in 2008 the University of Birmingham now have an international reputation. The Fellow has Department of Military History won the contract to spoken at international conferences in the US and Top: Four Royal Air Force host the Air Power Fellow. Subsequently other de- Europe. A number of overseas students are now Typhoon FGR4 aircraft went partments at the University have become associated studying for advanced degrees under Dr Gray’s to Siauliai Air Base, Lithuania, with the Air Power Fellow in partnership that has supervision. As the Department continues to to take part in the NATO more than fulfi lled the goals set for the Fellowship. expand, the Royal Aeronautical Society Air Power Baltic Air Policing (BAP) mission. Crown copyright/ The Air Power Fellow is now fully embedded in the Fellow will continue to play a critical role in Cpl Neil Bryden RAF. University and is recognised as the focus for a wide promoting the history and contemporary application Above: Air Cdre Dr Peter range of advanced teaching and scholarship. of air power in the 21st century. Gray, RAeS Air Power Fellow.

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 51 Afterburner Diary

EVENTS www.aerosociety/events LECTURES www.aerosociety/events AgustaWestland

2-5 September 40th European Rotorcraft Forum 2014 Rotorcraft Group Conference Grand Harbour Hotel, Southampton, UK

15 September Flight Cutaways Lockheed Martin SR-71s in 2010. Col Richard Graham will discuss fl ying this iconic aircraft at Tim Hall Loughborough on 23 September. Lockheed Martin. Historical Group Lecture

23-25 September The International Pilot Training Consortium: Next Steps? BEDFORD Edwin Galea, Director, Fire Systems, Samlesbury. 9th Annual International Flight Crew Training Conference ARA Social Club, Manton Safety Engineering Group, 22 October — Wind power. Lane, Bedford. 6.30 pm. University of Greenwich. Edward Green, Head of 23 September Marylyn Wood, T +44 (0)1933 Service Sales, EMEA North. Capt Ray Jones Lecture 353517. LOUGHBOROUGH Simon Wood, Senior Standards Captain, Pilot Development, 10 September — Graphene Room U020, Brockington PRESTWICK Virgin Atlantic Airways — unexpected science in Building, Loughborough The Aviator Suite, 1st Floor, Flight Simulation Group Lecture a pencil trace. Dr Aravind University. 7.30 pm. Colin Terminal Building, Prestwick 30 September Vijayaraghavan, Lecturer in Moss, T +44 (0)1509 Airport. 7.30 pm. John Wragg, Nanomaterials, School of 239962. T +44 (0)1655 750270. Detect and Avoid — Enabling Safe UAS Operations Beyond Materials, The University of 23 September — Flying the 8 September — Museum of Visual Line of Sight Manchester. Lockheed SR-71 Blackbird Flight — East Fortune. David Unmanned Air Systems Group Workshop 8 October — The evolution strategic reconnaissance Bonar, Museum Guide. 7-9 October of fl ight training. Dan Norman, aircraft. Col Richard Graham, 13 October — Strathaven 4th Aircraft Structural Design Conference QFI. USAF retired. Airfi eld. Colin McKinnon, Structures and Materials Group Conference Chairman, Scottish Flying Queen’s University, Belfast CAMBRIDGE MUNICH Club LP. Lecture Theatre ‘O’ of Ehrensaal, Deutsche Museum, 8-9 October the Cambridge University Museumsinsel 1, 80538 QUEENSLAND The Strategic Choices for Space Engineering Department, München. 7 pm. Aviation Australia, 16 Boronia President’s Conference Trumpington Street, 29 October — Willy Road, Brisbane Airport. 10 am. Cambridge. 7.30 pm. Jin-Hyun Messerschmitt Lecture. E stratos.p@stratosaerospace. 13 October Yu, T +44 (0)1223 373129. Flugsimulation — eine Säule org Aerospace Medicine Group Lecture 11 September — The Hybrid der Sicherheit. Dr-Ing Holger 23 August — Aviation Air Vehicles Airlander project. Duda, Leiter Flight Dynamics Careers Expo 2014. 21 October David Stewart, Head of Flight and Simulation beim DLR in Alternative Fuels and Propulsion Systems — Reducing Sciences, HAV. Joint lecture Braunschweig. SHEFFIELD Aviation’s Impact on the Environment with IMechE. Knowledge Transfer Centre, Greener by Design Conference, held jointly with the RAeS OXFORD Advanced Manufacturing Propulsion Group CANBERRA The Magdalen Centre, Oxford Park, Brunel Way, Catcliffe, Military Theatre ADFA. 6 pm. Science Park, Oxford. 7 pm. Rotherham. 7 pm. 29 October Jon Pike, Nigel Randell, E 30 September — UK Yesterday’s Weapons for Tomorrow’s Operations E [email protected] [email protected] Apaches, at home and abroad. Weapon Systems & Technology Group Conference 12 August — Aviation 16 September — A new Neale Moss, Boeing. QinetiQ, Farnborough capacity for Sydney — The light aircraft design and 28 October — Airfi x — Joint Study two years on ... and development project. Andrew Scaling down reality. Simon 30 October other musings. Prof Warren Barber. Owen, Airfi x. Airworthiness & Maintenance Group Half-Day Workshop Mundy. 9 September — Ian B PRESTON SYDNEY 3-5 November Fleming Lecture and Dinner. Personnel and Conference Rupert Myers Theatre, The Research Aircraft Operations AVM Margaret Staib, CEO, Air Centre, BAE Systems, Warton. University of New South Wales, Flight Operations Group Conference Services. Great Hall, University 7.30 pm. Alan Matthews, Barker Street, Kensington. House, ANU. 6 November T +44 (0)1995 61470. 6.30 pm. E adkins@bigpond. 17 September — Hawker net.au Young Persons Annual Conference 2014 HAMBURG Siddeley P1154. Michael Price, 27 August — F-35 Joint 7 November Hochschule für Angewandte Lecturer, Centre for Defence Strike Fighter. Careers in Aerospace LIVE 2014 Wissenschaften Hamburg, Acquisition, Defence Academy Berliner Tor 5 (Neubau), for the UK, Shrivenham. WASHINGTON DC Hörsaal 01.12. 6 pm. Richard 8 October — Additive layer British Embassy, 3100 All lectures start at 18.00hrs unless otherwise stated. sanderson, T +49 (0)4167 manufacturing. Mike Murray, Massachusettes Avenue, NW, Conference proceedings are available at 92012. Head of Airframe integration, Washington, DC. 6 pm. www.aerosociety.com/news/proceedings 16 October — Aircraft fi re Air Platform, MAI, BAE 18 September — Unmanned and evacuation simulation. Prof Systems. Canberra Club, BAE aerial vehicles.

52 AEROSPACE / AUGUST 2014 Society News RAeS EVENTS Industry Gathers for RAeS Annual Banquet

The Society’s 2014 Banquet attracted over 500 guests representing 170 companies and organisa- tions from across the aerospace community. Hosted on Wednesday 21 May in the luxurious settings of the InterContinental London Park Lane, this event provided an excellent opportunity for relaxed networking at a prestigious social occasion. In a compelling after-dinner speech, the Chief The Royal Aeronautical Society is grateful Above left: The top table with of the Air Staff, ACM Sir Andrew Pulford, neatly to AlixPartners for supporting the Annual Banquet Bill Tyack, the new RAeS summed up the contemporary role of UK air power President front right. for the third year running. and the dilemmas faced in an uncertain future. Above right: Guest of Honour, AlixPartners is a leading global business advisory The Annual Banquet marks the start of the new ACM Sir Andrew Pulford, fi rm of results-oriented professionals who specialise Chief of the Air Staff, RAF. presidential year and this year’s event was hosted in creating value and restoring performance at by the Society’s incoming President, Air Cdre Bill every stage of the business lifecycle. The company’s Tyack. It is an established occasion in the aerospace aerospace and defence team is deeply rooted in the calendar and has become a must-attend highlight industry and understands the unique strategic and for many in the industry. operating challenges it faces. Next year’s event will be held at the InterCon- tinental London Park Lane on Tuesday 19 May 2015 and further details will be posted on the RAeS website over the coming weeks.

The Cobham Antenna Another Great Systems Team won the Texas Scramble. From left: Chris Shaw, who also won the Day for RAeS singles competition in the morning; Andrew Sanders Golfers and Fred Cahill.

Players on the Royal Aeronautical Society Aerospace Golf Day on 18 June enjoyed perfect weather conditions for 27 holes of challenging golf at Frilford Heath Golf Club in Oxfordshire. It was a successful event with players from companies representing a variety of sectors within the aerospace community. The Singles Stableford competition was won by Chris Shaw from Cobham Antenna Systems, who received the trophy and an overnight stay for The Society would like to thank the If you have any two at the InterContinental London Park Lane. InterContinental London Park Lane, Food by Dish queries about either of Other winners were: Singles Stableford 2nd Prize, and Frilford Heath Golf Club for their generosity these events, please Simon Levy, RAeS; 3rd Prize, Paul Doble, Guest of in providing prizes for this event, and FlightSafety contact: FlightSafety International; 4th Prize, Dave Savage, International for kindly providing top quality golf balls Gail Ward, Guest of Gama Aviation; Longest Drive, Kim Ward; and tees, as well as other golfi ng merchandise. Events Manager Nearest the Pin, Matt Giggle, Attewell. The Cobham By popular demand we will be returning to Fril- — Corporate & Society Antenna Systems team were the clear winners of ford Heath Golf Club next year and we look forward T +44 (0)1491 629912 the afternoon Texas Scramble competition, and to welcoming back our regular players as well as E gail.ward@aerosoci- Simon Luxmoore’s Royal Aeronautical Society team seeing some new faces. Please keep an eye on the ety.com came second. events section of our website for further details.

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 53 Afterburner Corporate Partners NEW PARTNERS EVENTS

Please note: attendance at Corporate Partner Briefi ngs is strictly The Royal Aeronautical Society would like to exclusive to staff of RAeS Corporate Partners. Unless otherwise welcome the following as Corporate Partners. advised, registration for Corporate Partner Briefi ngs is at 16.30 hrs.

Tuesday 23 September 2014 / London Developments in UK military air safety and regulation (title tba) QUEEN MARY UNIVERSITY OF LONDON Corporate Partner Briefi ng by AM Richard Garwood, Director-General, School of Engineering & Material Science, Military Aviation Authority Mile End Road, London E1 4NS, UK Sponsored by Christy Aerospace & Technology W www.sems.qmul.ac.uk Contact Monday 20 October 2014 / London Prof Vassili Toropov CEng FRAeS Industry and SDSR 2015 Professor of Aerospace Engineering Corporate Partner Briefi ng by Sir Peter Luff MP Sponsored by UTC Aerospace Systems Queen Mary is one of the world’s leading universities, with fi rst-class academic, inspirational Wednesday 26 November 2014 / London teaching, and a distinguished 229-year history of The Outlook for the British Economy preparing men and women for rewarding careers. Corporate Partner Briefi ng by Dame DeAnne Julius, Non-Executive Director, The School of Engineering and Materials Deloitte UK, Roche and Jones Lang LaSalle Science (SEMS) has a long, successful history www.aerosociety.com/events of education and research in aeronautical For further information, please contact Gail Ward engineering. We pioneered the teaching and E [email protected] or T +44 (0)1491 629912 research in aeronautical engineering as early as 1907 by Albert Peter Thurston, meaning that we are the world’s oldest continuous provider of education and research in aeronautical engineering. We continue to have a thriving research community and to deliver high-quality teaching at both undergraduate and postgraduate level. THE AIM OF THE AMSTERDAM UNIVERSITY OF APPLIED UNIVERSITI KUALA LUMPUR CORPORATE SCIENCES (AUAS)/DEPARTMENT OF Malaysian Institute of Aviation Techonology PARTNER AVIATION (UniKL MIAT), Lot 2891, Jalan Jenderam Hulu, SCHEME IS Weesperzijde 190, Amsterdam 1097 DZ, The Jenderam Hulu 43800 Dengkil, Selangor Darul Netherlands Ehsan, Malaysia TO BRING T +3120 595 14 00 T +60 3 8768 8487 TOGETHER W www.hva.nl/aviation W www.miat.unikl.edu.my Contact Contact ORGANISATIONS Geert Boosten, Head of Aviation Department Assoc Prof Dr Mohd Khir Harun, Dean TO PROMOTE BEST PRACTICE The Amsterdam University of Applied Sciences UniKL MIAT is the pioneer aviation institution in offers Bachelor of Engineering degrees in Malaysia and it is a wholly owned subsidiary of WITHIN THE Aviation in two variants: Majlis Amanah Rakyat (MARA). Also we are the INTERNATIONAL 1. Aviation Engineering (the technical aspects of fi rst Maintenance Training Organisation (MTO) AEROSPACE the aeroplane) approved by the Department of Civil Aviation 2. Aviation Operations (transporting people and Malaysia (DCA) to offer aircraft maintenance SECTOR cargo from A to B) technology programmes. Certifi cation and Awards Aviation Engineering focuses on fl ight operations, received: maintenance and repair & overhaul. Aviation  Approval from DCAM for Aviation Maintenance operations encompasses aviation logistics, air Training Organization (AMTO) status. transport development and security & technology.  Frost & Sullivan’s Asia Pacifi c Aviation We supplement coursework with guest lectures Workforce Development Organization of The Contact: and internships, and students must complete a Year 2008 Award. Simon Levy fi nal thesis project. Some choose to train as a  Second site AMTO approval by EASA in a Corporate Partner Manager pilot or air traffi c controller, and top students can partnership with AERO-Bildungs GmbH of E [email protected] apply for an Honours track in aviation engineering Germany. T +44 (0)20 7670 4346 or aviation management.

54 AEROSPACE / AUGUST 2014 Society News 2013 RAeS WRITTEN PAPER PRIZES

The reading and publication of written papers Above left: Capt Terry Lutz, left, accepts a Silver award advancing the art and science of aeronautics and from Bill Tyack, RAeS astronautics is among the very oldest and most President, on behalf of his fi rmly established traditions of the Society. Meet- fellow authors. ings for the reading and discussion of papers were Above: Olivier Dubois-Matra, left, and Prof Steve Parkes, an annual feature of Society business from the right, accept their Bronze very earliest days, as was their publication in annual award on behalf of their fellow reports. authors. The Aeronautical Journal, fi rst published at the Left: Dr Chris Kääriä, left, and initiative of Captain B F S Baden-Powell, a younger Prof Ieuan Owen accept their Bronze award. brother of the founder of the Boy Scout movement, in January 1897. It continues to be the source of eligible publications considered by the Medals and Awards Committee for recognition in the form of written paper prizes, subject to approval by the Council. THE READING The Society’s annual Sopwith Lecture is the oc- casion on which each previous year’s Written Paper AND Prize winners are announced and celebrated. The PUBLICATION OF prizes awarded are for the best papers appearing in environment for validating optical naviga- WRITTEN PAPERS the 12 issues of The Aeronautical Journal published tion’ (which appeared in November 2013); Drs Chris during the previous year. The prizes, announced at Kääriä and James Forrest and Professor Ieuan ADVANCING this year’s Sopwith Lecture on 7 July, comprised two Owen for their paper entitled ‘The virtual AirDyn: a THE ART AND Silver and three Bronze awards. Seven winners were simulation technique for evaluating the aerodynamic SCIENCE OF present and the Society’s President, Air Cdre Bill impact of ship superstructures on helicopter opera- Tyack, made the presentations. tion’ (published in December 2013), and to Joël AERONAUTICS Silver awards were accepted by Captain Terry Renaux, Vincent Brunet, Drs Sébastien Esquieu and AND Lutz (on behalf of Paul Bolds-Moorehead, Captain Mickael Meunier and Sylvain Mouton for their paper ASTRONAUTICS Van Chaney, Terry himself and Stéphane Vaux), and on ‘Recent achievements in numerical simulation by Mr Dennis Vechtel for papers entitled ‘Stalling for aircraft power-plant confi gurations’ (published in IS AMONG Transport Aircraft’ (published in December 2013), February 2013). THE VERY ‘In-fl ight simulation of wake encounters using Steve Parkes, Olivier Dubois-Matra, Chris Kääriä, deformed vortices’ (published in October 2013), Ieuan Owen and Joël Renaux were all present to OLDEST AND respectively. receive their awards in person. MOST FIRMLY Bronze awards went to Professor Steve Parkes, ESTABLISHED Drs Iain Martin, Martin Dunstan and Nick Rowell, Dr Mike Steeden Olivier Dubois-Matra and Thomas Voirin for their CEng FRAeS TRADITIONS OF publication describing their work on ‘A virtual test Chair, Medals and Awards Committee THE SOCIETY

Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 55 Afterburner Elections

COMPANIONS Peter Rigby E-ASSOCIATES Sian Smith SOCIETY OFFICERS Iain Rawlinson John Watret Tom Ciesco President: Air Cdre Bill Tyack Stephen Young Emma England President-Elect: Martin Broadhurst FELLOWS Martin McCarthy Bartosz Wielinski MEMBERS BOARD CHAIRMEN Richard Agnew Andrew Boomer Nicholas Cale AFFILIATES Audit and Compliance Chairman: Mathieu Duquesnoy Douglas Nancarrow Prof David Allerton Justin Elliott Mark Stubbs Peter Turner Learned Society Chairman: Prof Graham Roe Alexis Grabar Chrstopher Wilson Membership Services Chairman: Zoe Layden STUDENT AFFILIATES Dr Alisdair Wood Alan Levenston ASSOCIATE Professional Standards Chairman: Patrick Mallon Nikita Bansal MEMBERS Prof Chris Atkin Gordon McConnell Patrick Lorrig Christopher Newbold John Shirley Simone Simeone DIVISION PRESIDENTS

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

Visitors to York saw a replica WW2 on a rather unusual landing ground — on the roof of the Theatre Royal. The aircraft was displayed in the city centre to commemorate the 70th Co-opted to Council anniversary of the arrival of French airmen into the city in 1944. It remained on display until the start of the Tour de France cycle race on Sunday 6 July, during which the Memorial Flight for 2014-2015 performed a fl y-past. Bill Read. Left inset: A large- and small-scale replica of a WW1 Port Victoria PV8, the Eastchurch Kitten fi ghter Three new members were co-opted to Council for from the Yorkshire Air Museum were also on display in the Museum Gardens, York, as part of York Armed Forces Day on Sunday 29 June. Bill Read. 2014-2015, namely: Right inset: The real thing, Port Victoria PV8, the Eastchurch Kitten, N540. RAeS (NAL). Richard Crowther Simon Henley Richard Taylor

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

WITH REGRET

The RAeS announces with regret the deaths of the following members: Christopher (Mike) Malcolm Boyle MRAeS 79 Aubrey Charles Ericsson AMRAeS 93 Douglas Hubert Evans IEng FRAeS 95 Forbes George De Brie Perry CEng MRAeS 90 Guy Pilcher-Clayton IEng MRAeS 55 Avriol Elizabeth Luz Seelig Affi liate 101 Max Wingfi eld Wholey CEng MRAeS 92

56 AEROSPACE / AUGUST 2014 Society News eats2014 BERLIN ROYAL AERONAUTICAL SOCIETY No.4 Hamilton Place Optimising Simulation and LONDON W1

Training for the Flight Crew The Proprietors again beg to inform the Nobility, Gentry and Public of the

European Airline Training Symposium Estrel Hotel, Berlin, Germany Aerospace & 28-29 October 2014 Aviation Book Fair

BOOK YOUR Monday, 17 November 2014 11.00-18.00 PLACE TODAY SAVE A great opportunity to browse and buy from a range of UP TO aviation booksellers and publishers. €200 Visit the National Aerospace Library stand selling a large range of new/secondhand books and journals. NowNow wiwithth ttwowo conferenceconference sstreamstreams Partake from the RAeS merchandise range. PilotPilot Training & CaCabinbin CrCrewew TTrainingraining FREE ADMISSION Please contact the Conference and Events Department to RSVP: halldale.com/eatshalldale.com/eats T +44 (0)20 7670 4345 E [email protected]

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Find us on Twitter i Find us on LinkedIn f Find us on Facebook www.aerosociety.com AUGUST 2014 57 The Last Word

COMMENTARY FROM Professor Keith Hayward RAeS Head of Research

Unintended consequences

US space policy is rapidly becoming one of the SpaceX and a new approach more risible inspirations for this column. The story of Step forward Mr Musk and SpaceX. Elon Musk was how US technology controls managed to undermine already taking legal action to challenge a long term the commercial interests of American companies deal with ILA to reduce the cost of launching USAF was a classic example of the law of unintended satellites — from an eye-watering $300m a go to consequences. Now, the actions of an ambitious nearer $100m — as anti-competitive: that is to say, space entrepreneur, combined with the affects of closing out a key market for SpaceX. Even before external events are providing another. President Putin’s retaliation, SpaceX had used the embargo to block the deal and was getting close to Cold War gives way to co-operation prising open the USAF market. As the old gave way to the Russian Moreover, SpaceX is offering commercial Federation, US policy-makers thought it might be a customers a $60m launch, which is putting foxes good idea to wrap up some potentially dangerous into Arianespace’s henhouse, undercutting the space technology in a duvet of collaboration. This Europeans by some $40m. SpaceX claims to be led to the Boeing-Lockheed ILA launcher company the fi rst genuinely commercial rocket development. taking up a Russian rocket engine for its workhorse Certainly, most of the initial cash has come from heavy-lift Atlas 5. By default, this became a critical Elon Musk. But, aiming at the biggest closed satellite element in the US military space programme lifting launch market in the world — American government US communications and spy satellites. Retirement customers — does give SpaceX a bit of an edge. US of the Shuttle then left NASA dependent on Russia embargos on Chinese launch vehicles also helps. for manned access to the International Space Station (ISS). Launcher economics The satellite launch business has always been an The chill returns economic Wonderland; there is little correlation All very well, until the political climate turned chilly. between cost and price, as, for a range of reasons, Now, US-inspired sanctions on Russian support usually associated with wanting autonomy in for Ukrainian separatists have led to retaliatory accessing space, governments have been prepared embargos on westward Russian rocket engines to underwrite launch costs. But the current farrago and a threat to end US access to the ISS by 2020. in the US has added further political overtones to a Given that ILA has several years’ worth of engines highly politicised business. And we have not even THE SATELLITE stockpiled and Space Station missions are still mentioned the European debate over the future of LAUNCH up and running for a few years, relations with Ariane — yet. BUSINESS HAS Russia may yet improve and normal relations could On balance, the entry of SpaceX into the ALWAYS BEEN resume. launcher market is a welcome addition to the But the dependency exposed by the current business. Even if it has something of a domestic AN ECONOMIC crisis has led the US to question how this has market advantage over some of its international WONDERLAND; occurred in such an important arena and what competitors, it is shaking up longstanding business THERE IS LITTLE quickly might be done to solve the problem. A new assumptions. It might certainly strengthen those CORRELATION US-built engine for the Atlas 5 may have to be in the European space industry that want to cut BETWEEN COST built at a cost of some $1bn and will not be readily out some of the more egregious political factors in AND PRICE available. building and launching Ariane.

58 AEROSPACE / AUGUST 2014 Rotorcraft Conference International Flight Crew Training Conference

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Structures & Materials President’s Conference 2014 Group Conference

4TH AIRCRAFT THE STRATEGIC STRUCTURAL DESIGN Publications Partner CHOICES FOR SPACE CONFERENCE

QUEEN’S UNIVERSITY BELFAST / 7 - 9 OCTOBER 2014 LONDON / 8-9 OCTOBER 2014 Future aircraft will be complex, requiring multi-disciplinary The 2014 President’s design approaches and Conference will take a solutions in a distributed global perspective, and design environment. The will cover the strategic Royal Aeronautical Society’s challenges; the economics of 4th Aircraft Structural commercial spaceflight; the Design Conference will opportunities presented by address the challenges facing partnerships; the strategies the designers of the next for innovation and growth; generation of aircraft. and the UK Government’s vision for the future. For more information and to view the full programme please Further sponsorship visit our website. opportunities are available. www.aerosociety.com/events www.aerosociety.com/events

Sponsors Sponsors: Supported by: Meeting your event needs in the heart of London

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

• Edwardian elegance • State of the art conference facilities for up to 300 • Versatile meeting rooms • A beautiful west facing terrace • Catering by foodbydish, one of London’s leading contemporary caterers

Let our dedicated team take care of your event requirements.

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