AER JULY 2021 OSPACE AIR TRANSPORT IN ANTARCTICA A321XLR – GOING THE DISTANCE 75 YEARS OF EJECTION SEATS

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EDITORIAL Contents Navigating the AI hype Regulars 4 Radome 12 Transmission rollercoaster The latest aviation and Your letters, emails, tweets aeronautical intelligence, and social media feedback. How far are we away from creating truly thinking machines? A few years ago, it analysis and comment. was thought that the AI singularity was right around the corner. Today, although 58 The Last Word 11 Pushing the Envelope Keith Hayward bids farewell AI can solve many specific problems (and can even defeat a skilled USAF fighter Rob Coppinger examines to the RAF Hercules and pilot in carefully controlled conditions – see p 14), the crashes of self-driving research into drag-reducing considers the vital strategic cars, Alexa misordering stuff from the internet and other glitches seems to ‘sharkskins’ and their effect role of the modern military transport aircraft. indicate that truly smart AI is still decades away. What is more is that humans on aircraft efficiency. have now discovered that AI can be easily deliberately tricked and spoofed, for instance, by embedding hidden information. A picture of a sloth, for instance, Features MoD suitably digitally tweaked, may fool algorithms into thinking it was a tank or vice 28 versa. This could mean, for military applications that AI ‘adversary’ camouflage

becomes an arms race, allowing aircraft, ships and vehicles to ‘hide’ in plain sight, 14 Force Defence NZ changing imperceptible parts of their visual, radar or IR signature – which would then confuse AI sensors. One could even imagine a kind of ‘dazzle’ camouflage that might appear bright and loud to human eyes in visual range but which may fool far-off aerial or space sensors. This battle between spoofing algorithms Welcome to the future of and ‘hardening’ AI sensors or weapons against these sorts of countermeasures, air combat Frozen flight could even, as one presenter suggested in an RAes Weapon Systems and Does the increased use of An analysis of the unique artificial intelligence (AI) in Technology Specialist Group webinar, mean that ‘AI-powered’ weapons could conditions of operating air defence systems mean that services to Antarctica and be too expensive to employ against lower-cost targets. This webinar also found the days of human fighter a proposal for a permanent when thinking about the most near-term and useful applications of AI, it was not pilots are over? concrete runway. digital ‘Top Guns’ aces but the more ‘boring and mundane’ roles who will see the 18 Fly smarter, fly greener benefits of AI first. Predicative maintenance, prognostics, dynamic route planning What can the aviation industry 32 Are you sitting do to embrace greener comfortably...? and logistics (along with surveillance) are thus likely to be the first beneficiaries – operations to reduce its An international history of 75 rather than digital Manfred von Richthofens.. environmental impact? years of the ejection seat. Airbus Tim Robinson FRAeS, Editor-in-Chief 22 [email protected] @RAeSTimR 38 Correspondence on all aerospace matters is welcome at: [email protected]

Editor-in-Chief Editorial Office 2021 AEROSPACE subscription Faradair Tim Robinson FRAeS Royal Aeronautical Society rates: Non-members, £190 +44 (0)20 7670 4353 No.4 Hamilton Place To place your order, contact: Extra long-range, extra [email protected] London W1J 7BQ, UK Wayne J Davis +44 (0)20 7670 4300 near future Deputy Editor +44 (0)20 7670 4354 [email protected] Bill Read FRAeS [email protected] An analysis of the origins and No more excuses +44 (0)20 7670 4351 www.aerosociety.com Any member not requiring a print future prospects of Airbus’ Faradair in the UK is [email protected] AEROSPACE is published by the Royal version of this magazine should new A321 XLR long-range developing the BEHA 18-seat Aeronautical Society (RAeS). contact: [email protected] Production Manager narrowbody aircraft. electric-driven triplane. Wayne J Davis FRAeS Chief Executive USA: Periodical postage paid at +44 (0)20 7670 4354 Sir Brian Burridge CBE FRAeS Champlain New York and additional [email protected] Advertising offices. Afterburner +44 (0)20 7670 4346 Publications Executive Postmaster: Send address changes [email protected] 44 Message from our President Chris Male FRAeS to IMS of New York, PO Box 1518, Champlain NY 12919-1518, USA. +44 (0)20 7670 4352 Unless specifically attributed, no 45 Message from our Chief Executive [email protected] material in AEROSPACE shall be taken ISSN 2052-451X 46 Book Reviews Production Executive to represent the opinion of the RAeS. Annabel Hallam Reproduction of material used in this 49 e-Library Additions +44 (0)20 7670 4361 publication is not permitted without the 50 Obituary [email protected] written consent of the Editor-in-Chief. 51 IT FLIES USA Book Review Editors Printed by Buxton Press Limited, Tony Pilmer and Katrina Sudell Palace Road, Buxton, Derbyshire 52 RAeS Light Aircraft Design Competition [email protected] SK17 6AE, UK 54 New Member Spotlight Distributed by Royal Mail 55 RAeS Diary

Additional content is available to view online at: aerosociety.com/aerospaceinsight Read AEROSPACE and the Insight blog on your Including: Low-level oil spill dispersant training, Is peripheralisation the problem in aviation safety?, Civil aviation in the future, The legality of the interception of Ryanair Flight FR4978, Time for a UK smartphone or tablet with the AEROSPACE app Online national space mission, The importance of research in aerospace, Focus on ground operations staff. APP available from iTunes and Google Play Front cover: The future of merged AI/human air systems? (Daniel Dyer/RAeS Bedford Branch) @aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com JULY 2021 13 Blueprint

INTELLIGENCE / ANALYSIS / COMMENT

Jet speeds A reduced fan diameter (12-13ft) will allow for underwing integration, unlike previous larger diameter (16ft) open-rotor designs, as well as giving jet-like Mach numbers with the rear stators.

AEROSPACE RISEing to the challenge GE Aviation and Safran, partners in CFM International, have announced a new engine technology platform – RISE or Revolutionary Innovation for Sustainable Engines. RISE uses an open-rotor architecture with a single rotating fan and the goal of achieving a 20% cut Quieter fan in emissions. It is also sized for a number of airframe CFM says that ground-testing configurations, including beneath the wing. Set to of an open-rotor engine by undergo ground testing in the middle of the decade, partner SAFRAN has found that noise levels can be kept to the RISE is being designed to allow for hybrid-electric equivalent of today’s quiet LEAP applications using 100% SAF and also, potentially, turbofan – a major drawback hydrogen fuel in the future. of open-rotor designs from the

CFM International 1980s.

4 AEROSPACE Single rotor Unlike previous contra-rotating open rotor engines, RISE will use a single rotating fan in front and a set of active variable- pitch stators behind – reducing weight and complexity.

Core benefits RISE will incorporate a compact high-temperature core, advanced alloys and ceramics and an embedded electrical generator which will open up hybrid-electric applications.

Opening up multiple applications As a ‘puller’ open rotor engine, RISE will be able to be integrated on multiple airliner configurations, including tail-mounted and high and low-underwing single-aisle. Test bed flying will also be simplified. CFM International

JULY 2021 5 Radome COVID-19

AEROSPACE AIR TRANSPORT IATA urges data-led approach to Travel fury as UK reopening borders backtracks on ‘green list’ IATA New research and modelling Airlines and travel were added to the ‘red on Covid-19 spread from industry organisations list’ with the strictest Airbus and Boeing has have reacted angrily rules. The decision drew found that governments can to the latest update fury from UK airlines safely reopen borders and on 3 June from the UK and the tourism industry. international air travel by government on Covid-19 EasyJet CEO Johan using big data to manage risk, travel rules, which saw Lundgren said that: “With according to IATA. “Universal Portugal removed as one Portuguese rates similar restrictions are no longer of the few ‘green list’ to those in the UK, it necessary,” said IATA D-G destinations and moved simply isn’t justified by Willie Walsh, who noted that to the ‘amber list’. Seven the science,” adding that government caution was now slowing the recovery in passenger air travel. In separate research new countries, including “this essentially cuts the by both Airbus and Boeing it was shown how deep simulation and modelling of the whole Bharain, Costa Rica, UK off from the rest of passenger journey can allow decision-makers to manage risk and implement strategies. Egypt and Sir Lanka the world.”

AEROSPACE AIR TRANSPORT Airlines demand Emirates reports first loss in its transatlantic reopening history, cuts 30% of staff Eimrates On the eve of the G7 in both countries and the summit, an alliance of US importance of the key and UK airlines, including transatlantic market make American Airlines, British it vital that Covid-19 Airways, Delta Air Lines, travel restrictions are JetBlue, United Airlines eased. At the summit it and Virgin Atlantic was reported that the issued a joint plea to US and UK governments US and UK politicians would be setting up a to lift restrictions on travel taskforce to discuss transatlantic flights. resuming transatlantic UAE mega-carrier Emirates Airlines has received state aid worth $3.1bn after reporting The airlines argue that flights – but cautioned a total loss of $5.5bn during the past financial year – the first ever in the airline’s the advanced state of there would be no history due to the Covid-19 pandemic. Revenue fell 66% while the carrier also cut vaccination programmes imminent announcement. 31% of its workforce across all parts of its business to stem further losses.

NEWS IN BRIEF

due to the impact of the west, south west and the as its launch partner. First The £90m Testbed On 15 June, the US and Covid-19 on the carrier. east of England. deliveries are expected in 80, at its HQ in Derby, European Union agreed to 2026 with initial services was opened on 27 suspend the long-running An independent report On 17 June, China targeted at the US and May after three years of 17-year old WTO trade and assessment by PwC launched the first crew UK. The two partners are construction. The smart dispute over subsidies and has found that the UK’s of three taikonauts to its aiming to bring eVTOLs to facility, able to capture state aid to manufacturers Team Tempest future new Tianhe space station London under the CAA’s more data from engines Boeing and Airbus. Tariffs fighter programme could core module, which was ‘Innovation Sandbox’ than ever before, is set imposed by the dispute deliver up to £26.2bn launched in April. The trio initiative. Eve has also to test R-Rs new high- have now been suspended in economic benefits are set to spend three won a deal for up to 50 bypass UltraFan in 2022. for five years. each year between months on the station. aircraft from Latin American 2021 and 2050. The operator Helisul Aviation. Figures published by Irish regional airline study estimated it would Embraer’s urban air mobility the African Airlines Stobart Air, which operates support 21,000 jobs a arm, Eve, has won an Rolls-Royce has officially Association (AFRAA) regional flights on behalf year, with 70% of the order for 200 of its eVTOL opened its newest and show that African carriers of Aer Lingus, ceased value of the programme aircraft from UAM and largest test cell for made a collective loss of operations on 12 June coming from the north helicopter operator Hero commercial jet engines. $10.21bn in 2020. The

6 AEROSPACE AEROSPACE AIR TRANSPORT Boom Supersonic Boom Belarus divert Ryanair flight to arrest dissident

On 23 May, a Ryanair airliner intercepted by 737 flight from Athens a Belarusian MiG-29 to Vinius was forcibly and then forced to land diverted to Minsk, in Minsk. However, no Belarus, where a bomb was reportedly Boom’s supersonic ambitions get Belarusian political found on the aircraft. a boost with United order activist Roman The incident has been Protasevich on board slammed by politicians US carrier United Airlines has placed an order for up to 50 of Boom’s new supersonic the flight was arrested in the West, with UK airliner. The deal breaks down into an order for 15 aircraft, with options for a further 35. by authorities, before suspending permits held Boom is aiming to fly the aircraft in 2025, with passenger flights in 2029. The company is the flight was allowed by Belarusian airlines aiming for ‘net-zero’ supersonic travel with the airliner to be powered by 100% sustainable to continue. Belarusian and EASA advising aviation fuels. In the announcement, Boom also revealed that specifications of the Overture state media said that a European carriers had changed, with its top speed dropping from Mach 2.2 to 1.7 and the number of bomb had been reported to avoid Belarusian passengers increasing from 55 to 65-88. on the flight, with the airspace.

GENERAL AVIATION DEFENCE Boeing Defense Boeing Icon Aircraft in legal IP tech transfer battle

A consortium of 35 Condit and Icon founder minority shareholders in Kirk Hawkins, are seeking US amphibious light sport legal measures to block the aircraft (LSA) manufacturer company from transferring IP Icon Aircraft has filed a to China – including aircraft lawsuit against the company design, manufacturing and to block what, it claims, composites from its A5 LSA. is the illegal transfer of According to the lawsuit, Unpiloted MQ-25 drone tanker technology to China by PDSTI has ‘seized control majority shareholder Pudong of the management of the performs first aerial refuelling Science and Technology company, ...in support of its The US Navy has conducted the first ever aerial refuelling test between a drone Investment Inc (PDSTI). The goal to expropriate Icon’s tanker and a piloted receiver aircraft. The test, on 4 June, saw a Boeing MQ-25 UAV shareholders, who include intellectual property to successfully refuel a US Navy F-18F Super Hornet during a flight from MidAmerica former Boeing CEO Phil China’. Airport, Mascoutah, Illinois.

number of passengers testing. Deliveries of the Legends Air Show has Nouveaux) project involves after an evaluation of the transported by African first B-21s are expected been the latest event to be Airbus, Safran, Dassault country’s safety standards carriers fell by 63.7% in the mid-2020s. cancelled. The warbird air Aviation, ONERA and which the FAA said from 2019 to 34.7m. show had been set to take the French Ministry of ‘identified several areas At the G7 Leaders Summit place at Sywell Aerodrome Transport. Airbus will of non-compliance with The first two prototypes in Cornwall, UK, nations on 9-11 July, the first year analyse the effect of minimum ICAO safety of the Northrop have pledged to work since parting company 100% SAF on ground and standards’. Grumman B-21 Raider towards the safe and with its historic Duxford in-flight emissions from an stealth bomber for the responsible use of outer venue. A320neo. The UK MoD has USAF are now complete, space – the first time selected the Lockheed ahead of a planned space has been mentioned France has launched a The US FAA has Martin AGM-179 Joint first flight in 2022. The in a G7 communiqué. joint study to assess the downgraded Mexico’s Air-to-Ground Missile first two examples are compatibility of 100% aviation safety rating from (JAGM) for the British ready at the company’s With uncertainty about unblended sustainable Category 1 to Category AAC fleet of 50 Boeing Plant 42, in Palmdale, the easing of Covid-19 aviation fuel (SAF). The 2, placing restrictions AH-64E Apache Guardian California where they are restrictions in the UK on VOLCAN (VOL avec on airlines opening new helicopters, beating the set to undergo ground 21 June, the annual Flying Carburants Alternatifs routes. The move comes MBDA Brimstone 3.

JULY 2021 7 Radome

AIR TRANSPORT

AEROSPACE Hybrid Air Vehicles Breezy does it Airlander passenger New US carrier Breeze launched operations with cabin previewed Airways made its inaugural 39 new domestic routes flight on 31 May with to 16 cities on its intitial a service from Tampa schedule. Breeze, which International Airport, has an order for 80 Airbus Florida, to Charleston and A220s and currently Hartford using an Embraer operates E190/195s, E195. Headquartered in plans to fly thinner routes Salt Lake City, Breeze and connect underserved Hybrid Air Vehicles has unveiled new renderings of passenger cabins for its Airlander 10 is the latest low-cost city pairs, with founder hybrid airship aimed at short-haul point-to-point regional travel. The Mobility 72 (above) venture from serial airline Neeleman saying: “A and Mobility 90 cabins for 72 and 90 passengers respectively feature expanded space entrepreneur David staggering 95% of Breeze for passengers, with giant floor-to-ceiling windows. HAV says the Airlander 10 could be Neeleman, who previously routes currently have available in a hybrid-electric configuration from 2025 and an all-electric configuration by launched Azul, JetBlue no airline serving them 2030. Using hybrid-electric power, says HAV, the Airlander would generate 90% fewer and WestJet. The airline nonstop.” emissions than comparable aircraft.

SPACEFLIGHT DEFENCE Relativity Space Relativity Space New Medium Helicopter reveals fully fight heats up Leonardo UK has unveiled brief MoD officials, military reusable rocket its AW149 Common personnel and others of the Platform Demonstrator, baseline capabilities and designed to showcase mission equipment options the helicopter’s potential of the AW149. for the yet-to-be formally  Meanwhile, rival NMH announced UK MoD bidder Airbus Helicopters New Medium Helicopter has released a photo of the (NMH) which is expected first H175 airframe built US start-up Relativity Space has revealed plans for a reusable two-stage rocket built to replace the Puma, Bell fully in Europe, the result entirely using 3D printing. Intended to carry over 20 tonnes of cargo into low Earth orbit 212/412 and AS365N3. of a five-year project to from 2024, the 216ft (66m)-high Terran R rocket takes its cues from SpaceX’s Starship The CPD, based on develop alternative supply with reusable upper and lower stages but would be the size of SpaceX’s smaller Falcon 9 a AW189 company chains for the helicopter rocket. Relativity Space also announced the close of a $650m round in investment funding. prototype will be used to free of Chinese parts. NEWS IN BRIEF

launch at the end of the to the paint finish on the 12 ex-French Air Force NASA and ESA have decade to arrive in orbit Start-up US aircraft aircraft. According to Rafales from France, with announced three new at Venus in 2034/35. developer Electra.aero the airline, the surface deliveries to commence science missions to has unveiled a new below the paint on in 2024. The Rafales will the planet Venus – the US-based Aerion, which distributed electric some of its A350s has replace ageing MiG-21s first in decades. NASA was developing the AS2 propulsion regional been degrading at an after a previous deal to will launch DAVINCI+ supersonic bizjet, has aircraft design. The accelerated rate. Qatar acquire ex-Israeli F-16s in (Deep Atmosphere ceased operations after as-yet-unnamed hybrid- was to have received two 2018 was blocked by the Venus Investigation reportedly running out of electric aircraft is fitted A350-1000s in June, Trump administration. of Noble gases, cash to build its SST. with eight propellers and one in July and one in Chemistry, and Imaging, The AS2, which was uses blown lift to enable November. A $48m joint programme Plus) and VERITAS, planned to fly in 2024, take-off and landing in by the US Space Force (Venus Emissivity, had built up a backlog of distances of only 100ft. Croatia has selected the and US Air Force plans to Radio Science, InSAR, some $11.2bn in orders Dassault Rafale as its next develop the shipment of Topography, and from business operators, Qatar Airways is reported fighter – beating off rival military equipment around Spectroscopy) in 2028- with Aerion teasing a to have halted deliveries offers from the Gripen and the world using large 30. Meanwhile, ESA’s larger 50-seat airliner as a of Airbus A350 jets due F-16s. Under a €999m commercial rockets. The EnVision probe will follow-on. to alleged issues relating deal, Croatia will acquire Rocket Cargo programme

8 AEROSPACE GENERAL AVIATION SPACEFLIGHT Hill Helicopters Billionaires race to make sub-orbital flight Amazon and Blue Origin and three Blue Origin founder Jeff Bezos has staff in the capsule which announced that he will will launch from West take a seat on the first Texas for an 11-minute crewed sub-orbital flight flight. Meanwhile, space of his company’s New blog Parabolic Arc has Shepard rocket on 20 reported that Virgin July, the 52nd anniversary Galactic’s Sir Richard Hill Helicopters to fly HX50 in 2022 of the Apollo 11 Moon Branson may be aiming landing. Another seat on to beat Bezos into space, UK rotary-wing start-up Hill Helicopters has announced that it is set to fly the first the historic flight was with a sub-orbital flight on prototype of its new HX50 light helicopter in 2022, with three examples to join the flight auctioned off for charity, SpaceShipTwo rumoured test fleet – with first deliveries scheduled for 2023. The company says it has now racked raising $28m to join to launch on the weekend up over 200 pre-orders for the HX50, surpassing its target. Bezos, his brother Mark, of 4 July.

AEROSPACE AIR TRANSPORT Vertical Aerospace NASA boosts R&D to Huge eVTOL airline support single-aisles order for Vertical NASA’s Aeronautics and high-aspect ratio Aerospace R&D has received a braced wings. budget boost with the  Meanwhile, Boeing goal of helping support has revealed its 2021 the development of a ecoDemonstrator, in a new ultra-green, single- partnership with Alaska aisle airliner that would Airlines. It will use a be 25% more efficient 737-9 MAX, outfitted American Airlines, Virgin Atlantic and aircraft lessor Avolon have signed deals with UK than today’s airliners. with 20 research projects, company Vertical Aerospace for up to 900 VA-X4 electric vertical take-off and landing The ‘Sustainable Flight including a 3D printed (eVTOL) flying taxis. American Airlines is to invest $25m in Vertical Aerospace and has National Partnership’ nozzle to generate an ‘air pre-ordered up to 250 aircraft. Virgin Atlantic is to order between 50 to 150 eVTOLs foresees development of curtain’ between seat and is also considering a joint venture with Vertical Aerospace. Avolon has also signed a full-sized X-Plane with rows to provide anti-Covid a $2bn order for up to 500 aircraft. Carrying a pilot and four passengers, the six-rotor hybrid-electric propulsion measures in the cabin. electric-powered VA-X4 has a speed of over 200mph and a range of over 100 miles.

intends to utilise that is carrying a person expected to be announced commercial heavy-lift receiving instruction for in mid-2022 with the ON THE MOVE launchers to deliver up to payment is acting contrary transition from the current Jennifer Homendy is 100t of cargo to anywhere to regulation 14 CFR contract to take place from Capt ‘Sully’ Sullenberger to replace US National in the world within short §91.315 which prohibits September 2024 to the has been nominated by Transportation Safety timelines. carrying people or end of 2026. President Joe Biden to Board (NTSB) Chairman property for compensation represent the US at ICAO. Robert Sumwalt. Eleven US aviation or hire. Struggling Hong Kong- organisations are based carrier Hong Kong Inmarsat has appointed Blades aerobatic pilot protesting against new The UK Maritime and Airlines is to cut staff two new senior executives and Aviation Ambassador rules proposed by the FAA Coastguard Agency even further and switch to its UAV connectivity Kirsty Murphy has been relating to flight training (MCA) has announced to focusing on cargo with division: Jon Holmes as awarded an MBE in the policy for limited category, the shortlisted companies a handful of aircraft as Senior Director of UAV Queen’s Birthday Honours experimental and primary being invited to tender for part of a survival plan. The Technology and Mark ter list. category aircraft. The a new UKSAR2G ten- airline is set to ground Hove as Senior Manager FAA has stated that a year search-and-rescue its fleet of 34 except for of European Market Rich Leshner has joined flight instructor operating contract due to begin eight A330s, which will be Development. BryceTech as VP of these types of aircraft in 2024. The winner is configured for belly freight. Consulting.

JULY 2021 9 By the Numbers Understanding the world of Aerospace through data RAeS Bedford Branch debates pilots vs AI

Pre-lecture poll Branch Oliver Netheron/Bedford

Post-lecture poll Branch Oliver Netheron/Bedford

10 AEROSPACE Pushing the Envelope Exploring advances on the leading edge of aerospace Robert Coppinger Drag-reducing shark skin

rag is a fundamental force in flight net zero European aviation – published for a range of where reduction can pay dividends European aviation trade associations in February this in fuel efficiency and Lufthansa year – riblets are again identified as a solution. In The announced in May that its freighter Netherlands, a three-year European Union-funded fleet will have a special drag-reducing riblets project called Anacleto began in July last year. Dskin from 2022. Researchers have estimated that According to BASF, its AeroSHARK skin can annually the turbulent boundary layer across the surface of save 3,700 tons of kerosene and just under 11,700 an aircraft can cause as much as 40-50% of the tons of carbon dioxide emissions. This, BASF states, drag the aircraft experiences during cruise. In June, equals 48 freight flights from Frankfurt to Shanghai. a barrel of crude was already at $70 per barrel, even Lufthansa and BASF feel confident to make such with a Covid-19 suppressed global economy and fuel emissions savings claims after a 1,500hr test grounded airliner fleets. The return to worldwide run in 2019 of a Boeing 747-400 which had almost growth will inevitably send oil back to its historic high its entire lower half (500m²) covered in AeroSHARK barrel prices and that could be long before aviation skin. The two companies believe the predicted savings activity recovers. According to Eurocontrol, even with have also been validated using software developed by the vaccination programmes this year, airline flights in Lufthansa Technik for fuel consumption analyses. The Europe are not expected to return to pre-pandemic software is expected to be able to demonstrate that levels until 2024. By that year, the forthcoming a wide variety of different aircraft modifications with International Civil Aviation Organization’s carbon riblets can deliver savings based on its comprehensive emissions trading scheme should be in place. Before data. Lufthansa said that it is exploring other drag- the pandemic struck its pilot phase was expected to reducing surface technology ideas and that the airline be implemented worldwide this year and next year. would communicate about these ‘at a later stage ‘. With these challenges in mind, the 2022 Lufthansa target date seems apt. Lufthansa’s 10 Boeing 777 Special skins can be a drag Freighters will have the technology applied to the fuselage and wing. Imperial College London’s Experimental Fluid Mechanics Professor, Jonathan Morrison, explained Flying with sharks that special skins can increase the mass and the weight they add can counter the reduced drag’s While the airline has announced a goal of its freighter fuel gains. He sees more effective double-digit fleet being improved with this technology from 2022, improvement technologies ahead and points to the that is dependent on a European Union Aviation Smartwing design project undertaken between Safety Agency (EASA) supplementary type certificate Imperial and France’s Institut de Mécanique des A SHARK’S SKIN (STC). EASA must approve the STC for the drag- Fluides de Toulouse and the Laboratoire Plasma et IS A MATRIX reducing skin for the 777F. Called AeroSHARK, the Conversion d’Energie a few years ago. One drag- OF TINY, HARD, surface film technology developed by BASF and reducing technology it examined was vibrating the CURVED TOOTH- Lufthansa mimics a shark’s skin. A shark’s skin is a trailing edge of the wing to reduce turbulence in the matrix of tiny, hard, curved tooth-like structures called wake. This was found to reduce the wake’s drag and, LIKE STRUCTURES dermal denticles or placoid scales which decrease as well as greater fuel efficiency, it reduced noise too. CALLED DERMAL drag. The artificial version of this is called riblets and At about the same time an EU project, FutureWings, DENTICLES was demonstrated in the 1980s but never used which finished in 2015, studied piezoelectric OR PLACOID commercially. Forty years on, the technology is still actuators to subtly alter the geometry of a wing SCALES WHICH being developed for aviation although it has had a to increase its aerodynamic efficiency. Whether DECREASE DRAG. range of societal uses, including athletes’ swimsuits. passive, like a riblet, or active like an actuator, there The German Aerospace Center states in its 2020 are fundamental economic forces on the horizon, as THE ARTIFICIAL Zero-Emission Aviation white paper that riblets are a powerful as drag itself, that will propel aircraft design VERSION OF key technology for emission-free aviation. In the Dutch into adopting these and other technologies to make THIS IS CALLED Aerospace Laboratory’s Destination 2050 – A route to flight smoother. RIBLETS

JULY 2021 11 Transmission

LETTERS AND ONLINE @aerosociety i Find us on LinkedIn f Find us on Facebook www.aerosociety.com

Are flying taxis yet a practical proposition? Time for a national UK

Autonomous Flight space mission? With regard to the done so. Parachutes require Autonomous Flight Y6S Plus an appreciable loss of altitude It was refreshing to read your eVTOL design, featured in to open so they will be of no thoughts about a national the January 2021 issue both value for emergencies during UK space mission in the on the front cover and in take-off or landing when latest RAeS email newletter. (1) Blueprint the three double- most accidents occur. There I quite agree that the UK rotor layout for the concept is a clear lack of a study of should pursue an ambitious provides far less redundancy the systems needed to allow project that will make other than is implied. If any motor flying cars to operate safely spacefaring nations sit up and or propeller failed, one motor before beginning detailed take notice while helping to in each of the other two design – including safety keep British brains on British installations would need to be requirements for flying over soil. I suggest that the RAeS shut down to maintain control Autonomous Flight’s Y6S Plus eVTOL design. densely populated areas and takes the initiative and gets or every motor would need the size of clear areas needed the ball rolling by issuing to be designed to operate at forward motion with a ski-jump helicopter rotor during take-off for take-off and landing, as a call for ideas for such a only half its rated capacity so to help. When they land, the or landing because of the well as possible restrictions mission. You could establish that the remaining engine in fuel will have been consumed, blast of air needed to create related to flying in inclement a few simple ground rules for the pod that had the failure reducing the weight. Jet the lift. The modern flying weather or autonomously. submissions that you would could be boosted to full transport aircraft need to dump cars proposed have much There will probably need to then publish after a selection power. This is an enormous fuel to reduce weight if they smaller rotor areas so the air be quick-release mountings process and then use the penalty to be overcome. Also, have an unplanned landing. must be blasted down at a for discharged batteries to considerable array of RAeS each forward engine pair is Electric aircraft will not be able far higher speed. The notion be exchanged for charged contacts throughout the mounted at the end of a long to dump batteries after they that a flying car could drop batteries, as with propane gas UK aerospace industry and small pole, inviting uncontrolled have been discharged so the off and take-off in front of a tanks, to avoid congestion at academia to drum up interest whirling vibrations. The landing landing weight is the same as store or house is absurd. Only refill stations if the batteries in, say, three Pre-Phase A gear shown implies vertical for take-off. Their landing gear the tops of buildings could were recharged in-situ instead. feasibility studies of different lift-off and landing. This, and will need to be as strong and serve as take-off and landing Maybe the RAeS could missions with hovering, is the condition of heavy as the undercarriages sites. If a flying car in a city sponsor a competition to a total budget for all three maximum power requirement on naval aircraft that land zone had engine failure or a establish what it would take of £1 million. It should for standard helicopters on aircraft carriers which will loss of control, it would crash to make an air taxis network be possible to find that which rely on autorotation decrease their payloads. onto cars or pedestrians viable or prove once and for all relatively small amount from for emergency landings after There are some universal with an unacceptable loss of that they aren’t? somewhere in the UK. engine failure. The Hawker limitations on all flying cars. life. The safety regulations Harrier can hover but not It is known that one does would kill this concept if Dr John Hart-Smith, FTSE David Nixon PhD FRAS for long. It now takes off by not stand under or near a economics had not already FRAeS FRAeS Bristol Siddeley wind tunnel and the Kestrel/Harrier A question of balance

Brian Riddle’s fascinating Coventry Universiity May I bring to your attention Winds of change article on a question of balance in the 150 years of wind tunnels(2) commentary on the recent might also have included Gaza conflict, wherein the a low speed unit at Bristol final statement observes Siddeley Engines’ test site that one group of people i at Ansty, near Coventry. As died but that the other group a third year Engineering of people were killed(3). The Cadet in 1963, I spent part author may well have given Adventure and progress of my summer vacation consideration to this bias industry experience assisting in moral equivalence, since Rebecca Lougheed [On in the development testing Ex RAF Harrier used for training engineers at Coventry University. visible editing is still apparent Chris Male in New Members of an inflatable lip for the in the sentence’s construction. Spotlight(4)] I love this – valves. Unrelated to the wind times in the early years of my Pegasus engine air intake Nevertheless, I put it to you ‘I hope what I help to produce tunnel, I also witnessed on the aviation industry career. It is for the P1127/Kestrel/ that a morally unacceptable informs the readership but also same Ansty site, development also most appropriate that a Harrier aircraft. The aim was statement has been made inspires younger members to testing of Plenum Chamber retired RAF Harrier should to create laminar airflow in and I categorically rebut and take aviation forwards to the Burning (PCB) in the rotating now be housed in Coventry the intake, when maximum reject it. next chapter.’ Aviation is all engine exhaust nozzles University’s aeronautical power was required for about adventure and progress, for the P.1154 supersonic research facility, from where I vertical take-off at zero Name withheld by request development and connections. derivative. I clearly recall graduated back in 1964. forward speed. I believe it briefly meeting Sir Sydney was eventually replaced with Camm when he came to Michael Cuming CEng conventional suction relief assess progress. Heady MRAeS

12 AEROSPACE Essential Journal Zero-carbon balloons Name that helicopter! Mozart Azevedo Portilho Charles Luffman [On Pinheiro [On the new June RAeS webinar: Introducing edition of The Aeronautical ATI FlyZero(5)] For a Journal] Thank you for the society that, at the turn of prestigious newspaper’s the century, removed the post, with essential content balloon from its emblem on the issue of atmospheric representing aircraft that emissions. are zero-carbon emission types and the first to fly, this Need for space resolve indeed is rich! It was shortly 727 pollution clean-up afterwards that I gave up @kilo_delta_papa [On low membership, especially as Jonny Bell [On Does level flight in OSRL 727(8)] there were sub-groups for Britain need a national space I was very fortunate to have all other aircraft and their With Leonardo proposing its AW149 to replace the 50-year mission?] As a young English seen this at Farnborough. technologies – except for old Puma in RAF service, there were plenty of suggestions of engineer, I would love to What puzzled people the most buoyant-aircraft (balloons, what it should be called, if it is selected. see a British space mission. was that chemtrail planes aerostats and airships). You However, unless you move to were supposed to be secret. @JamesFe20066451 @SkippyBing I had a the US, it seems like a difficult- should be ashamed! Westland Wolf, Wolverine, look around one in 2015. to-access industry. I’ve always Whirlwind, Wyvern, Warrior... Compared to what it’d be looked up to the US and @crp_uk Aaah yes. Reminds or Cheetah, Panther... replacing, it’s like going from a NASA and now SpaceX. me of the time we managed black and white portable telly Learn with Aeroversity to get one to do an approach straight to a 60” 4k flatscreen. at one of the Duxford air @GreyForest2 Dire Wolf? Not so sure how it compares Abhishek Dabas Either Adele Gammarano [On shows (2014). I reckon one or to what else is available but we can be the change that RAeS Aeroversity learning two drivers on the M11 got a they all seem fairly evenly we want to see or we can management system(6)] Royal surprise that afternoon! @mevsie Meerkat. Has a matched. I do wonder how turn around and don’t look at Aeronautical Society, you pointy nose. flexible the MoD are willing to what is not there. Otherwise, never cease to amaze me. be, considering the timeline all we are left with is personal Thank you! CFM open rotor they’re working to, ie, if it’s not unaccountability. Spectators @GbhvfRon The Leonardo on the options list, is there the @rutherdan [GE Aviation have no space in space – only Leopard has a certain ring to time and money to add it or and Safran announce RISE go-getters. So, let us make it it. We need to know what’s just accept the shortfall? Open Rotor project(9)] Hmmm, happen! required and what it can/can’t no noise shielding. do. There’ll be additional role Tim Robinson wins Aerospace Media Award equipment (defensive aids, @clark_aviation It doesn’t comms, particle separators, look big enough inside to @FerpeT The hybrid-electric weapon fit, armour, datalinks, replace the Puma. The seating part is greenwashing B-S, the troop weapons and kit, etc). seems wrong for troop rest is real. Then the customer will want insertions too but it does look growth margins and tough comfy! Cockpit evolution environmental conditions.

@AviationVincent [On Are manual flying skills in decline?] Supersonic high flyers @HolieMattJ Aerion’s AS2 AEROSPACE Editor-in-Chief Tim Robinson FRAeS has won It’s a problem. The design of business jet was more realistic the 2021 Aerospace Media Award for Best Commercial cockpits hasn’t evolved as @dave_jonesy [On United and had an order commitment Aviation submission for his article Airbus spearheads zero- much as it should. We keep places pre-orders for Boom from NetJets and still just carbon Moonshot which appeared in the November edition of trying to reproduce a decades- supersonic airliners] Just what folded, so yeah, not holding (7) AEROSPACE . Normally held during the week of the Paris old concept with the very the world needs, supersonic my breath. Air Show, which was cancelled this year due to Covid-19, the latest tech. UAM may change travel for the elites, peak awards were announced at a virtual ceremony on 17 June. that but we’ve yet to see. bonkers.

1. AEROSPACE, January 2021, p 4, Blueprint 2. AEROSPACE, March 2021, p 14, Winds of change 3. AEROSPACE, June 2021, Radome, p 7 4. AEROSPACE, June 2021, p 54, New Member Spotlight 5. https://www.youtube.com/watch?v=C-7K12dZJ3o 6. https://www.aerosociety.com/membership-accreditation/professional-development/aeroversity/ 7. https://www.aerosociety.com/news/airbus-spearheads-european-moonshot-for-zero-carbon-aviation/ 8. https://www.aerosociety.com/news/slick-work-at-low-level/ 9. AEROSPACE, July 2021, p 4, Blueprint

@aerosociety i linkedin.com/raes f facebook.com/raes www.aerosociety.com JULY 2021 13 DEFENCE Artificial Intelligence and air combat Welcome to the future of air combat MoD/Crown copyright

Does AI beating a human fighter pilot in a simulated dogfight mean that the era of humans in air combat is over? EDWARD HUNT dissects recent tests and offers analysis of one of the major trends in military The future contested EW aviation today – the growing role of AI and autonomous systems. battlespace and t is a truth universally acknowledged that with rapid calculation: a chess computer with a the requirement computer game AI (artificial intelligence) is strong CPU can determine thousands of potential not to overload terrible. This is a complaint most commonly permutations from the current board but would be observed when it has just beaten you. In flummoxed by the question: ‘Why are we playing?’ human pilots the world of PC flight sims – DCS World or This may seem irrelevant when considering a controlling ‘Loyal IIL-2 Great Battles, for example – the AI entities specific task (specifically that of having agreed to Wingman’ will have often been disparaged by human players as play chess) but in the wider field of AI in defence drive increasing both inferior in general but unfairly advantaged in – particularly when the launching of weapons is specificities: it mirrors in many ways Vladimir Putin’s concerned – it becomes less of a simple matter. autonomy in view of the world outside of Russia. Perspectives Warfare is as much psychological as physical: to systems like the on AI tend to be split somewhere between worry your enemy, to confuse or deter, might be UK’s LANCA it becoming a core concern of our essential as important as any kind of physical destruction. humanity or the benign partnership to aid our Humans have spent millennia developing this endeavours. In the sphere of defence aerospace, sense of how to manage relations between a most recent example arose with the US Defense opposing groups of social monkeys. Can this be Advanced Research Projects Agency (DARPA)’s programmed? As Daniel Craig’s Bond mused to AlphaDogfight programme and thus an interesting ‘Q’ (regarding actual operations in the field vs debate began. software-based cyber-war contests): “Every now and then a trigger has to be pulled – or not pulled. What is AI? It’s hard to know which in your pyjamas”. Thus was neatly encapsulated the unresolved dilemma There is no commonly agreed definition of between the experienced human operator in the ‘intelligence’. Most know what it means in general moment and the software programmer anticipating but the exact characteristics are difficult to scenarios from afar – or, in our case, the software capture. ‘AI’ in computing terms is often confused programmer’s pet AI.

14 AEROSPACE Background Before moving on to the wider implications, it is worth remembering that top-tier air forces still Thanks to the endless transparency of the US stress this kind of encounter – termed basic fighter military – for which they are rarely praised but manoeuvring (BFM) – as a key part of their syllabus. often vilified – we know a lot about the DARPA Not only is it a lot of fun but it instils confidence in 2020 AI test programme. An AI programme from the pilot that control of their aircraft can become the company Heron Systems was pitted – and this instinctive and that their brain – the intelligence – should be emphasised – in a virtual 1vs1, guns- can focus on the far more taxing problems of the only engagement against an experienced modern battlefield. It requires that the pilot surpasses F-16 weapons instructor. The a purely physical sense of an aircraft’s energy state AI scored five convincing and merely factors this in to far more important shots/victories without calculations concerning how to manage the human-piloted complex knowns, threatening equivalent being known-unknowns and highly able to bring guns to likely unknown-unknowns bear in a meaningful that comprise high-tempo manner. This was operations. Skilled BFM is considered, therefore, undertaken using the not an end in itself but as a tool to shape an JSBSim, not a generally USAF outcome within a far more confusing and dynamic available product but which is environment. likely the equal of Eagle Dynamic’s A USAF F-16. DCS series in terms of its flight modelling. That Computer beats human in F-16: Heron Systems – a small AI company – was Round 2 – Orient selected over such leviathans as Lockheed Martin is a tremendous accomplishment but what was the Several YouTube videos exist of the engagement with point of the test and what was it actually trying to third party analysis. Though extremely interesting demonstrate? and illuminating, these are not the focus of this article. What the encounters do reveal, though, is Computer beats human in F-16: the highly structured nature of the test. One critical Round 1 – Observe consideration is that – being virtual and equal – the AI had perfect and precise knowledge of its Significant responses followed the publicised opponent’s location at all times. This understanding outcome but not all were terribly helpful. There – termed ‘situational was a tendency – particularly among general awareness’ – would commentary – to confuse not have been possible ‘test’ with ‘prove’, as in: this had the same AI being flying ‘proved’ something about AI an actual aircraft that lacked perfect versus human pilots. It did not, spherical and high-fidelity vision, as well as nor was that the intention. The Boeing instantaneous calculation on relative angles, experiment was to demonstrate – to test – what an energy states and similar information concerning its AI could accomplish at this stage. One key element human opponent. Not only is this a huge advantage of any test – hammered into teenagers during early First flight of Boeing’s to the AI programme (as the old saying goes: ‘lose science lessons – is to reduce the variables so that ATS (Airpower Teaming sight, lose the fight’) but, added to the ‘guns-only’ any outcomes can be understood and digested System) a long-range nature of the engagement, it also precluded the without worry over which inputs might have been of ‘Loyal Wingman’ UCAV human pilot from using a wider bag of weapons and developed in partnership principal cause. with the Royal Australian systems tricks. In short, the AI was not concerned With this entirely justifiable approach, the test Air Force. about anything more than the next 5-10 seconds of was conducted under the most basic of possible BFM. That is not only horrendously dangerous for scenarios: a single pair of aircraft approached actual aerial combat but it is almost a sure way to lose head-on (merged) at high-subsonic speeds and in a real scenario of multiple aircraft, threats weapons, a series of medium altitudes, at which point they sensors and varying engagement ranges. were free to manoeuvre. A victory was awarded to This is important with regard to the manner in the first one obtaining a ‘nose-pointing’ aspect on which the AI engaged and the conclusions as to the other within 3,000ft (roughly average effective possible impact on combat aircraft. Almost without gun-range). No missiles were included nor any exception, the human pilot went with trying to control radar, EO/IR systems or defensive aides. Neither the fight and manage the encounter, largely to avoid participant had a wingman, worried about other low-probability shots that cost energy. Instead, he threats, concerns over fuel, rules of engagement manoeuvred to negate his opponent and find a more or wider operational aspects. It was the classic – or favourable position. Meanwhile, the AI used its split- anachronistic – dogfight. second timing and God-like accuracy to prioritise any

JULY 2021 15 DEFENCE Artificial Intelligence and air combat DARPA

Heron Systems’ AI agent goes up against a Lockheed Martin AI agent in a AI vs AI test.

opportunity. This is not to say that the human pilot a broadside of several missiles, less so. For a swarm was unaggressive but, owing to both its (arguably of various AI-controlled aircraft engaged in a complex unrealistic) SA and laser-like aim, the AI often task, pretty much the opposite approach is needed. achieved its snapshot. But, to reiterate, that was neither the object of the test nor the lesson that should be drawn from the specific Computer beats human in iteration of the AI in question. F-16: Round 3 – Decide Computer beats human in Referring to the opening elements of F-16: Round 4 – Act this article, the test staged was indeed only a test. What might we draw from THE ONE YOU Where, then, might this go? At present this? The AI showed a clear strength there is no shortage of aerospace in manoeuvring its virtual aircraft – DON’T SEE AI projects. The more sensible within the artificial environment – and THAT GETS YOU’ assessments of the test have concluded clearly ‘understood’ how to achieve this MAY BECOME that the medium-term future for limited mission goal. While the above AS MUCH OF A programmes such as this are improved assessment has illustrated the caveats human-machine interface (HMI) and of such a specific scenario, even at HEADACHE TO improved autonomous vehicles. In this stage the same software would THE SOFTWARE the case of the former, an advanced be very useful for a UAV or missile. An PROGRAMMER version of the software tested could aircraft that used its limited on-board AS FOR THE be invaluable in an aerial encounter by sensors but, benefitting from a data- suggesting likely counter-efforts against link, had a limited task and was not PILOT FACING an opponent, based on information worried about its own survival is surely A ROBOTIC obtained over the course of a conflict. the next step for such a programme. OPPONENT Thus, it advises/reminds a pilot that an However, arguably the AI shown in this air defence radar tends to have poor test lacks some of the capabilities being radar coverage at a specific range or developed for the USAF’s Golden Horde and similar that a certain opposing fighter-radar combination swarming munitions programmes that ignore the is vulnerable to ‘notching’ (manoeuvring to reduce immediate route to target in favour of a calculated, their radar lock) at this specific point. Even within risk-minimising approach that ensures one of their the visual arena – which will include missiles – an AI number survives. During the dogfight AI prioritised that ‘gets’ BFM can trigger countermeasures or pilot ‘the moment’ and its own endeavours rather than alerts as it watches the rear hemisphere, calculating a wider mission. This is not to say that a developed relative energy states and position of friendly and version would not be more altruistic but, in terms of hostile aircraft. As a piece of software this could combat operations, such behaviour is not necessarily (though possibly with difficulty) be added to legacy that helpful. For the AI of a single missile, possibly. For aircraft, such as as the USAF’s new F-15EXs that

16 AEROSPACE DARPA

The winning AI takes an an experienced human F-16 pilot in DARPA ALPHADogfight simulated battle.

will supposedly receive an improved and AI-equipped failed to comprehend or ignored what their computers defensive aides suite (DAS) that learns, acts and were saying. Within the dynamic and uncertain advises as much as simply alerts. environment of warfare – with few real playbooks or The other obvious areas is the now familiar Loyal libraries – the benefits of AI for combat aircraft may Wingman. The chances of an operational AI fighter be undone by the fact that they themselves become engaging in actual BFM before 2040 – let alone victims of a clever, unconventional human (or human- 2030 – remains pretty low but the rapid progress AI team) opponent that ignores their OODA (observe, of Boeing Australia’s ATS suggests that more basic orient, decide, act) loop. Crews relying on the AI missions are on the horizon. The USAF has shown – possible unaware of it being misled – become an interest in air-to-air armed UCAVs to protect highly vulnerable. To use a simplified example, a crew aircraft, such as their AEW&C platforms. Such a unaware that its GPS was being jammed or distorted creature would not necessarily dogfight but would could easily be fooled into a serious error because have to manoeuvre so as to maximise its chances of they were used to relying on said system as accurate. defeating any opposition. That is possibly the tip of the AI-befuddlement iceberg and the more integrated the AI becomes, arguably the But again with the shortcomings more catastrophic its impediment might become. Clearly, the ‘I’ in ‘AI’ is supposed to prevent this A wider problem, though, remains unaddressed by this occurring but the promises of new hardware and test and possibly by other efforts currently under way. software rarely match all expectations. Concurrently, AI will relieve aircrew of some tasks and improve their virtually no new defence process, system or weapon efficiency in others. However, as noted above, warfare has remained dominant for long. There is always a is about deception, about forcing an error, about counter and some of the most difficult are those not knowing the correct second to deliver a punch. Unlike understood until a confrontation has actually begun. BFM, plotting a course around enemy radars or The last decade has seen a variety of state and non- protecting a crewed aircraft, these deeper techniques state actors circumvent top-level software security. delve into psychology. History is replete with victories It is not difficult to see an opponent understanding and defeats that were based on deliberate ruse or how the AI perceives the world and adjusting either accidental misinterpretation, with greater or lesser technology or doctrine accordingly. That is to be impact. AI will help remove some uncertainty and/ expected but it should be a further question over or assist with penetrating the fog of war. However, what this test – and other ‘AI’-based weapons – unless it is equipped with a supreme ability to learn demonstrated and what the short-term progress can and adapt, there is the serious possibility that the AI actually deliver. ‘It’s the one you don’t see that gets itself becomes a weakness. Under far less stressful you’ may become as much of a headache to the circumstances, there has been a spate of incidents or software programmer as for the pilot facing a robotic near misses with civil aircraft where crews misused, opponent.

AI and Autonomy, UAS Seminar 15 July 2020, Online, London

JULY 2021 17 AIR TRANSPORT Optimised operational efficiencies

Fly smarter, fly greener DAVID LEARMOUNT looks at ways in which ‘greener flying’ with highly fuel efficient flight profiles and optimised trajectories, is now set to be incorporated into airline operations and even pilot training. till seen as the environmental bad boy (UAM) business, starting out as a provider of air taxi of the global transportation business – services in metropolitan areas and urban peripheries whether justifiably or not – commercial where battery range limitations are not a problem. air transport is under more pressure than The trouble with claiming this electrically- ever before to reduce its global warming powered service as an aviation industry eco-success Simpact. Air travel’s environmentally-unfriendly is that electric vertical take-off and landing (eVTOL) reputation might haunt post-pandemic business, vehicles promise – mostly – to replace a small because passengers have had their air travel number of existing helicopter operations which habits forcibly interrupted for an extended period, have been confined to a niche marketplace by their and there is no guarantee they will return to pre- noise and vulnerability to power failure. The eVTOL pandemic travel behaviour when the Covid-19 risk operators may also hope to lay claim to a reduction recedes. in surface transport congestion and pollution but The industry cannot protect its image solely with sceptics will argue that such air taxi services will aid promises of future clean power units or developing only the wealthy few, at least in their early days. If and producing sustainable fuel products because the more optimistic claims predicting urban eVTOLs’ the benefits of these are not realisable in the wide popular usage are realised in reality, UAM will medium term, except perhaps at the level of general be an entirely new business, not a replacement. and business aviation. So what improvement opportunities remain for the airlines today? Ask most airline chief pilots Trailblazing UAM whether they work hard today to keep fuel burn to a minimum and they will tell you, in a tone indicating The first commercial aviation sector to go fully the question is something of an insult, that they electric is likely to be the new urban air mobility have been doing that for decades, which they have.

18 AEROSPACE However, the question remains, could they do more? did with what they might have done better. Jopson Some organisations are looking forensically at describes it as a diagnostic tool and explains that it operations with a view to improving their efficiency provides scores according to how close to ideal any which, if achieved, could leave a beneficial legacy given flight trajectory was. even after the arrival of clean power technology Meanwhile, Eurocontrol’s Aviation Intelligence across the industry. Two examples of this are UK Unit has just published a ‘think paper’, headlined air navigation service provider (ANSP) NATS, which ‘Flying the Perfect Green Flight’. Indeed, Eurocontrol is planning to redesign and improve the efficient use of airspace, and the European Union Aviation NATS Safety Agency’s (EASA) Aircrew Training Policy Group (ATPG), which proposes that pilots should be introduced – from the start of their training – to eco-flying techniques, so as to embed a knowledge- based culture of efficient flying.

Efficiency savings

Thus far, the ATPG idea – when presented to unsuspecting current aircrew – tends to elicit the same response as that of the chief pilot described above. However, if you talk to the head of the ATPG, former Ryanair head of training Captain Andy O’Shea, he says it is all about creating a mindset that results in the effortless, almost instinctive pursuit of efficiency, wherever it is to be found but not at the expense of safety. To make efficiency decisions, the argument goes, it is necessary to know what all the potential tools and techniques are. If pilots’ main source of expertise in this area is has calculated that, on an average European area NATS already has a real-time FLOSYS (Flight on-the-job learning from commanders whose only flight using current technology, 4,286kg of CO2 out source was the same, chances are that they could of some 16,632kg could be saved per flight just Optimisation System) to miss a trick or two and not even know they had by using what already exists to its best possible monitor the environmental efficiency of flights. missed them. advantage. The calculation includes the net benefit NATS’ Head of Sustainable Operations, Ian of airlines using a fuel mix containing 10% of Jopson, when asked what efficiency advice sustainably generated fuel. The latter, however, is not he would give to aircraft commanders in the happening now: the influential IAG Group of airlines commercial air transport industry, replied that they promises that it will use 10% of sustainable fuels as should free themselves (with the co-operation of standard by 2030. Achieving the ideal flight profile their operations departments) from an obsession depends not only on the performance of the pilots with precise published departure times and manage but of the ANSPs all along the route, and of the their departure time so as to achieve the most airports at both ends. The study provides a useful efficient flight profile that delivers them to their list of workable actions for airlines to check against destination precisely at the scheduled arrival time. their existing practices. That sounds so obvious that the average recipient Additionally, Aerion’s recently-cleared space- of this advice could, once again, end up feeling based global ADS-B surveillance system has insulted. now been integrated with Eurocontrol’s Network At present, says Jopson, many flights, using Manager Enhanced Traffic Flow Management schedules that have not been adjusted for today’s System (ETFMS), enabling the performance of conditions, are arriving early at destinations not traffic approaching the European FIRs from any ready to receive them efficiently. So, instead of being direction to be optimised for entry into the area. able to pitch straight into a continuous descent Eurocontrol’s Director General Eamonn Brennan approach to the runway, they end up holding, or says this has the potential to boost air traffic having to pursue an extended approach. Sometimes predictability and help with punctuality, improving this happens despite air traffic control’s use of arrival arrival efficiency and thus reducing emissions. phasing systems like AMAN (arrival manager) or EXMAN (extended AMAN). Trajectory efficiency NATS also uses a system for monitoring real flight profiles and comparing them with ideal NATS, meanwhile, has been taking advantage of trajectories. Called ‘3D Insight’, it enables controllers pandemic-induced significant traffic reductions, to review a duty session and compare what they working with commercial airline traffic over the North

JULY 2021 19 AIR TRANSPORT Optimised operational efficiencies

Atlantic (NAT), to test the feasibility of trajectory but, since early 2019 Shanwick and Gander have efficiency improvement measures. Pre-pandemic been benefitting from satellite-relayed aircraft traffic levels would not have permitted trials such as position reports with an approximately eight-second this. NATS’ Prestwick-based Scottish update rate. These position reports are Centre, home to the Shanwick sent automatically via aircraft-mounted Oceanic Area Control Centre (OACC), automatic dependent surveillance in partnership with the Gander OACC – broadcast (ADS-B) signals which in Canada, oversees the world’s provide the controllers with a radar-like busiest oceanic airspace. Traffic display of aircraft position and data. there is usually managed using ALTHOUGH The crews still report – using HF radio the Organised Track System (OTS) PILOTS MAY BE – crossing every 10º latitude. but, in early March this year, NATS INSTRUCTED IN The OTS system that transatlantic started using what it calls its ‘OTS Nil’ fliers have used for years is basically initiative. Basically, it abandoned use FUEL-SAVING a set of eastbound routes calculated of the OTS in favour of allowing the TECHNIQUES twice daily to take best advantage aircraft commanders to choose their ON COMMAND of the high level jet stream and a best routing and flight level across the COURSES, THAT corresponding set of westbound routes Shanwick oceanic flight information positioned to avoid the jet stream to region (FIR), and then to facilitate it. IS NOT THE SAME minimise headwinds. These routes are Overseeing this trial is Jacob AS ‘EMBEDDING’ calculated according to upper wind Young, NATS’ Manager Operational ECOLOGICALLY- forecasts and the met information they Performance and Oceanic Group FRIENDLY FLIGHT were based on is 14hr old by the time Supervisor. He explained that OTS Nil aircraft use the tracks. If crews can operations had been ready for use on OPERATIONS IN plot their own courses and flight level, The world’s 1 March but actually were used for YOUNG PILOTS’ they can take advantage of real-time the first time on 9 March and, by mid- weather information, potentially saving busiest oceanic DNA FROM THEIR April, there had been ‘nine or ten days’ EARLY TRAINING fuel and time. So far, although NATS is airspace used on which the Shanwick OACC did not gathering comparative data, it does not to be managed offer an OTS Nil service. have sufficient quantities yet results. using the This is all very new, Young admits, and the trial Young says that NATS itself does not make is intended to find out if its implementation brings any gains through OTS Nil, so it is entirely up to Organised Track sufficient benefits – without any downsides – to the airlines if they want to take advantage of the System (OTS) make OTS Nil worth deploying in the long term. greater flexibility the new system provides. Crew before switching He says that, so far, there have been absolutely feedback has been ‘very positive’ so far, he says, but no snags, aircraft crews had no problem operating if airlines want to use it as standard in the future, to the ‘OTS Nil’ the new system, and there was only a very small they will have to work closely with the ANSP, and initiative workload increase for the Shanwick controllers, with the International Civil Aviation Organization, mainly resulting from simple lack of familiarity. about how best to do it. For example, says Young, Surveillance can be purely procedural, he explains the initial flight level allocation scheme would need reorganisation, and at present Gander and other

NATS neighbouring oceanic ANSPs are not offering OTS Nil. However, Young is confident, commenting: “We will make this happen in the future if airlines want it”.

Pilot preparation

On pilot eco-training, EASA’s ATPG has produced an advisory paper that takes – as its starting point – the fact that there is no mention anywhere in training syllabi of preparing pilots to operate in an environmentally-friendly manner. Entitled Environmental Awareness Training for Pilots, the paper points out how incongruous this looks when trade bodies like the International Air Transport Association have, for several years, publicly acknowledged that the industry must strive toward environmental sustainability in the face of accelerating public concern about global warming. The chief authors of the report – Marina Efthymiou, Assistant Professor in Aviation

20 AEROSPACE Pipistrel

The ultimate in green flying training? In February 2021 Green Aerolease placed an order for 50 all-electric Pipistrel Velis Electros with the aim of leasing them to pilot training schools. The Danish Air Force is also to trial the Electro as a zero- emission primary trainer.

Management at Dublin City University, and ATPG change, embedding objectives in already-adopted chairman Captain Andy O’Shea – point out that, safety instruction concepts like threat and error although pilots may be instructed in fuel-saving management (TEM) and competency frameworks. techniques on command courses, that is not the He suggests that ‘by recording objective observable same as ‘embedding ecologically-friendly flight behaviour (OB) and TEM outcome data on how operations in young pilots’ DNA from their early recurrent pilots manage environmental scenarios, training.’ Efthymiou and O’Shea argue that, if EASA powerful insights can be generated to help drive a was to accept the paper’s argument and develop feedback loop into initial type rating training.’ appropriate changes, standardising this approach At the same time, the group is working with the to pilot training – and ATCO training also – it Netherlands Aerospace Centre (NLR) on a start-up would have the potential to influence a way of zero-emission PPL school and working out how its thinking, and thus to benefit operational behaviour. environmental paper and ‘test-driven development’ Efthymiou adds that fuel management training concept for rule making and programme design at airline level is not standardised, neither are its could help them to build an innovative, efficient and results measured. “The purpose here,” she explains, quality training programme using electric aircraft. “is sustainability, not saving fuel costs.’ The group In its conclusions, the ATPG study calls upon points out that the new generation of pilot trainees EASA to ‘launch a rule-making task to modify or are certain to be more accepting of an increased create a new implementing rule or acceptable emphasis on sustainable flying than previous means of compliance to achieve these goals.’ generations. Meanwhile, at a time when airlines are The advisory paper comments: ‘Traditionally spending some of their public relations budget on the management of these three decision-based campaigns to persuade travellers how ecologically functions (fuel, time, noise) has mostly been aware they are and are offering opportunities for considered as solely within the remit of the pilot- passengers to purchase carbon offsets for their in-command.’ Now, says the study, the proposed travel, appearances as well as substance matter. incorporation of environmental awareness Passenger environmental sensitivity is of particular into all pilot training is intended to ‘encourage concern in a post-pandemic world, because good behaviour through early, attitude-forming passengers’ flying habits have been severely education, thereby contributing to the improved disrupted for an extended period and there is a environmentally aware performance of all pilots.’ risk that they may have been changed for good. At the same time, movements like ‘Flygskam’ (Flight Rebalancing training Shaming) are competing for passengers’ attention. Thus, being able to claim – truthfully – that ‘this ATPG leader Andy O’Shea believes that adopting airline’s pilots are trained to care about our skies’ this proposal need only entail a ‘rebalancing’ just might prove a brand – or even an industry – of existing training programmes, not radical marketing advantage.

Cutting Aviation’s Climate Change Impact, RAeS Conference 19-20 October 2021, RAeS HQ/Virtual, London

JULY 2021 21 AIR TRANSPORT Airbus A321XLR development

Extra long-range, extra near future Already a single-aisle sales success, the Airbus A321 is set to power further ahead with the longer-range XLR version, now under development. JOHN WALTON reports.

n its three decades of service, Airbus’ A321 modifications to it.” The principal changes are the has evolved from a niche higher-density short- rear centre fuel tank, located just aft of the wing haul hopper to its latest form: the A321XLR centre box, and increasing the maximum take-off version of the A321neo, the largest, longest- weight. range and most capable version of Airbus’ “Putting all of this together,” Da Costa explains, Imost successful aircraft family. “gives you the capability for the A321XLR to fly up At present, more than 420 A321XLR – that’s to 4,700nm, which is roughly speaking ten hours.” for ‘extra long-range’ — are on the order books. That would be roughly the equivalent distance of That is roughly as many A350s as Airbus has built Beijing to London, Perth, Addis Ababa or Vancouver. and that number is due to rise, especially as airlines A late-model standard A321ceo, the current seek flexibility in their fleeting and operations in the engine option version with range-increasing sharklet Covid-19 context. winglets, can fly 3,200nm (roughly London to AEROSPACE sat down with Antonio Da Costa, Dubai), while some earlier models maxed out at Airbus’ Head of Single-Aisle Marketing, for the latest around 2,300nm (London to Baku). on the aircraft’s prospects. “First and foremost,” Da It is a big range boost for an aircraft that was, Costa begins as he sets the scene, “the A321 XLR prior to the neo generation, and even more so prior is a fully-fledged member of the A321 family, which to the sharklet era that started in 2012, a higher is itself a fully-fledged member of the A320 family.” density, shorter-range workhorse. Introduced in At its most basic level, he explains, the 1994, some six years after the original A320, the A321XLR is “no more than taking a regular A321 allowed airlines already operating the smaller A321neo and doing some small but significant A320 to flexibly size up to the larger A321.

22 AEROSPACE Airbus The A321neo’s immediate predecessor, the what is eventually delivered. It revolves around the way A321ceo, enjoyed moderate success, particularly that airline orders are bought, paid and accounted for, in its later years as range — and airline passenger and the marginal cost (or lack thereof) of producing capacity demand – increased, eventually selling 1,791 aircraft. models compared with 4,770 of the smaller A320ceo To perhaps oversimplify, if Ruritanian Airways puts and 1,486 of the shortened A319ceo. in a firm order for 50 A320neos, it pays a lower price For the neo generation, however, the larger for the smaller and cheaper aircraft than it would for A321neo models are substantially more popular, with 50 A321neos, both on signing and on delivery. Cost 3,448 orders compared with 3,852 for the A320neo structures are more complicated than that, so this is (and just 72 for the A319neo). Indeed, given a something of a simplification. number of factors, it would not be surprising if, at While Airbus no longer publishes list prices, the end of the A320neo family’s production run, the its last list in 2018 had the A320neo at $110.6m A321neo outsold its smaller sibling. and the A321neo at $129.5m, so the difference is More than 500 A321neos have already been not insignificant even before getting into the more delivered and its latest version, the A321XLR, is complex and more expensive A321LR and A321XLR being built right now. “We’ve had the first components, family members. especially on the rear central tank, manufactured and Airbus, for its part, has a certain number of delivered to us in the summer of 2020,” Da Costa slots for A320 family aircraft on its production lines, says. “We’re now proceeding with the assembly of the whether that is an A319neo or an A321XLR, so the major components. In terms of the overall milestones, marginal cost to the manufacturer of producing a we will then be producing the aircraft, testing it and larger aircraft is, materially, in the cost of components. delivering it – for delivery in 2023.” Airbus is thus happy to have airlines upgrading to As for the A321XLR sub-variant of the neo, “order larger aircraft, even until relatively late on in the book wise,” explains Da Costa, “it’s part of the A320 process. family first and foremost, of which we have 5,700 So, if Ruritanian Airways (or indeed Ruritania Air orders still on backlog out of nearly 15,500 orders in Leasing) wants to minimise its outlay on signing, it total. And, of these, we have over 420 orders for the might order 50 A320neos but later decide to take XLR with over 20 customers.” 25 of those as A321XLRs, and only have to pay the difference at a later date. Upsizing your order “Some customers have indeed engaged with new orders; some are upsells from existing orders,” However, there is another factor at play too and it may Da Costa confirms. “Some people are interested in mean that the order numbers for the A321neo –and converting some of their orders from whatever aircraft indeed the A321XLR – may be soft compared with type they had to an XLR and that’s the beauty of Airbus A321XLR range around Anchorage London Vancouver London Urumqi Tulsa Memphis Delhi Miami Mumbai Punta Cana

Dar Es Salaam Salvador

A321XLR (4700nm)

JULY 2021 23 Airbus A321XLR Physical Mock- Up (PMU) for the Nose Fuselage and Forward (NFF) It in St Nazaire. is based on a standard A321 fuselage from the production line. The answer to that question? “The A321LR, From the outside, it is hard to distinguish any “The majority of the aircraft is exactly the same This high commonality makes it low-risk for Low-risk manufacturing has been a point of passenger demand to fill a widebody. The next largestpassenger demand to fill a widebody. The aircraft in the portfolio today is the A321. Hence to gothe question of ‘what can we do with this size further?’” which was already giving the transatlantic capability to the A321 to go 4,000 nautical miles,” Da Costa oursays. “This only further excited the interest of certainlycustomers, saying ‘this is great, and we would orlike to go even further on the transatlantic routes, Asia.’” even further across Asia, or from Europe into changes from the A321neo in the high-commonality tank,A321XLR variant. The 12,900l rear centre electronic rudder system, optimised trailing edge flap, centre wing box, new fuel lines and hydraulics, larger wastewater tank, single-slotted inboard flap and upgraded maximum take-off weight (MTOW) landing gear are either entirely internal or by no means the kind of visible generational leap like the sharklets or indeed the 737 MAX’s split winglets. as the stock neo,” Da Costa says, “which is great because it gives that flexibility to customers: if they want to operate long haul they can; if they want to operate short haul they can as well.” manufacturing, particularly compared with, say, a further stretch to the aircraft (though an A322neo would not be beyond the realms of possibility) or a new composite wing. principle for the programme. Even the most visible cabin enabler for the XLR, the revised door layout that the airframer calls Airbus Cabin Flex, debuted on an earlier A321neo.

Da Costa

AIR TRANSPORT Airbus A321XLR development These had previously been served with the In the long-haul world, Da Costa summarises: Yet, even before Covid-19 threw airline

having a family of aircraft: we can offer that possibilityhaving a family of aircraft: we can offer that to our customers.” As the 757 flew off into the sunset, airlines wanted their MoM Until the Covid-19 crisis, the hot topic in aviation was the set of missions known as the middle of the market or ‘MoM’: the edge cases between medium and long- haul, which do not quite need the capacity and range of a 787 or A330, but could not quite be served by a standard A321neo or 737 MAX. Boeing 757-200. However, with the 757 line dismantled as the 787 was produced, the remaining suitable airframes ageing substantially — and no 757 replacement produced by Boeing despite a number of concepts and proposals – the gap in the market became more pronounced. “there are routes which are not quite suited for widebodies, because simply there’s not enough says of the flexibility between models. “These fororders that they’re putting in are sometimes spansover 100 aircraft, with a delivery flow that several years. You can’t expect the environment it isto be the same ten years from now as what offertoday. Therefore, it is important for us to arethat flexibility to our customers: that they findallowed to change their mind, and we can solutions that are suited for a changing business environment.” planning and strategy into disarray, “the trueplanning and strategy into disarray, “the ourvalue it brings is that we understand that customers’ environment changes,” AEROSPACE AEROSPACE 24 a variety of demonstrators and pathfinders, both both a varietyofdemonstrators andpathfinders, programme with Airbus isde-risking theA321XLR keep thelinesrolling Airbus isusingnew techniques to market demandjustifyingit.” final assemblylineselsewhere should therebe notes,“optionsofconsidering Costa there are,Da which isthecompany’s Hamburg specialty. final assemblylinefinishingpostforcabincompletion, might beontakingoversomeofthisspaceasapost- with theA380programmeending,soasmartbet production deadlines. when businessclassseatsmisscertificationand one thathasresultedindelaysthepast,especially bells norwhistles,isacomplicatedendeavour. Itis compared with239basicslimlineseatsneither wi-fi, standards, AC outlets,orwireless),andon-board USB entertainment systems,power(viaeitherorboth and adozenpremiumeconomyseats,plusin-flight cabins. Installing,say, adozenbusinessclassseats completion side,particularlyaroundthemorecomplex same oneasanyotherA321inHamburg.” notes, “butthefinalassemblylineitselfwillbe assemblies inaspecialwayforthefirstaircraft,”he fuel tankintoplace. event that,say, there’s anissuewithgettingthenew the high-volumeA320familylineisn’tdisruptedin assembly hangar, alreadysub-assembled,meansthat they gettothefinalline.Rollingtheminto materially different toyouraverageA321neobefore thatare bring togetherkeypartsoftheA321XLR separately.” call themajorcomponentassembliesofXLR a dedicatedhangartostartdealingwithwhatwe says.“We’veCosta assembled,” Da evensetaside that’sA321XLR: XLRs willbe wherethefirst hold-ups offthelineiscritical. arena,keeping but, inthehigh-volumenarrowbody world hiccups aredifficultenoughinthewidebody catastrophic intermsofproduction.Assemblyline – theconsequenceswereproblematicratherthan around theAirbusCabinFlex door layoutinparticular there wereissuesinsomeareas–wiring improvement, thathasservedAirbuswellsofar. While strategy, withitscontinuousanditerative cabin willfirstflywithJetBluelaterthisyear. while theremainderofredesignedAirspace arrived onAmericanAirlines’firstA321neoin2019, Internally, overheadbinsfromFACC thelargerXL Iterative development While eyesareonHamburgatpresent, allXLR Airbus isnotexactly lacking inspaceHamburg There arenodetailsyet,however, onthe “We aredealingwiththesecomponents’ In essence,theselargercomponentassemblies “Our primaryassemblylineisinHamburgforthe It isthissortof‘littlebang’industrialisation mock-up. pipes inaA321XLR Underfloor cablesand

Airbus elements meansthatitcanbeusedforeither. However, inthecabinsharedAirspace XLR mode. demonstrator isbeingconfiguredinfull example.the A321XLR) Belowthecabinfloor, the thatLR modelandthe‘Standard-009’(for for both the productionlinetoturnitintodemonstrator the A321LR) centreandaftfuselagesectionoff meanwhile, involvedpullinga‘Standard-008’(for interfaces.” airframe, systemsandcabintoconfirmtheindustrial opportunity tobringallmodificationstogetherfrom cabin comfort.The physicalmock-up givesusthe loads andalsoonthenewsystemsimprovementfor the XLR’s structurereinforcementduetothedifferent airframe leaderMartinSchnoor, “wearefocusedon respectively. have beeninstalledinHamburgandSaintNazaire fuselage andnoseforwardsections forthecentreandaft Accelerators, orPISAs, turning thatmodelintoreality. up oradditive/3Dprintingparts,alsoassistedin demonstrators, whethertheclassicalwoodenmock- to modeltheaircraftinthreedimensions.Physical digital data,includingvirtualandaugmentedreality, digital andphysical.This started withamixtureof3D Hamburg’s centreandaftfuselagemock-up, saysA321XLR For theforwardsectionPISA, Most recently, thefull-sizePre-Industrial System JULY 2021 25 This mock-up is “focusing on the XLR’s major XLR’s is “focusing on the mock-up This says Hauke Delmas, Head of Single- More widely, “Of course,” Delmas concludes, “it also makes Airbus is also using demonstrators Moreover, To solve this problem – and indeed the problem To doors two ahead of the wing with replaces This Antonio Da “By doing so,” explains Costa, “we are components, including the rear-centre-tankcomponents, the extended water tank integration, integration, hydraulic system,”fuel system and the modified of “Here, we take full advantage explains. Schnoor to physical mock-up of the rear fuselage the proximity to provide production operatorthe final assembly line into the first serial producedtraining before they go aircraft.” Aisle XLR, help equipping “all these demonstrators activities, workflows andus to observe the systems, real conditions at an earlypremises under holistic demonstrators, The stage before start of production. training and VR/ARalong with classroom training, andwill be an integral part of our employee training onboarding provide a protected in the future. They It is thusspace for learning and further development. possible to learn from mistakes on the mock-ups without endangering production or safety.” sense from a business point of view to decouple ongoing production from design changes, ofmodifications, new installations and the training new employees.” andfor customer support and maintenance, repair theoverhaul teams in order to enable them to create and repair documentation that will be used technical by operators when the aircraft are in service. Scores on the doors: Airbus’ Cabin Scores on the doors: Airbus’ Flex options four pairs it offered the A321neo first flew, When aheadof doors: one at the front of the aircraft, one of the wing, one behind it and one at the rear of the fuselage. In some cases, this led to cabin exit spacing inefficiencies where emergency rows were requirements meant extra-legroom to the door were installed or seats immediately next omitted from the layout. of the 757 where operators were able to choose between multiple door configurations at the time of did not necessarily reflect the priorities that purchase of the aircraft in later use – especially in the context long-haul cabins of higher-comfort, lower-density, capacity would be required, the where not all the exit system was devised. Airbus Cabin Flex Doors three are moved two smaller overwing exits. four frames rearwards and a selection of these doors can be deactivated at the time of cabin configuration to allow for cabin optimisation. allows customers to either freeing cabin space, which level of comfort to their passengers a higher offer to see on the XLR being what we expect is – which flown long-haul routes with 2, 3 or 4 class layouts

Airbus Airbus Airbus

AIR TRANSPORT Airbus A321XLR development

AEROSPACE AEROSPACE A blend of physical and virtual mock-ups of physical and A blend 26 – or, for low-cost carriers, allowing to carry more Once the operator secures that, “should there passengers and therefore making those flights even be a change of the layout from the customer, or more affordable to passengers.” the aircraft moving from one customer to another Eagle-eyed plane-spotters can determine customer,” Da Costa explains, leading to a need to whether doors are activated or deactivated by looking reactivate the doors, “all you need to do is change the for a thin band of contrasting colour around an active sidewall panel.” door. Doors not required to be used as emergency exits remain installed but are physically locked and Certification on track for 2023 hidden behind the sidewall so that most passengers would not even notice them and are not outlined in With the 2023 delivery date on the horizon, Airbus contrasting colours on the outside of the aircraft. explains that it is “working with the certification All business class La Compagnie’s 76 seats authorities, including EASA and FAA, just like with require just one of the sets of overwing exits active, previous development programmes. Anything with the behind-wing doors and the other overwing raised along the way will be dealt with to fulfil all exits deactivated. At present, the highest capacity requirements for the type certification.” A321neo flying is the Wizz Air version at 239 seats, This, of course, includes the regulators putting the which has all three sets of doors and two sets of aircraft’s changes out for consultation from interested overwing exits active. parties, and indeed Boeing Director for Global That is not even the maximum-passenger or Regulatory Strategy, Mildred Troegeler filed two of ‘max pax’ layout for the aircraft. Cabin Flex allows the the three total responses to EASA’s consultation A321neo to be certified for up to 244 passengers, document around the idea of an additional fuel tank. with what Da Costa calls “a well-designed cabin Boeing, of all companies, commenting on layout, in terms of the monuments and the way the narrowbody safety regulation may raise eyebrows seats are placed at 28-inch pitch. Should a customer from some – as, indeed, may the fact that the want to have that, we can offer that solution.” company’s 737 MAX family also intends to offer an Let us say that La Compagnie decided that it additional fuel tank. wanted to add an economy or premium economy “Special conditions and public consultation are section, or its aircraft passed to another operator. The a normal part of this process and our work with process for door reactivation, Da Costa explains, “is the authorities will ensure full compliance,” Airbus Below: La Compagnie’s A321neo has doors 3 actually very simple” once airworthiness certification confirmed to AEROSPACE in a statement. “We will over the wing and doors 4 with regulators for the new seat layout has been also undertake a flight test campaign with three behind it deactivated. agreed upon. aircraft. Certification will be fully documented in the normal way.” Airbus’ delivery dates are likely to come at just the right time, with many in the industry expecting 2023 John Walton to be a year of much change and reacceleration for commercial aviation, especially for longer routes. “This is the lowest-risk aircraft to open long- haul routes,” Da Costa emphasises, highlighting a 30% fuel and emissions reduction compared with “the previous generation of long-haul single-aisles”, and “significantly lower” emissions and fuel burn compared with widebodies. “In a recovery where long haul has suffered very deeply because of the Covid crisis, starting with a low-capacity low-risk aircraft is the right way to reinject energy into long-haul networks,” Da Costa says. The crux for Airbus will be managing the return to manufacturing pace for the A320 family line, and to securing production capability. “Our main priority really is to gradually increase our production rate from 40 a month, where we are right now, towards 45 by the end of this year, and then see how we will move ahead from that into the future,” Da Costa says. “Our big challenge really is on ensuring that we are producing the right number of aircraft to our customers. The XLR fits in perfectly, because this is an aircraft that we see a very strong demand [for] as part of this recovery.”

JULY 2021 27 AIR TRANSPORT Antarctic air links Frozen flight Air links are an essential part of supporting scientific and, increasingly tourism in the Antarctic. ALAN DRON looks at the operators flying in the South Pole and plans to enhance airfield infrastructure. or aircrew accustomed to the closely This necessitates calculating a go/no-go point on controlled conditions of European or the outbound leg, a factor that came into play on one North American airspace, flying into service operated by UK-based charter specialist Titan Antarctica is a very different experience. Airways. It was told only shortly before departure (for No air traffic control, few navigational security reasons) from Cape Town that an unexpected Faids and runways composed of sheet ice or VIP group, including former US Vice-President Al compacted snow. Gore, now an environmentalist, would be joining the

Not your normal day at the controls flight. “On this occasion, the weather was not as favourable as previous visits but was sufficient to However, flights into the white wilderness are meet our required departure criteria,” recalled Titan’s more common than one might think. Increasingly Flight Operations Director Joe Dennett, one of the in recent years, large commercial aircraft have pilots involved. operated below 60 degrees south, mainly to provide However, en route, conditions in Antarctica personnel rotation and supplies for scientific started to deteriorate. Fast approaching the pre- outposts. determined decision point, news of poor weather and Cape Town is the jumping-off point for many high winds made landing there potentially dangerous: such flights. Some idea of the distances involved “We had to make the decision to turn back and land in can be gained from the fact that it is a four-hour Cape Town.” journey south to the edge of Antarctica and typically Titan has made several trips on behalf of Cape another hour to reach the appointed landing strip. Town-based Antarctic Logistics Centre International These services entail strict operating conditions. (ALCI) and some of the Russian research stations Boeing 767s, which have been used by several on the continent. Supplies are airlifted to a central carriers for Antarctic flights, have sufficient fuel point, then distributed by smaller aircraft to bases capacity to undertake a return trip from Cape Town. around Antarctica. Typical loads include food, bedding, The smaller Boeing 757, also used by several medical supplies and vehicle spare parts. operators, does not, and would be in difficulty if it got Considerable planning precedes such trips. “Risk as far as Antarctica, only to learn of a problem with assessment was quite extensive and had to take the ice runway. a number of things into account, including fire and

28 AEROSPACE rescue capabilities, ability of the aircraft to sit on the “The Norwegians have built a runway on the ground in sub-zero temperatures and crew welfare, blue ice that is special because of its strength and including safety and survival training,” said Dennett. structural nature,” co-pilot Bjartmar Örn Arnarson Titan had access to specialist weather noted in his logbook. “It has been beaten down with forecasting, including meteorologists in Antarctica constant hurricane-force wind that has squeezed itself. “We planned our flights around known seasonal the air bubbles out of the ice and it appears deep weather windows, supplemented by various weather blue. Because of its solidness it can hold a massive briefings that started T-5 days before our planned airplane like the Boeing 767 and is really smooth.” flights, even before we left the UK for Cape Town.” The biggest problem, ironically, occurs if temperatures start to rise. “The physical properties Weather watch of ice start to change when it gets above –5C,” explained Sven Lidström, who is responsible A major factor was understanding how quickly the for Antarctic operations at the Norwegian Polar weather in Antarctica could change, said Dennett. “To Institute. Blue ice, being darker than snow, will mitigate these risks, we took Arctic survival experts attract the sun’s rays and melting will accelerate. with us. They had ultimate control once we arrived on “When it’s cold, it’s not a problem to take a big the ground, if conditions took a turn for the worse.” aircraft down there but, when it gets warmer, the Minimal ground equipment at the Antarctic aircraft is going to land on water, not ice. airfields meant there was no capability to de-ice “What we do is we cover the runway up with wings and airframe in the event of a sudden snowfall, snow…if we cover it with 10cm or more of snow, it

which would have necessitated a rapid departure if insulates it quite well.” the weather was forecast to suddenly close in. Leisure flying to the frozen continent is also Titan engaged a specialist consultant with increasing. “There’s been a dramatic rise in aircraft Antarctic flying experience and created a simulator flying in, in the last couple of years, mostly due to training package prior to its trips. Simulator databases various companies flying in tourists.” do not include Antarctic strips, so the team used Aircraft flying into Troll Station use their own an airport simulation with flat, featureless terrain navigational systems, although there is a GPS that resembled the Russian strip at Station Novo approach. As noted above, weather is a challenge (Novolazarevskaya) as closely as possible and set the and around 50% of flights have to be moved by a simulator’s criteria to mimic icy surface conditions. day or two to utilise short weather windows. An ice runway is not as difficult a landing surface On the military side, the US Air Force flies as one might initially think. Loftleidir, Icelandair’s into scientific camps with Lockheed Martin charter arm, has operated a 767 into Antarctica on C-130 Hercules equipped with dual ski/wheel several occasions in recent years. Last February, it undercarriages, while the Royal Australian Air flew into Troll Station, operated by the Norwegian Force has undertaken several programmes Main image: RNZAF Polar Institute in Dronning Maud Land, some 250km of flights since 2015 with its Boeing C-17 Boeing 757-200 in inland from the continent’s edge. Globemasters. Antarctica. NZ Defence Force

JULY 2021 29 AIR TRANSPORT Antarctic air links

Flying on Ice

What’s it like flying into Antarctica? Flt Lt Flynn Cribb, a There is a greater tendency for the aircraft to slip or skid Boeing 757 co-pilot with 40 Sqdn, Royal New Zealand Air during taxiing – but this is easily mitigated by using slower Force, shares some insights. than normal taxi speeds. The touchdown is generally soft, certainly more forgiving than the pavement we are used to. The focus of simulator training prior to landing in Antarctica We also reduce our crosswind limit significantly, to maintain a is to train for a white-out landing scenario, should weather good margin on directional control at touchdown. deteriorate after our point of safe return (PSR). This involves practising the techniques required to land without visual The extremely cold temperatures down there, around –40C reference on an ice runway. This is obviously not an ideal are generally too cold for significant ice formation on the scenario and we do everything we can to avoid getting into aircraft structure but we always check during flight, after this situation but it is still a risk we carry on every flight. landing and before departure.

We operate out of Christchurch with a flight time of around The most notable difference when flying down there is the 4:45 hours. We generally hold Dunedin as an en route lack of visual cues. On a perfectly clear day, depth perception alternative on the flight south and calculate a PSR to return is generally good and all perceptible parts of the airfield are to Dunedin. This means should the weather, lighting, easily identifiable early on the approach. It is much more communications etc deteriorate prior to reaching this point, difficult to judge height and distance during approach we can return to New Zealand with reserves intact. Beyond when you have a cloud layer a few thousand feet above the this point, we are committed to arriving in Antarctica. PSR field. The surface can blend into the cloud layer, making the is normally around 3:30 into the flight, leaving just over an horizon imperceptible. During these overcast conditions it hour’s flight time before touchdown. There are no suitable requires some preparation to know what the edge markings, alternatives in Antarctica so, should weather or fog generate centreline flags during approach and lighting looks like. If over the airfield, it remains the only suitable landing option. you know where the runway is supposed to be in relation to We are keenly aware of the weather on the day. There are easily identifiable features, like the vehicles and structures some key indicators related to wind and pressure systems associated with the strip, then you are much better placed to that we keep an eye out for prior to launching. We also always identify the runway and touchdown zone early on. carry an additional two hours holding fuel on top of normal reserves, so can hold / make multiple approaches if required. Surface and horizon definition is reported to us prior How does a 757 handle on snow? to making our way through PSR and again must meet minimum specs. The definitions are established by an There is not really a major difference in how the aircraft observer on the ground who looks at how defined footprints handles. We use NZFX (Phoenix Field) for our current and tracks are in the snow and how clear the horizon is. operations. It’s 10,000ft of compacted snow that is well cared The RADALT is a great tool in assisting flare height, and for by the team based in Antarctica. we cross-reference VNAV for profile management on the runway without visual approach lights. It is a lot easier to We have a minimum runway condition reading (RCR) that end up on an unstable profile when the visual cues in front we operate to, which is provided daily prior to a GO decision. of us are so deceptive. This roughly translates to a minimum friction value and a maximum snow depth to ensure braking is suitable. This RCR We rely on the RNAV approaches to either runway. can deteriorate following recent snow, or excessive sun. The The airfield does have a TACAN which is utilised by team based down there use a lot of heavy equipment, similar other operators but our aircraft is not equipped. A TLS to that used on ski fields, to groom the runway. They do this (transponder landing system) has just been installed in between every departure and arrival, so we generally try to NZFX for the 2020/2021 season – I understand this appears minimise our use of the runway (for example, using a higher in the flight deck the exact same as an ILS but is yet to be flap setting for take-off to minimise roll distance). verified as usable for us. NZ Defence Force Defence NZ

Main image: RNZAF Boeing 757-200 Antarctica.

30 AEROSPACE BASAdam Bradley Flying into Antarctica will never be routine ... but it It also operates two BT-67s – Polar 5 and Polar 5 and Polar – Polar It also operates two BT-67s Institute also started Research Polar China’s ruggedness stands it in good stead BT-67’s The byOne of the biggest single fleets is operated Dash-7 undertakes regular shuttle flights The Holidays on ice Pole (or to the tourist flights even South Remarkably, fromvery close to it) are now available, with services if you have Chile using BAe 146s. It helps, however, current price listed by one holiday The deep pockets. Punta Arenas flight from company for a return charter runs at a and accommodation near the South Pole – $48,000. cool – or perhaps decidedly chilly is not impossible. for several years on behalf of several scientificyears on behalf of several for several Australian including the US and organisations, Antarctic Programs. Institute on the Alfred Wegener 6 – for Germany’s bothsouthernmost continent, scientific missions for the various internationaland on logistics runs between stations. research the Snow Eagle 601) it dubs (which using the BT-67 its large internal Chinese value it for in 2015. The to carry varying scientificfuselage volume, ability and its range of up topayloads up to 3,900kg station. research Zhongshan 1,300km around China’s wasin the freezing conditions. Indeed, in 2018, it than seven, operated by reported that no fewer various organisations, were flying there. four DHC-6 whose the British Antarctic Survey, Twin Otters and a single DHC a Dash 7 – now very much rara avis – fly out of a 900m gravel runway at Rothera Station. Research Arenas, Islands and Punta to and from the Falkland Otters transport scientists to field Twin Chile. The aircraft are often outfitted to capture study sites. The geophysical and meteorological data. One of the most frequent visitors to Antarctica Town flights were operated from Cape The year we increase the number of certified “Each also which company, Calgary-based The The plan has aroused considerable controversy plan has aroused considerable The among environmentalists, who fear the destruction who fear among environmentalists, sparking similar habitats and the project of wildlife rivalry, rivals. That ventures among international whose presence in Antarcticaparticularly with China, by some to be the real reasonis growing, is thought a permanent keenness to establish behind Canberra’s airfield. is Russian oversized cargo specialist Volga-Dnepr has recently completed its sixth Airlines, which ofprogramme of flights to the continent, consisting IL-76TD-charter flights operated by its Ilyushinfive 90VD. which to Station Novo in co-operation with ALCI, fordelivered more than 200 tons of cargo essential stations. Station Novo has an the work of the research growsaverage population of 40, while in summer this to around 70 with tourists and other visitors crew members to guarantee smooth operations,” Commercial said Ekaterina Andreeva, Volga-Dnepr’s has accomplished “Since 2015 Volga-Dnepr Director. flights to/from Antarctica, delivering over 150 charter Often,over 1,700 tons of general and special cargo.” at Russia’s passengers fly in on the Il-76 transfer – the turboprop- Station Novo to a Basler BT-67 powered, modernised variant of the DC-3 – operated Borek Air in either ski or wheel Kenn by Canada’s bases. mode for short onward ‘hops’ to other scientific Twin Otters in Antarctica, has flown flies DHC-6 Ice airfield a multi- has proposed building Indeed, Australia airfield, complete withbillion-dollar permanent Elizabeth Land, in Princess 2.7km concrete runway, access to Davis research to guarantee year-round station. most southerly research station, Australia’s Main image: BAS DHCMain image: BAS Dash 7. AEROSPACE History of ejection seats Are you sitting comfortably...? Martin-Baker

Some 75 years ago, on 24 July 1946, a volunteer from Martin-Baker became the first person outside Germany to eject from an aircraft in flight. BRIAN RIDDLE FRAeS looks at the early history and evolution of ejection seats.

Above: A British pilot exits “… to provide an improved parachute ejecting application Improvements relating to Parachutes his crash-landing Harrier or launching device which when in its operative (GB111,498A), a development of his ‘Guardian jump jet at Kandahar, position will enable the parachute to be Angel’ parachutes which Calthrop (1857–1927) Afghanistan, in May 2009. projected clear of the aircraft without danger championed against British military intransigence The pilot ejected to safety via his rocket-fired ejector of entanglement and to provide means for over pilot safety during WW1 – became a reality in seat, once he had steered facilitating the rapid detachment of the aviator Britain 30 years later when on 24 July 1946 (75 his Harrier past a civilian from the aircraft.” years ago) a mechanic volunteer Bernard Ignatius passenger aircraft also on Lynch (1918–1986) ejected at 8,000ft from the the runway. verard Richard Calthrop’s prophetic rear cockpit of a Gloster Meteor Mk3 travelling at Below: Time-lapse photo of visualisation of an aircraft ejection 320mph using a Martin-Baker ejection seat. Lynch, a test ejection carried out seat which was to be operated who was to undertake 30 more airborne test by Martin-Baker. by a ‘hand-lever’ – included in ejections, was the first person outside of Germany Ehis 22 September 1916 patent to eject from an aircraft in flight.

32 AEROSPACE 33 Martin-Baker

JULY 2021 JULY Martin-Baker In the jet age through jet propulsion achieved high speeds The made the need for assisted bail-out in an aircraft emergency increasingly apparent. The first operational crew usage first operational The 11 April 1944: Herter and seat. Pilot Unteroffizier of an ejection were forced to Gefreiter Perbix his radio operator He 219A – the seats after their use their ejection with ejection seats for first production aircraft both by an RAF near Weert aircrew – was shot down of 239 Squadron. MoreMosquito night fighter pilots were to make emergency than 60 Luftwaffe ejections. Buss replaces Wilhelm 19 May 1944: Parachutist from He 219 V6 atthe test dummy and ejects over Lake Müritz. Using1,200m altitude at 310km/h actual and track horizontal tower, a catapult-launch ejections were undertakenairframes, numerous test Luftfahrt) für Versuchsanstalt (Deutsche by the DVL Institute of Flight Medicine to study the physiological air blast. consequences of abrupt accelerations and 29 July 1946: First emergency ejection using Saab Mk1 catapult seat by Lieutenant Bengt Johansson J 22.after a mid-air collision between J 21A-1 and was(A lightened version of the Saab ejection seat Midge and subsequently developed for the Folland testGnat; 31 July 1956 – first emergency ejection, Gnat G-39-2 prototype, Tennant, pilot Edward ‘Ted’ Shipton Bellinger). Snoddington Manor Farm, neas airport nase Dobrescu develop and To enable crew to escape from aircraft under crew to escape from enable To A German beginning ejection seats originated Concepts for pioneering particularly in Germany from European engineers, use of in the based on its long experience and included the following: parachutes, 1928–1929: Romanian inventors Anastase Dragomir (1896–1966) and Tă patent in France a ‘catapulted cockpit’ (‘… qui a ‘catapulted cockpit’ patent in France permette a l’instant critique, de libérer cet l’ensemble de l’avion’ FR678566A) was successfully which Bossoutrot (28 August 1929 – tested by Lucien Airport) and again by Constantin Paris-Orly Farman, Bă Nicolau (26 October 1929 – Avia, near Bucharest). 1938–1939: An untested catapult-type ejection seat developed by Junkers. with a parachute Heinkel He 176 fitted with working 1939: Prototype ejection system. Subsequently Schleudersitzapparat compressed air ejection seats were Katapultsitzen installed on the He 280, He 219 Uhu, He 162 Do 335 Pfeil, (cartridge-fired), Dornier Volksjäger Me- Arado Ar-234B Nacxhtigal and Messerschmitt (spring-powered). 163 Komet 8 January 1942: Saab compressed air ejection seat a Jutested successfully with a 80kg dummy from 86K at 280km/h. pilot Helmut Schenck 13 January 1942: Test exit an becomes the first person to successfully aircraft in an icing emergency using an ejection seat (Heinkel He 280 V1 prototype). 1942-1943: Saab and Bofors develop a gunpowder was ejection seat with two guns for Saab 21 which 1944 (Saab successfully air-tested on 27 February B 17). a wide variety of conditions – ranging from high of conditions – ranging a wide variety – with minimum zero speed, zero altitude altitude to escape a safe or death while ensuring risk of injury ongoing engineering path is a very complex over have evolved the solutions to which challenge, time. A Romanian stamp commemorating the inventor of a ‘catapulted Anastase cockpit’, Dragomir. Below right: Bernard Lynch ejecting at 8,000ft from the of a Gloster rear cockpit Meteor MkIII in July 1946. AEROSPACE History of ejection seats

In Britain, as Calthrop’s crusade for air safety had in leg/arm restraints (to avoid amputations), seat begun after watching the death on 12 July 1910 accommodation (for anthropometrically varied crew of his close friend, the Hon Charles Stewart Rolls of either sex), aeroconical parachutes and rocket- (1877–1910), while flying at the Bournemouth powered seats (to give the seat a long enough flight International Aviation Meeting (French-built Wright A), time for full deployment of the main parachute after so James Martin (1893–1981) repurposed their a patent time-fired gun deploys a drogue parachute company toward aircrew escape following to decelerate, stabilise and bring the seat into an the tragic death of his partner Capt Valentine altitude satisfactory for separation of the pilot Baker on 12 September 1942 during a test from the seat). flight of the Martin-Baker MB 3. In 1944 James Martin, who had previously designed Martin-Baker a reliable mechanical device to jettison the canopy from the fuselage of the Spitfire, Early notable Martin-Baker ejection seat was approached by the Ministry of Aircraft developments included: Production (along with M L Aviation Ltd) to December 1950: Martin-Baker develop a means of assisted escape for pilots. advertises its ‘patent automatic ejection Thereafter, from an initial concept of a swinging seat’ ‘…with barostatically controlled arm ejector, following a series of tests undertaken automatic opening parachute and automatic on rocket tracks and vertical test rigs using shotbags harness release, combined parachute and seat and dummies before live volunteers, ejection seats harness, manual over-ride …’ developed rapidly at Martin-Baker and, by June 1953: The world’s first fully automatic aircraft 1947, the British authorities decided to standardise escape system, the Martin-Baker Mk2- enters the Martin-Baker ejection seat for installation in all service with the RAF. new jet aircraft. Armstrong-Whitworth test pilot Flt Lt John Oliver Lancaster on 30 May 1949 undertook 17 March 1953: First high-altitude live ejection the first emergency evacuation with the Martin-Baker (30,000ft – Bernard Lynch). Mk1 seat when he ejected himself from a prototype 13 October 1954: Lt Bruce D Macfarlane RN A.W.52 Flying Wing that went out of control near ejected from under water when his Westland Wyvern Coventry at 3,000ft. S.4 plunged off the catapult of HMS Albion into the These early seats – fired by a double-cartridge Mediterranean following an engine failure (Martin- cordite ejection gun – were not fully automatic, Baker Mk2). as it was necessary after ejection for the pilot to 3 September 1955: First ejection from an aircraft undo his harness to get away from his seat and travelling at speed on the ground (Sqn Ldr John then pull his parachute ripcord. Combined with S Fifield from rear cockpit of modified Meteor Inset: A Martin Baker the need to ensure a safe escape path at differing 7/8 – Chalgrove). On 25 October 1955 Fifield Vulcan B2 ejection seat. speeds (subsonic/transonic/supersonic) and ejected from over 40,000ft at Chalgrove (Mk4 fully Below: Martin-Baker test altitudes, this led to a number of technical advances automatic lightweight ejection seat). ejection.

34 AEROSPACE Martin-Baker 9 April 1958: Highest emergency ejection (Flt 26 February 1955: First emergency supersonic Lt John Peter F de Salis and F/O Patrick H G ejection (Test pilot George Franklin Smith, F-100 Lowe, Double Scorpion Canberra BMk6, 56,000ft, Super Sabre, Mach 1.05, South Bay Coast, Los Monyash, Derbyshire, Semi-Automatic Mk1C). Angeles). 1 October 1959: First supersonic emergency 28 August 1957: First live runway ‘test’ ejection of ejection (Test Pilot John W C Squier, English Electric Martin-Baker Mk4 seat in US (F/O Sydney Hughes Lightning T4 XL628, 35,000ft over Solway Firth off RAF, Grumman F9F-8T Cougar, US Naval Air Test Garlieston). Center, Patuxent River, MD). 1 April 1961: World’s first live zero/zero (zero speed/ altitude) static rocket seat ejection. (William T H The US Navy (USN) began to show interest Above: Sir James Martin ‘Doddy’ Hay, 300ft from ground, Chalgrove) (left). in the Martin-Baker ejection seat as early as and William ‘Doddy’ Hay, 13 March 1962: World’s first rocket-assisted ejection 1946. However, understandably, there was some 1961 who carried out the from an aircraft in flight (Sqn Ldr Peter Howard in the opposition in the US to purchasing British ejection first live zero-zero ejection. seats for installation in American aircraft and it Below: World’s first live Martin-Baker Mk4 seat from a modified Meteor 7 at was not until 1957 following the Hughes ejection zero/zero (zero speed/ 250ft, Chalgrove). (which satisfied the naval requirement to use altitude) static Martin- By 1965 Martin-Baker advertised that 1,000 lives Baker rocket seat ejection only ‘zero-zero’ ejection seats in all future, and in 1961. had been saved by its products and, subsequently, existing, aircraft projects, following the loss Martin-Baker 2,000 (April 1968), 3,000 (July 1971), 4,000 of 172 USN pilots that year at low altitude/ (April 1976), 5,000 (February 1983), 6,000 low airspeed) that the Martin-Baker Mk5 (December 1990), 7,000 (June 2003) and was ultimately selected as the standard 7,500 (2016). The 22 November 1969 recorded seat in USN combat aircraft which resulted the highest number of Martin-Baker ejections in in numerous aircraft modifications. The a single day, 11 – during the Vietnam War. USAF trailed behind, relying on aircraft In the United States early key ejections manufacturers (including Convair, Lockheed, included: Douglas, Republic, North American and 17 August 1946: Sgt Lawrence Lambert Northrop) to design seats resulting in a ejects from modified Northrop XP-61B at plethora of concepts (including downward- 6,000ft over Patterson Field, Dayton, OH to ejection) overseen by the Industry Crew Escape test Air Materiel Command’s ejection seat. Systems Committee, Stanley Aviation and Aircraft Mechanics Inc being the other major suppliers. 1 November 1946: Lt Adolph ‘Chubby’ Furtek USN Initially based on a US Army Corps-captured undertakes second ‘live’ test ejection using Martin- Heinkel He-162 seat design, Aircraft Mechanics Baker seat (Douglas A-26, Lakehurst, NJ). Inc became a major supplier of ejections seats for 9 August 1949: First emergency ejection in the the USAF (B-57A, B-66, F-84F, F-105, F-100D, United States (Lt Jack L Fruin, F2H-Banshee, F-106). Founded by Robert M ‘Bob’ Stanley (1912– Walterboro, SC). 1977), who as a Bell test pilot had made the first Martin-Baker

JULY 2021 35 AEROSPACE History of ejector seats Keith Gutherie/US Navy Keith Gutherie/US research during the development of the Martin- Baker Mk4 and Stanley Aviation used chimpanzees and even bears, a sedated brown bear ‘Big John’ being ejected from 45,000ft at Mach 1.06 (B-58 escape capsule trials) on 6 April 1962. The B-58 escape capsule (retrofitted in 1962 to allow aircrew to eject safely at Mach 2 from as high as 70,000ft) contrasted with the lack of similar provision for aircrew in Britain’s V-bomber fleet – ejection seats 7649 being provided for the pilot and co-pilot only – the RAF deciding against installing Martin-Baker’s proposed design.The B-58 escape capsule in turn initially influenced the design of US spacecraft Lives saved ejection systems. Weber Aircraft Corporation as claimed by developed ejection seats for early Gemini capsules, X-20 Dyna-Soar and the Lunar Landing Research Martin-Baker to Vehicle (from which Neil Armstrong ejected at present 200ft on 6 May 1968, Ellington AFB Houston TX). US jet flight (XP-59A 1 October 1942, Muroc Dry Modified SR-71 ejection seats were installed on the Lake, CA), from 1949 Stanley Aviation Corporation early NASA Space Shuttle flights (STS-1–STS-4) focused on aircraft escape and survival systems, but were removed as additional payload specialists including a downward-firing ejection seat (B-47, were added before the 28 January 1986 STS-51-L B-52, RB-66, FJ-3, F-102, F-104), Yankee Escape Challenger tragedy. System (A-1E Skyraider) and special escape capsules (B-58 Hustler). Russian ejections Concerning research aircraft, although the Bell X-1 and X-2 were not fitted with ejection seats, In Russia the early Vostok capsules had ejection the Douglas X-3 had a downward-firing ejector seats and Zvezda K-36RB (K-36M-11F35) seats seat. The North American X-15 had a winged were planned for the Buran reusable spacecraft seat for ejection up to Mach 4 at 120,000ft. but not installed on its single 15 November 1988 Although the development of ejection seats uncrewed flight. Martin-Baker designed crew has involved the use of rocket sleds (including escape capsules for the proposed ESA/CNES research trials undertaken into human tolerance Hermes spaceplane cancelled in 1992. Overhead by Stanley Aviation at Hurricane Mesa UT and Col rotor blades present a major impediment to ejection John Paul Stapp at Edwards AFB and Holloman from helicopters, the Kamov Ka-50 ‘Hokum’ being AFB), anthropomorphic dummies and human the first helicopter to be fitted with an ejection seat volunteers, occasionally animals have been used. (NPP Zvezda K-37-800). Before ejection occurs, Anaesthetised sheep were used for aeromedical the rotor blades are removed by explosive charges Martin-Baker

Above left: William Belden ejects from an A-4E Skyhawk as it rolls into the carrier’s catwalk after a brake failure on the deck of the USS Shangri-La on 2 July 1970. Left: A Martin-Baker test rig.

36 AEROSPACE Collins Aerospace Collins

Right: Collins Aerospace ACES 5 seat will go into USAF F-15, F-16, F-22 A-10 and B-1Bs.

and the canopy jettisoned, while the three-member- Goodrich (which in November 1999 had acquired crew of the Sikorsky S-72 had the Yankee Escape the ACES ejection seat product line from Boeing) System. Ejection seats were developed at NPP acquired the IBP Aerospace Group Inc which, Zvezda under the direction of Guy Ilyich Severin alongside Zvezda, had adapted the K-36D-3.5 (1926–2008), the K-36 seat family becoming the for American-built aircraft. Originally developed in standard for Russian combat aircraft (including 1978 by McDonnell Douglas and upgraded over MiG-29M, MiG-33, Su-25). the years, the advanced concept ejection seat Notable public demonstrations of the K-36 include: (ACES) manufactured by Weber was installed in most USAF mainline fighters and bombers 8 June 1989: Paris Air Show (Le Bourget) – (A-10, F-15, F-22, WB-57, F-16, F-117, B-1, and Following a bird ingestion, MiG-29 pilot Anatoly B-2) and is now produced by Collins Aerospace Kvochur ejected just 2.5 seconds before ground (following the acquisition of Goodrich (2012) and impact (K-36DM seat). Rockwell Collins (2018) by United Technologies 24 July 1993: RIAT, Fairford – Two MiG-29 pilots Corporation) which was awarded the USAF Martin-Baker Alexander Beschastonov and Sergey Tresvyatsk next-generation Ejection Seat (NGES) contract in US16E seats successfully eject following mid-air collision. October 2019 for delivery of up to 3,018 ACES 5 are fitted into the 12 June 1999: Paris Air Show (Le Bourget) – Test seats. pilot Vyacheslav Averynov and navigator Vladimir In 2000 Lockheed Martin selected Martin- Lockheed Martin Shendrikh eject from Su-30MKI (K-36D-3.5) Baker over Goodrich as the ejection seat provider F-35 Lightning II for all three versions of the F-35 (A/B/C). Its Such very public demonstrations of the K-36 Mk16 seat, originally developed for Eurofighter and attracted US interest and in, March 2000, B F Rafale, a lightened version of its Mk14 NACES (Navy Aircrew Common Ejection Seat), Martin-

USAF Baker being awarded the NACES contract by the US Navy in May 1985. The lighter the seat, the less compression pressure placed on the pilot’s spine during ejection, the Mk16E also incorporated three airbeams (inflated by nitrogen gas on ejection) for additional head/neck support. In January 2020 Martin-Baker had completed its 600th US16E ejection seat for the F-35 Programme. From Calthrop’s ‘hand-lever’ launching device to today’s sensor-imbedded seats with pitot-static systems, gyroscopic stabilisers and pilot weight indicators adding to the seat computer’s data input to improve crew survivability, the evolution of the ejection seat – described by Tom Wolfe as “ … the goddamned human cannonball trick” – has come a long way.

JULY 2021 37 AEROSPACE Faradair BEHA No more excuses With climate change still the number one long-term challenge to aerospace, efforts to decarbonise aviation are accelerating. The UK’s Faradair is now poised to make electrically-driven, 18-seat point-to-point commercial service a reality. PAUL EDEN reports. Faradair

Faradair has designed n December 2019, Harbour Air debuted its their limitations – payload and endurance are limited, the BEHA for ease of six-passenger eBeaver, a magniX-equipped, suiting these aircraft for very particular missions. operation at smaller electrically-powered conversion of the vintage Meanwhile, we are in an era where the urgent regional airports. It will seat 18 passengers in regular de Havilland Canada DHC-2; the airline and requirement for sustainable aviation is driving service. magniX are now working together to certify manufacturers to release imaginative and often Ithe aircraft. The effort is pioneering since it involves unlikely concepts for electrically-powered aircraft. a modified aircraft and follows the first-ever Some have flown re-engined demonstrators but Neil C lou certification on all-electric, heavier-than-air, gh proving that an old-technology airframe will le y , crewed production aircraft in 2020. C fly on an electric motor is very different to E O

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38 AEROSPACE development timeline from lightweight demonstrator large cabin doors, for easy loading and unloading to electric transatlantic airliner is one of decades. of passengers and freight at airfields equipped with Meanwhile, local and regional air transport offers little more than a forklift. a realistic proving ground for sustainable propulsion. All things considered, the fact that Faradair’s An all-electric commuterliner carrying passengers realistic, attainable and commercially attractive in double figures is still some way off but a larger design has yet to attract any of the vast pot of hybrid machine, employing a conventional turbine to funding released from government and industry drive a generator producing electricity sustainable aviation programmes is for propulsion and aircraft systems, is baffling. Yet the team continues under achievable within a few years. CEO and founder Neil Cloughley. Fill the tanks of a hybrid aircraft In December 2020, Faradair with sustainable alternative fuel confirmed its belief in BEHA with the (SAF) and its already smaller carbon IN A POST- announcement of several impressive footprint is massively reduced, account PANDEMIC partners, among them Cambridge for residual carbon in a well run, Consultants, Honeywell, magniX and competent offset scheme and net WORLD, WHERE Nova Systems. zero flight falls within reach. What is VISITING LARGER, It also revealed plans for a unique more, with no requirement for charging BUSIER AIRPORTS operating model in which it would facilities or the handling of novel fuels, manufacture and operate 300 aircraft a hybrid can operate from any airfield TO ACCESS by 2030, in roles demonstrating the where SAF or Jet-A is available. REGIONAL BEHA’s regional air transport, utility CONNECTIVITY and special missions capabilities. Economic viability IS LIKELY TO BE Cloughley anticipates flying a prototype in 2024, with the first of the 300 Now consider a hybrid designed for LESS ATTRACTIVE becoming available around 2026. economically viable operations over THAN EVER, “The aircraft will be suitable for regional routes carrying fewer than 20 CUSTOMERS a range of utility roles,” he says. Of passengers per trip or a respectable WILL APPRECIATE the planned 300-aircraft fleet, 150 load of cargo. Flying a few hundred will be in a firefighting configuration, miles at most, such an aircraft would PROPER LOCAL 75 completed as quick change not require a high cruising speed, OPTIONS passenger to cargo machines and opening the door to a short take-off 50 as freighters. The final 25 will be (STOL) design compatible with more demonstrated in para-public roles, local airfields. Ensure its noise signature is as small including logistics, border and fisheries patrol, and as possible and those living close to airfields would drug interdiction. Cloughley also notes: “The BEHA is welcome it too. sized to fit on the deck elevators aboard the Queen In a post-pandemic world, where visiting larger, Elizabeth-class aircraft carriers,” and he envisages busier airports to access regional connectivity is a missionised BEHA potentially flying ship-to-shore likely to be less attractive than ever, customers will logistics and in other military roles. appreciate proper local options. That is especially Cloughley is determined to push ahead. On true in the UK, where rail travel is generally 28 April he announced that former Vice President inefficient, sometimes inconvenient and invariably Marketing for Boeing Commercial Airplanes, Randy Harbour Air first flew the eBeaver, with a magniX expensive. Tinseth, had been appointed as the new head of EPU replacing its Pratt & Remarkably, the process of creating an aircraft Faradair’s Advisory Board, while noted former easyJet Whitney piston engine, in matching these requirements is already well executive Tony Anderson was taking a board position. December 2019. advanced. From its headquarters at the Imperial War Museum Duxford, just off the M11 motorway, near Cambridge, UK, Faradair is busily defining its Bio- Electric Hybrid Aircraft (BEHA). Optimised for regional operations, it features a so-called ‘triple box wing’, for exceptional STOL performance. Its design is yet to be frozen but, in essence, the BEHA is a triplane, the tips of its wings meeting on either side in an extensive endplate that does away with the requirement for fuselage- mounted vertical surfaces. Detractors suggesting that the centre wing’s spar will foul the cabin are misguided – the centre wing is effectively a lift- generating bracing structure for the box design.

The aircraft also employs a short undercarriage and magniX

JULY 2021 39 AEROSPACE Faradair BEHA

Strength in Partnership doing it. Instead, we advocate bringing us in early to write an integrated test, evaluation and certification Among the partners, Cambridge Consultants has plan. It’s important to look at what the programme local offices. Programme Director Gary Kemp is trying to achieve, the test and certification says: “Faradair came to us for our experience in requirements and how to gather data during the the development of electric vehicles and power development process so that it doesn’t all have to be electronics, and our long track record of developing gathered later. The aim is to accomplish as much as mission-critical equipment. We manage projects possible before beginning the flight test campaign.” around a thorough understanding of risk, retiring the biggest risks early, so confidence grows as magniX EPU investment is committed. Our use of a mature systems engineering process and quality system In March 2021, Honeywell Aerospace revealed that it provides a high level of traceability. We often form was supplying a 1MW turbogenerator for the Faradair strategic partnerships with other organisations to project. Based on the HGT1700 APU designed combine our strengths, and the Faradair consortium for the Airbus A350 XWB, it will power the BEHA’s is a strong team.” electrical systems, including its ducted fan, flight deck, Duxford and its AvTech project, which aims to environmental control and battery charging. create an aerospace hub, is easily drivable from Taylor Alberstadt, Senior Director, Business Kemp’s office. Faradair is the first major step Development Electric & Hybrid Electric Propulsion at towards making AvTech a reality and Kemp sees Honeywell Aerospace, describes the technology: “The its potential beyond BEHA. “Cambridge has been term ‘turbogenerator’ designates the combination of a centre for innovation of world importance for at a turbine engine and electrical generator(s), typically least 60 years and Faradair embodies this spirit of coupled by a gearbox and used for the primary Taylor Al innovation in an industry where Great Britain has a be purpose of producing electrical power.” rs ta d long and prestigious history. The Cambridge Cluster t BEHA has been engineered for easy , S e has grown a critical mass of academia, high-tech n adaptation to all-electric power when i o

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Cambridge Consultants has wide-ranging c certification requirements. There could aerospace capability, including involvement in Iridium’s yet be hope for near carbon-zero hybrid flight multi-billion dollar NEXT satellite constellation. It is without offset. a far cry from a Cambridgeshire start-up, so what is The 1MW turbogenerator has been developed the attraction of Faradair? “Our hope is that by being with BEHA in mind and Alberstadt says Honeywell with them at the beginning we will form a long and expects to work very closely with Faradair as mutually beneficial relationship as they grow. The the aircraft evolves. Moreover, in keeping with mature partnership we have with Iridium is a great Faradair’s own vision for demonstrating the hybrid model for a vision of the future with Faradair. The concept through a 300-aircraft owned fleet, there main difference between the two is time and the Honeywell’s 1MW is a sense that Honeywell sees an opportunity to main similarity is that they are both highly innovative turbogenerator is based on showcase its turbogenerator technology and its and ambitious.” the HGT1700 APU. scalability. Alberstadt notes that the company has the Nova Systems, meanwhile, brings flight and

certification test expertise to BEHA. Faradair is not Honeywell Aerospace unusual among start-up OEMs in lacking the trials capability of an established manufacturer. The path to certifying a new-generation aircraft is inevitably less well trodden and likely to be strewn with as yet unimagined obstacles. A partner like Nova Systems, with deep experience and a proven track record of working with regulators is, therefore, essential to success. It is another example of Faradair’s realistic approach to creating a proper commercial aircraft. Tim Butler, Head of Fixed Wing Europe at Nova Systems, explains: “We can plan a full test programme, from first flight to certification. We encourage people away from the idea that testing and certification happens only after design and engineering, because that’s a really expensive way of

40 AEROSPACE Faradair

capability, engine and generator platforms to produce specific, limited mission, the range of the ‘re-powered’ turbogenerators in size classes from 250kW to more machines is significantly reduced. “We all know that than 2MW, for multiple applications. the best way is to produce a dedicated aircraft design The BEHA’s In its BEHA application, Honeywell’s built around electric, like the BEHA.” In the meantime, unusual turbogenerator will supply electricity to a magniX he agrees that Faradair’s hybrid concept represents electric propulsion unit (EPU). Considering a global a fine stopgap until all-electric options become configuration picture that includes his company’s partnership with available. includes an Faradair, Roei Ganzarski, magniX CEO, says: “This is Elsewhere, Cloughley and the Faradair team electrically-driven perhaps the most exciting and scariest time to be in continue their dogged pursuit of a transformational ducted fan the aviation industry. There really hasn’t been a new dream. Funding conundrums aside, they also have the aviation propulsion system since 1939. There have problem of unrealistic public and media expectations been incremental improvements, but they have used to counter. Press releases promising revolutionary the same fuels, generating the same emissions. There aircraft with ill-defined timescales fuel media are two reasons for this. First, we haven’t had the speculation and, therefore, consumer expectation, that technologies, although I think this is partly through regular electric and/or hydrogen airline travel is just complacency. Things have been going well, relatively around the corner. It is not. few engine-building incumbents have been making money, so why change? Now, the environmental The point-to-point electric revolution awareness that’s coming from outside aviation means that even those who don’t believe in global warming Roei Ganzarski says magniX focuses on practical agree that emissions are bad for their health.” solutions it believes will actually happen. “There’s a “Second, is the emergence of the on-demand reason we don’t claim that we can be on a 100- or economy. People are becoming used to clicking a 200-seat passenger airplane. It’s because we believe button and a meal or a car shows up. More and more that will only happen in the next 30 years, not the aspects of life are demand driven, except for aviation. next ten. Our focus is on small and mid-size, middle- If you aren’t in the tiny percentage of people able mile, fixed-wing aircraft. They take off and land at to fly privately, aviation is entirely supply-driven.” He airports, carry between six and 40 people and they’re recognises that for shorter journeys, which might suit powered by batteries or hydrogen fuel cells producing a small regional aircraft, many travellers choose to electricity that drives a propulsion system turning a drive rather than accept the airport slog and demands propeller. of the airline in terms of when they have to travel, “There are very few projects of that type that we where from and in which seat. believe are true. We’re working with Faradair because “Together, those two trends are forcing they are realistic. For their 18-passenger mission change and the only way the industry can meet they’ve said they can’t get the range from a battery the changes is to reduce operating costs and but want to be earlier to market than the fuel cell emissions. The one technology that enables that people. So they’ve gone hybrid. Their ‘propeller’ will now, is electric aviation. Smaller planes, going to still be turned by our electric propulsion system but and from smaller airports, with significantly lower the electricity will come from a turbogenerator. When operating costs and creating zero emissions. the technology is ready, they expect to pull out the There’s no longer an excuse.” turbogenerator and replace it with batteries or fuel MagniX is already powering modified Beaver cells but the propulsion system remains the same. We floatplanes and Caravan utility aircraft and, while believe in the notion of future-proofed hybrid aircraft. Ganzarski says these work brilliantly in their operators’ That’s why we’ve partnered with Faradair.”

Cutting Aviation’s Climate Change Impact, RAeS Conference 19-20 October 2021, RAeS HQ/Virtual, London

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44 Message from RAeS 46 Book Reviews 52 RAeS Light Aircraft Design Competition 2021-22 – President British Imperial Air Power and The Dowding Papers. “At the June Council meeting we started off by The latest RAeS Light Aircraft Design Competition welcoming our three newly elected members and 49 e-Library Additions is to undertake the conceptual design of an electric our three re-elected members, noting that for the light aircraft and to demonstrate this design using Books recently added to the National Aerospace X-Plane flight simulation tools. first time in the history of the Society, we have an Library’s e-Library. equal number of elected male and female Council 54 New Member Spotlight members.” 50 Obituary – Chief Executive Dick Spencer CEng FRAeS. 55 RAeS Diary “While the announcement of the UK’s continued Find out what Society events are happening. Covid restrictions may have been both predictable 51 IT FLIES USA and necessary, it comes as a particular blow to the IT FLIES USA returns in virtual form to celebrate its 56 Elections aviation sector.” tenth anniversary.

JULY 2021 43 Message from RAeS OUR PRESIDENT

Howard Nye Thanks to the dedication and perseverance of the the exchange of lessons learned in each domain, organising committee in close co-operation with the and most important for the future, the opportunities executive team in these challenging times, we were for greater cohesion across skills and education. able to ensure that my presidential mandate kicked Owing to a lack of time, the last topic, Defence and off with the 2021 President’s Conference, entitled Space, particularly multi-domain operations was ‘UK in the 2020’s – An Emerging Space Power’, a not elaborated in depth. The overall discussion was virtual event held on 19 and 20 May, and which turned very fruitful, bringing up many interesting views. One out to be a great success. question in particular stood out, namely what must Day 1 focused on international partnerships and the Society do both as a learned society and as a growth, in which space leaders from NASA and the professional engineering institution to enhance our US, the China National Space Administration, the profile and relevance in the space sector, not least German Aerospace Center, the UK, Canada, the in promoting the career opportunities to young people. Australian Space Agency, New Zealand and Japan I then went on to outline the major objectives provided their views on what a 2030 space-enabled for my mandate as President. I will be working world would look like and the opportunities for growth with the Branches Committee and the Specialist and collaboration, concluding with a panel discussion Group Co-ordination Committee in collaboration on the international trading and business ecosystem. with the D&I Committee, the Women in Aerospace Day 2 focused on UK domestic ambitions, and Aviation Committee and the Young Persons technology, UK regional clusters, and last but by no Committee to elaborate a plan for every Specialist means least, UK skills, education and apprenticeships. Group, Division and Branch to nominate one person We were honoured to have a very high level of responsible for Diversity and Inclusion and another keynote speakers, including the Rt Hon Amanda person responsible for Young Persons, each engaging Solloway MP, Minister for Science, Research and with the respective local industries and universities Innovation, Dr Graham Turnock, UK Space Agency to achieve the Society aim to continue the drive CEO, Dr Josef Aschbacher, Director General of ESA, to engage with people from diverse cultures, to AVM Harv Smyth, Director Space, UK Ministry of encourage and support women and people from other Defence, Her Excellency Sarah Al-Amiri, Chair of under-represented communities to enter and stay in the UAE Space Agency, Dr Anna Hogg, Associate our world and to encourage young people to consider Professor of the University of Leeds, as well as Will careers in the sector, be it aerospace, aviation or Whitehorn, President of the space industry body space. UKspace, who set the scene at the start of Day 1. Last but not least, I was very pleased to have None of this would have been possible without been able to virtually attend the Leslie Bedford named the generosity of our lead sponsor, Telespazio and lecture on 1 June organised by the Stevenage Branch the five additional sponsors, the dedication of the and to offer a vote of thanks to the invited speaker, speakers, the session and panel chairs and those who ACM Mike Wigston, Chief of the Air Staff. I have to supported them and the online service provider. say that I was most impressed, not only by the very At the June Council meeting we started off by interesting talk and the speaker’s candid responses to welcoming our three newly elected members and the questions raised, but also to the quality of both the our three re-elected members, noting that for the event and the selected online system. I look forward AS I WRITE, I first time in the history of the Society, we have an to participating, virtually for the time being, at several UNDERSTAND equal number of elected male and female Council other named lectures and selected priority events THAT G7 members. The business of Council then proceeded organised by yourselves, our dedicated members. LEADERS HAVE with the secure online election of Dr Alisdair Wood as As I write, I understand that G7 leaders have all a Council appointee to the Board of Trustees and the pledged support for ‘the safe and sustainable use of ALL PLEDGED approval of Nominations Committee recommendation space to support humanity’s ambitions now and in SUPPORT FOR for the continued council co-opted posts of Sir the future’ and to take action to tackle the growing ‘THE SAFE AND Christopher Harper and Nick Shave and one new hazard of space debris as Earth orbits become SUSTAINABLE person, Paul Cremin of the DfT. increasingly crowded and dangerous. They are calling As is now the case at Council meetings, members for implementation of the United Nations’ Long-Term USE OF SPACE had the opportunity to discuss and express their views Sustainability Guidelines, a voluntary set of guidelines TO SUPPORT on technical, political or academic matters of interest adopted in 2019, encouraging collaboration through HUMANITY’S to the Society. In this case related to space, in three groups such as the United Nations’ Committee on AMBITIONS specific areas, firstly regarding Human Space Travel, the Peaceful Uses of Outer Space, the International both private and publicly funded and the related Organization for Standardization and the Inter-Agency NOW AND IN ethical aspects, then, regarding Aviation and Space, Space Debris Coordination Committee, to preserve THE FUTURE’ the potential synergies between the future of both, the space environment for future generations. 44 OUR CHIEF EXECUTIVE

Sir Brian Burridge ● While the announcement of the UK’s continued Aerospace & Aviation LIVE 2021, our flagship Covid restrictions may have been both predictable recruitment and training fair taking place online in and necessary, it comes as a particular blow to early November. the aviation sector. The much hoped-for summer ● Also aimed at the younger cohort, though not resurgence has been frustrated by the lack of exclusively, the Society’s General Aviation Group green UK traffic lights, the UK’s omission from has launched the 2021/2022 International the EU’s White List and the blow to passenger Light Aircraft Design Competition, supported by confidence that continued restrictions represents. the LAA and BMAA. This year, the competition In addition, transatlantic operators have lobbied aligns with the university academic year to enable unsuccessfully for the creation of a UK-US air incorporation into a course syllabus if appropriate. corridor. Meanwhile, airlines have had to adjust The mission is to design a piloted electric their postures such that easyJet has shifted aircraft that will deliver a passenger or essential holiday schedules away from the UK to Europe supplies in equatorial countries from short, dirt and BA has increased the number of staff on airstrips. To enter as an individual or team and to furlough. In the longer term, the challenge arises review the rules visit www.aerosociety.com/ over ‘learning to live with the virus’ which now aircraftdesigncomp (see pp 52-53). features in the government’s messaging. ● On future events, two significant Society named ● For our part, the plan to invoke blended working lectures are imminent: the Lanchester Lecture at No.4 Hamilton Place has been delayed until which will take place online on 5 July (17:00- at least 19 July. While disappointing, it does not 18:30 BST). This year Trevor Birch, Technical materially affect our ability to deliver our outputs. Fellow at the Defence Science & Technology When we do return, we will shake down all the Laboratory, will be focusing on the aerodynamics necessary procedures such that we can use the issues associated with weapons integration. building more widely for face-to-face meetings The Amy Johnson Named Lecture 2021, again and events but, of course, we will continue to online, is on 8 July (14:30- 15:30 BST) entitled operate in the virtual environment. Again, ‘learning ‘Inspiring, Training and Developing the Next to live with the virus’ will be a consideration. Generation’ and given by Air Commodore Suraya ● On a brighter note, the Young Persons Committee Marshall, Commandant, Royal Air Force College survey results make interesting reading. Over Cranwell. The Society’s Women in Aerospace 350 members responded which speaks to the and Aviation Committee will also provide an vibrancy of our younger cohort and the excellent update on the alta mentoring programme. For stewardship provided by the committee. Perhaps Corporate Partners and with COP26 in mind, we predictably, the hottest topics for young people also have a briefing on 12 July by Kamran Iqbal are space and sustainability so the Society is very from the Electric Aviation Group who will update much running with the grain there. Where we us on its hybrid electric regional aircraft. Go to are less successful is in ‘solving the disconnect’ the events calendar on our website to book your between our younger members and the broader place. Society, a facet that I recognise. We are also not ● Finally, our congratulations go to three of our seen as effective in marketing our services to this Fellows who were recognised in the Queen’s WHERE WE cohort. Clearly, we have work to do and will rise to Birthday Honours List. Mike Ryan of Spirit ARE LESS the challenge. Aerosystems was made a Knight Bachelor. Major SUCCESSFUL IS ● Related to that last point, we have reinstated General Neil Sexton and Air Vice-Marshal Simon an online and interactive form of our Ballantyne Ellard were both appointed as Companions of the IN ‘SOLVING THE events named after Archie Ballantyne, former Order of the Bath. Also of note, Professor Helen DISCONNECT’ RAeS Secretary, which are aimed at secondary Atkinson of Cranfield University and a great friend BETWEEN OUR schools to be held on 14 and 15 July. Working to the Society became a Dame Commander of with Society partners, the days will include the British Empire. Meanwhile, we thank Dr Alice YOUNGER inspirational talks, careers information and Bunn for her contribution as she steps down to MEMBERS AND hands-on engineering activities for the students. take up her appointment as the Chief Executive THE BROADER This initiative aims to address the lack of STEM of the IMechE. Serving for the remainder of SOCIETY, A outreach available to schools over the past year Alice’s term will be Miss Lalitya Dhavala MRAeS because of education’s Covid posture. Our thanks maintaining our precise gender balance among FACET THAT I again to Boeing for their support. In addition, elected members on Council and adding to our RECOGNISE exhibitor registration is now open for Careers in international profile.

JULY 2021 45 Book Reviews BRITISH IMPERIAL AIR POWER The Royal Air Forces and the Defense of Australia and New Zealand Between the World Wars By Alex M Spencer

Purdue University Press, 504 W State Street, West Lafayette, IN 49707-2058, USA. 2020, 307pp. Illustrated. $39.99. ISBN 978-1-55753-940-3.

In 1967 the reviewer was fortunate to be selected to travel to New Zealand for a Rotary-sponsored study tour. The flight out, by Qantas 707 then TAA Electra, routed Heathrow - Athens - Tehran - New Above: Part of the Imperial was lucky to survive the predations of its sister Delhi - Bangkok - Singapore - Sydney - Auckland Gift, a RAAF de Havilland arms and based its case on the mobility of aircraft. DH9A from Point Cooke. and took 40 hours. The cost was a staggering RAeS (NAL). The reader is reminded that air mobility, at a time £3,000 in old money. The journey approximated the of short-range and relatively unreliable aircraft, pre-war air route and the time and distance involved depended very much on significant infrastructure was a forceful reminder of just how far away these – not just aerodromes but locally based personnel, outposts of Empire were. In those days the world armaments, fuel and other essential stores. was not a global village. Thirty years prior to the Successive chapters address the immediate trip the voyage by air would probably have taken post-war years, the early imperial defence schemes, around a week: 50 years after, it takes 24 hours arms limitation, the Empire air routes, development and costs a lot less. It is now easy to overlook how and failure of airships, the Depression, international the components of what is now the Commonwealth tension, rearmament and the lead in to WW2. interacted before the days of the Internet, television There is an emphasis on the position and role of and fast and cheap travel. Singapore as being pivotal to any Pacific Imperial According to the jacket blurb: ‘British Imperial defence scheme and questions of payment for its Air Power examines the air defense of Australia development as a base and its protection. and New Zealand during the interwar period. It also Given the lack of funds for air forces, much demonstrates the difficulty of applying new military is made of the post-war ‘Imperial Gift’ of aircraft aviation technology to the defense of the global to the dominions but, while the monetary value of Empire and provides insight into the nature of the the surplus aircraft was overstated – although of political relationship between the Pacific Dominions modern design they were otherwise scrap – there and Britain’. The spelling of defence will alert the is no reference to the supporting materials supplied, reader to this being an American publication, written which most certainly were not scrap. In 2010 Seb by Dr Alex Spencer, curator of British and European Cox, Head of the Air Historical Branch, made a military aircraft and flight materiel at the National Air presentation to the RAF Historical Society on the and Space Museum: we are in safe hands. pre-war dominion air forces in which he made The book does most of what it says on the specific reference to the gift to Australia. Remarking jacket and a lot more besides. There is clearly a that it consisted of a self-contained air force, depth of research and what is noticeable is that the Cox noted that: “In addition to the aircraft there work is flat: in other words there is no discernible were 285 motor vehicles, spare aircraft engines, bias and no hidden agenda. It is well-written and radios, machine tools, photographic equipment, highly readable, although there is, of necessity, workshop plant, instruments and test apparatus and a degree of repetition as the deliberations of flying clothing, together with armament including successive Imperial Committees of Defence covered 3,000 bombs, 13 Bessoneau hangars and other much of the same ground year-on-year. aerodrome equipment, as well as spares sufficient The challenges facing the Empire after WW1 for six months’ wastage.” were dramatic. Populations were exhausted and Although it does not spoil the main narrative, there was no money. Threats were assessed and The book does there are several references to the gifted aircraft, Japanese long-term ambition was high on the list most of what and indeed some subsequent acquisitions, as being but assumptions were made that there would no it says on the obsolete. This rather ignored the fact that the RAF major conflict for ten years. Thus the ten-year rule in India and the Middle East was operating the Avro was borne, arising out of financial review in the UK jacket and a lot 504, Bristol F.2B and DH9A into the 1930s. In by Sir Eric Geddes, Minister of Transport. The RAF more besides 1928 the RAAF was replacing its 504s with locally

46 AEROSPACE manufactured DH Cirrus Moths. The impression is Apprentice School. A significant change of status given that the air forces only received second-rate came in 1931 with the Statute of Westminster, in aircraft of dated design and construction: for effect recognising sovereignty of the dominions and example of the Avro Anson, delivered to Australia freeing them from London. in 1937, the author refers to it as “a light liaison/ Both Pacific air forces operated a citizen reserve trainer twin-engine, which was worthless as a component as well as the regular air force and the combat aircraft.” growth of a civil aviation sector was critical. Many The relationship between Britain and the regular personnel were sent to the UK for training, a dominions was complex, especially in the light number serving in the RAF which also recruited (and of the Gallipoli fiasco where Britain was seen as paid for) locally trained personnel. The contribution being careless with the lives of Australian and New to the war effort, not just in the Pacific theatre Zealand troops. It appears that, when it suited, the but in Europe, was quite outstanding, including as dominions would want to be seen as independent it did large numbers of personnel serving within but, at other times, especially when money was RAF squadrons, in addition to nine New Zealand, tight, would prefer to expect the mother country 12 Indian, 22 Australian, 28 South African and 47 to support funding defence. While the Royal Navy Canadian squadrons operating in most Commands saw the Australian and New Zealand navies as and theatres. subordinate, the RAF offered support but not British Imperial Air Power focuses especially on dominance. A quote from Marshal of the Royal Air relationships at governmental and service level from Force Sir Hugh Trenchard in 1929 summarises well 1918 to 1939 and it does this very thoroughly. It is the situation at that time in respect of global air sensibly, if not lavishly, illustrated. For those without defence: a mental map of South-East Asia and Australasia British Imperial “The Dominions are awaiting a lead from one or two maps would have been helpful and the Imperial Government in this matter and are might have encouraged questions about the special Air Power especially interested in the possibilities of air power significance of Singapore and why Sydney rather focuses in coast defence; and any units which may be than Darwin was considered a key target to be especially on provided in the Dominions for this duty will also be defended. To keep the evolution of the dominion air relationships at available in the event of war with a non-maritime forces in context a few tables showing the orders of Power to form part of any Dominion contribution to battle would also have been helpful. However, these governmental an Imperial striking force.” are minor niggles and should not detract from an and service Trenchard’s advice was frequently sought and important contribution not just to the histories of the level from 1918 noticeable is that in Australia and New Zealand RAAF and RNZAF but also of the RAF itself. to 1939 and it there was a concentration on infrastructure, much as Trenchard had ensured that the foundations of Victor Flintham does this very the RAF were its Cadet College, Staff College and FCIPD MRAeS thoroughly

NATIONAL AEROSPACE LIBRARY NOW OPEN

The National Aerospace Library is open to member and non-member visitors on Wednesdays and Thursdays. To book a visit please go to the NAL website. Online services remain available so you can continue to browse the catalogue and download e-books and e-journals as well as contact our expert Librarian for advice and enquiries. E [email protected] NAL www.aerosociety.com/nal Catalogue www.aerosociety.com/catalogue Film Archive www.aerosociety.com/movies e-library www.aerosociety.com/elibrary

JULY 2021 47 - Book Reviews THE DOWDING PAPERS

By Lord Air Chief Marshal his time in France during WW1 – again punctured with amusing stories – highlights the embryonic Dowding and edited by Donald nature of this first use of air power, together with Spiers and James Buckley the risks and challenges facing these early airmen. He also mentions some of his initial encounters with Lightning Source, 2020, 155pp, £7.99. Trenchard which did not always go smoothly! During the inter-war years Dowding undertook For those seeking an in-depth view of Dowding’s various staff appointments in the UK, with overseas perspective on the Battle of Britain, this short book postings to Iraq and Palestine. He provides an is not the one for you. Although Dowding mentions interesting insight into the psychology of ‘air a few aspects of the battle, for a detailed analysis policing’ from his time in Iraq and the complexity he refers readers to the Dispatch he submitted to of the situation in Palestine. On his appointment in the Secretary of State for Air in 1941. Nevertheless, 1930 as Air Member for Supply and Research we see Dowding’s natural fascination with technology this collection of personal notes from Dowding – Top: Hawker Hurricane Mk I who never wrote an autobiography – provides an of 32 Sqn, RAF Biggin Hill, put to good use, despite the resistance he absorbing insight into his life at school, his careers in during the Battle of Britain, often encountered. The driving force behind the the Army, Royal Flying Corps and Royal Air Force and, August 1940. development of the Hurricane and Spitfire, and, following his retirement, his interest in spiritualism. Above: Air Marshal Hugh of course, radar, he deserves enormous credit for Dowding. This is especially true of his time as a young Army Crown copyright. ensuring that these vital capabilities were available officer who during the first ten years of his career, saw for the Battle of Britain. On assuming leadership service in Gibraltar, Ceylon, Hong Kong and India. The of Fighter Command in 1936 he immediately set latter two postings were clearly the most enjoyable about creating what we all now recognise as an and his notes are scattered with humorous anecdotes ‘integrated air defence system’ and, although the about life in these outposts of Empire. His return story is well known, it is interesting to hear Dowding’s to the UK to attend Staff College marked the start personal perspective. As already mentioned, there of his interest in aviation – sparked mainly because is little commentary on the Battle of Britain and the he thought it ‘might be a good thing if the Army had remainder of the book covers his time in America, some Staff Officers who knew something about his retirement from the Royal Air Force, and his flying’, knowledge he felt was lacking in his instructors. motivation for exploring the world of spiritualism. So it was that he received his civilian ‘ticket’ allowing Sir Glenn Torpy Although short, this book provides a fascinating him to fly and carry passengers – after a mere 1 hour FRAeS personal insight into Dowding’s life and is well worth and 40 minutes in the air(!) – and enabled his entry Former Chief of the Air reading alongside the many other books written about into the Royal Flying Corps. Dowding’s description of Staff one of the Royal Air Force’s most important leaders.

48 AEROSPACE - e-Library Additions BOOKS

If you need more detailed information designed to MISSILES & WEAPONS privileges, forms, aircraft make the future of the human brush up your skills and boost your professional SYSTEMS hardware and tools. family increasingly hard to Airworthiness: an predict and protect. This book development, try our e-books library. Introduction to Electronic introduction to Aircraft explores how the philosophical Our fully flexible online collection allows Society Defense Systems by Felippo Certification and tradition of virtue ethics can Neri, 3rd edition, 2019. Operations by F De Florio, help us to cultivate the moral members to search for information and concepts wisdom we need to live Design of Guidance and 2016. across over 250 books and, once you have found wisely and well with emerging Control Systems for Aircraft Inspection, Repair technologies. what you need, you can download separate chapters Tactical Missiles by Qi & Alterations: Acceptable or even individual diagrams. Once you have created Zaikang and Lin Defu, 2019. Methods, Techniques & Practices by the Federal Modern Missile Guidance an account, you can then highlight text, add notes Aviation Administration, 2008. by Rafael Yanushevsky, 2018. This handbook for and electronically borrow the book for 24 hours. The Official History of Aviation Maintenance Over the past year or so we have built up our UK Strategic Nuclear Technicians (AMTs), repair Deterrent: Vol 1 – From collection in the following areas: stations, aircraft owners and the V-Bomber Era to the homebuilders details the ● Green aviation Arrival of Polaris, 1945- standards for acceptable Young professionals moving into management 1964 by Matthew Jones, ● methods, techniques and 2017. ● Material aimed at apprentice members, including practices for the inspection, Test and evaluation of repair, and alteration of aircraft. general aerospace engineering and aircraft aircraft avionics and Aviation Maintenance maintenance titles weapon systems by Robert Technician: Airframe, E McShea, 2013. ● Key textbooks to support those going into or Volume 1 Structures by coming out of university This text and practical Dale Crane, 3rd edition, 2008. reference for all personnel Details the subjects ● Missiles and weapons systems involved in avionics and associated with aircraft weapons system evaluation Engaging the Next ● A selection of classic aero history titles (see structures, including and testing, in the air and on Generation of Aviation August’s edition of e-library Additions) aerodynamics, and hydraulics the ground. Professionals edited by UAVs (see August’s edition of e-library Additions). and pneumatic systems as Suzanne K Kearns, Timothy ● Advances in Missile they relate to the landing gear. Plus, we have added a selection of the Guidance, Control and J Mavin and Steven Hodge, Aviation Maintenance 2020. Estimation edited by S N Technician: Airframe, best titles reviewed by AEROSPACE and The The Political Economy Balakrishnan, A Tsourdos and Volume 2 Systems by Dale Aeronautical Journal. of Aerospace Industries: B A White, 2012. Crane, 3rd edition, 2008. If you cannot find what you are for looking Project Emily: Thor IRBM A Key Driver of Growth Covers the various and International in our e-library, or you prefer the feel of paper in and the RAF by J Boyes, systems involved with the 2008. Competitiveness? by Keith your hands, you can also use the NAL catalogue airframe, encompassing Hartley. A history of the four-year electrical, fuel, cabin Aerospace is often to select from over a thousand of the most recent period from 1959 to 1963 atmosphere control, viewed as a key high- aerospace textbooks to borrow by post. As well as when RAF Bomber Command instruments, communications technology industry, important books designed to help all aerospace professionals, operated 60 Thor Intermediate- and navigation, ice and rain Range Ballistic Missiles as part control, fire protection systems, for a nation’s future growth we have masses of material that would satisfy every of the UK nuclear deterrent and aircraft inspections. prospects and international aero enthusiast. force, and how and why it was competitiveness. This book dismantled. presents an economic and MANAGEMENT The ‘Secret’ World of political analysis of the world’s Vickers Guided Weapons aerospace industries and their GREEN AVIATION by John Forbat, 2006. Managing Aerospace performance. Projects edited by Dr Jimmy A detailed well-illustrated Value Proposition Design: Williams Jr, 2017. Sustainable Development, account of the development How to Create Products International Aviation, and of the Red Rapier expendable The New Business Road and Services Customers Treaty Implementation bomber, Blue Boar gliding Test: What entrepreneurs Want by Alexander edited by Armand de Mestra, bomb, Red Dean air-to-air and investors should do Osterwalder, Yves Pigneur, Peter Paul Fitzgerald and Md. missile and Vigilant anti-tank before launching a lean Bernarda Bernarda, Alan Smith Tanveer Ahmad, 2018. missile. start-up by John Mullins, 5th and Trish Papadakos, 2014. This book seeks to edition, 2018. examine the many dimensions Building on lessons AIRCRAFT MAINTENANCE COMPUTER SYSTEMS of the effort to contain learned by studying numerous greenhouse gas emissions entrepreneurs, this book Finite element analysis: from aircraft in a manner Human Factors in details the author’s seven consonant with the principles Aircraft Maintenance by D domains model for assessing theory and application of sustainable development, Yiannakides and C Sergiou, new business ideas. The with ANSYS by Saeed and examines the development 2019. model is comprised of four Moaveni, 4th edition. of international law and policy. Aviation Maintenance market and industry domains This book presents Reframing economic Technician: General by Dale and three related to the the theory of finite element policy towards Sustainable Aviation: Crane, Sean Fortier and Terry entrepreneurial team. analysis, explores its sustainability: explored Greening the Flight Path Michmerhuizen, 2018. Technology and the application as a design/ through a case study edited by Thomas Walker, An introduction to Virtues: A Philosophical modelling tool, and explains into aviation by Peter J Angela Stefania Bergantino, aviation with basic lessons Guide to a Future Worth in detail how to use ANSYS McManners, 2017. Northrop Sprung-Much and on mathematics, physics and Wanting by Shannon Vallor, intelligently and effectively. Future Propulsion Systems Luisa Loiacono, 2020. electricity. As the student 2016. MATLAB primer by Timothy and Energy Sources in Sustainable Aviation edited progresses, specific aviation New technologies from A Davis, 8th edition, 2011. Sustainable Aviation by S by T H Karakoc, C O Colpan, O concerns are addressed, artificial intelligence to drones, A hands-on introduction Farokhi, 2020. Altuntas and Y Sohret, 2019. including regulations, mechanic and biomedical enhancement to MATLAB.

www.aerosociety.com/elibrary

JULY 2021 49 - Obituary RICHARD ‘DICK’ SPENCER CEng FRAeS At this time, Shorts had connections with Beech 1925-2021 Aircraft and, after a period in Wichita, Dick managed a Sales and Service distribution at Gatwick Airport, until political changes caused it to close. Returning Richard (Dick) Spencer was born in Coventry to Belfast, Dick rejoined the Flight Test team who where his lifetime interest in aviation was first were now testing the Belfast and Skyvan aircraft. kindled, observing a flypast of the R101 airship. Recognising the lack of attention to safety training His grandfather took him, in a side-car, to the and poor equipment maintenance, Dick began Cardington Airsheds and also to see Sir Alan rectifications, including dingy training for the flight Cobham’s Flying Circus at Whitley. At 15, Dick test observers and engineers. All went well, until one won an apprenticeship at Alvis Ltd, who produced inquisitive pupil pulled the sea-marker on his Mae aero-engines and super-chargers for Rolls-Royce. In West, turning the whole swimming pool bright green. 1943, Dick volunteered for aircrew but was trained Against some opposition, including some as a Wireless Operator/Air Gunner. With the ending ridicule, Dick obtained a Civil Licence for the of the war in Europe he underwent jungle training in Harbour (now George Best) Airport. Unfortunately, preparation for the war with Japan but this ceased the 1971 crash of Rolls-Royce had an adverse with the atom bomb. impact on Shorts and Dick’s name was one of those While still in demob, Dick joined the Miles that came ‘out of the hat’ for redundancy. He moved Aircraft Technical School but at weekends to Aldergrove (now Belfast International) Airport as continued to fly as a Signaller in Tiger Moths and Operations Manager and was key to introducing Anson Mk1s at Woodley. He passed his AFRAeS CAT III auto-landing prior to his retirement. exams, just before MATS closed and joined Shorts In his retirement, Dick concentrated on his Brothers (Belfast) as a design draughtsman. His hobbies of wood carving and model making, being initial work was on the Sperrin bomber and Sealand elected to the Guild of Master Craftsmen and Guild amphibian. of Irish Wood Turners. Although his flying career with Hearing a radio announcement that RAuxAF AEF had also ended, when the authorities realised 502 Squadron were seeking additional pilots, Dick his age and advised that ‘the Queen wanted her joined the following day. Granted unpaid leave from Bulldog back’, Dick continued his connection with Shorts, Dick gained his wings at Heany, Southern aviation, being a regular guest to RAF Aldergrove, Rhodesia, flying Tiger Moths and Harvards and a member of Ulster Aviation Society and also as winning the ‘Cup of Honour’ for the best all round VP of the RAeS Belfast Branch, attending until the pilot. On his return, Dick converted to jets, flying pandemic. Dick initially joined RAeS in 1947 and Vampires and Meteors with 502 Squadron. his longevity was recognised by the Society, who Rejoining Shorts, Missile Division, Dick was part presented him with the Branches Award in October of the Seacat and Tigercat design teams, before 2011. moving to the Flight Test team that were completing Dick met his wife Diana, while in the Missile the development and production testing of Shorts Division. Diana predeceased him. They had a son, aircraft, including the Britannia. He continued Richard, married to Carol, and daughter, Tara, plus his flying at weekends until 502 Squadron was three delightful grandchildren. disbanded. He then joined No13 AEF, flying Chipmunks and Bulldogs. John Miller

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IT FLIES USA 2021 IT FLIES USA returns for its tenth anniversary

Last year Merlin Flight Simulation Group was unable to hold the IT FLIES aircraft design and handling competitions due to the Covid-19 situation. This spring, on its tenth anniversary of IT FLIES USA, The University of Dayton proposed that we run a ‘virtual’ competition, whereby students would submit their aircraft designs as usual – these would be flown and assessed on Dayton’s MP521 simulator. April 2021 saw feedback provided to the teams from the test pilots, Gary Konnert and Frank Delsing via a Zoom link. Gary and Frank are both members of the SETP Great Lakes Division. Likewise, the teams submitted a ten-minute project presentation in advance of competition day for assessment by Len Pohlar and Troy Hoeger, members of the Society of Flight Test Engineers, Above: The second placed prizewinners: Jacob the judges of that section. Montgomery and Calvin From Merlin’s perspective I really missed Callahan from the University meeting all the student teams at Dayton but, due to of Dayton. the impeccable organisation from the university, the Right: The winning design from Hanif Shakiba, day ran very smoothly. Manchester University. Some universities have not had access to their simulation laboratories during the Covid crisis – and Gary Konnert, one of the test pilot flying judges, commented that: “the students did an outstanding job of design given the limitations this year.” The competition resulted in a win for Manchester University student, Hanif Shakiba, who designed a single engine, subsonic, high wing early 1950’s jet fighter-bomber for the USAF. He said that the existing aircraft that were influential to his design included the F-86 Sabre, and the Hawker Hunter. Second place went to the University of Dayton’s I think that Jacob Montgomery from the team of Jacob Montgomery and Calvin Callahan, University of Dayton summed the whole event up who designed ‘Switchblade’, a light reconnaissance pretty well: aircraft – with a variable wingspan and designed to “Thank you to all people involved in this be optionally piloted. competition, from the innovators at Merlin to the The winners of the Project Presentation Section gracious test pilots and fantastic educators from were the Mississippi State University team of Jake every university. This project has given us real-world Freer, Garret Harris, Parker Ford, Chris White, Ajayi experience that is unmatched in the aerospace Asishana, Joseph May, Mathew Ayala and Noah research field!” Wilson who entered ‘Big Bertha’ – a high capacity short-range transport aircraft. Marion Neal The event was sponsored by Merlin Flight Marketing Director Simulation Group and The Aviation Historian Merlin Flight Simulation Group magazine. www.merlinsim.com

JULY 2021 51 -

RAeS LIGHT AIRCRAFT COMPETITION RAeS International Light Aircraft Competition 2021-2022

Welcome to the RAeS International Light Aircraft RAeS GA Group’s Light Aircraft Design Conference Design Competition 2021-22. This year’s which is planned for November 2022. competition is supported by the Light Aircraft The winning design will be the one that scores Association and the British Microlight Aircraft the highest number of points. Points will be awarded Association which supervise the building and with equal weighting (ie 1/3 each) based upon: operation of most light aircraft in the UK. ● the product of payload (kg) x range (km) x average cruise speed (km/hr); Mission ● the quality and completeness of the design report; and Your aim is to design a piloted electric aircraft that ● the innovation, ruggedness, practicality and will deliver a passenger or essential supplies in maintainability of the design. equatorial countries from short soil airstrips. The Range and average speed are measured from objective is to provide the best possible combination ‘brakes-off’ at the start of the take-off to ‘brakes of productivity and utility. on’ at the end of the landing (both of which may The design must conform to the 600kg be on any area or surface free of obstacles). The certification classes now popular in Europe (as payload shall be of a specified density (see Design microlights) and the USA (as Light Sport Aircraft). It constraints). shall operate under daytime Visual Flight Rules. Recharging shall be via solar farms, batteries Design constraints and chargers at each airstrip. The design must be compliant with the following Eligibility and team structure constraints: ● Designed broadly to BCAR Section S (see The competition is open to all with an interest references below) but with the following in aircraft design. Entries from all countries and changes: types of organisation (including individuals) are ● 600kg maximum total weight authorised (MTWA) encouraged. You will need some aircraft design ● Vso 83.3km/h – 45kt knowledge and the ability to perform basic ● Fixed undercarriage engineering and aerodynamic calculations but ● The design must cater for the mass of any pilot you do not need to be a professional aerospace and passenger in the range of 50kg to 100kg. engineer. ● Designs will be practical, rugged and Team size is left to the discretion of the entrant maintainable. but all team members and their affiliation must be ● The aircraft shall be a fixed-wing configuration, listed in the entry form with the final submission. with a maximum wing span of 11.0m. Entrants are at liberty to form a consortium with ● The aircraft shall utilise an electric powertrain other interested parties where specific skills and using only batteries for energy storage. knowledge are required to fulfil the design exercise. ● Up to four motors and up to four propellers may be used. Judging of competition entries ● Propellers must be fixed pitch. ● No thrust vectoring is permitted. The entries will be judged by a team of professional ● The design shall be fault tolerant: able to fly safely aeronautical engineers from the RAeS, the LAA and having suffered a failure of a single motor, battery the BMAA. The winners will be announced at the or propeller.

52 AEROSPACE -

● The aircraft shall have a minimum wheel size (all The simulation model will be used to provide wheels) of 6.00 x 6” and use at least 6.00 x 6 8 a definition of your design, to enable the judges ply tyres. to assess the aircraft’s handling and to provide ● The aircraft shall have either hydraulic disc brakes evidence of the performance (especially range and or braking electric motors on main wheels. speed) of the design. ● All moving aerodynamic surfaces must be The simulation software calculates the dynamic mechanically actuated. behaviour of your aircraft in real time from the basic ● Climb rate at 1,000ft and ISA + 20°C must information that you provide to it. However, this is, exceed 2.5m/s using peak power. of course, dependent upon the 2D aerofoil data, ● Artificial stability systems may not be used to masses, body profile drag and other values that you enhance an otherwise unstable aircraft. input to that software. You must provide evidence ● An autopilot may be used to enable the aircraft and reasoning to support the data that you use in to maintain heading, altitude and speed. This your simulator model in your Final Design Report. is useful within X-Plane when performing the The competition performance demonstration mission. flights must be conducted at ISA + 20°C and For the purposes of design and performance MTWA with the take-off and landing to be calculations, the following must be used: performed at –0ft < sea-level < +100ft. The cruise ● Payload must have a density of 160kg/m3 height must be 3,000ft ±100ft. The take-off is to ● Batteries may only be used between 100% and be simulated from a soil runway and hence a rolling 20% energy levels, to allow a reserve. You may resistance coefficient of 0.1 must be used. assume that a 100% discharge rate is available To display the remaining watt-hours for each throughout this range. battery, use ‘Data Output’ to ‘Show in Cockpit’ 124 To ensure a consistent approach and permit fair – Electrical and Solar systems’ (there is currently judging, teams are to assume the following for the no available cockpit instrument for battery energy propulsion system: in X-Plane). Your X-Plane files must be in the ● Electric motors (including controller) shall have directory X-Plane 11/Aircraft/name-of-your project a power density of no greater than 7kW/kg folder. This folder must contain the following data in continuous (for cruise and descent) and X-Plane format: 10kW/kg peak (for a maximum of 5 minutes). ● A flight model of your design in the form of ● Batteries shall have a specific energy of a .acf file. hisT includes data defining the 300Wh/kg at the cell level and a value of motors, batteries and transmissions, including 200Wh/kg for the cells integrated into packs, transmission losses and battery characteristics; including monitoring, control and cooling. ● An aerofoils folder containing your aerofoils as .afl files; Competition entry deliverables ● Folders containing cockpit and object files. (You are encouraged to include graphic files (.png) To fulfil the competition requirements, entrants need and/or 3D object files (.obj) to improve the to submit four key items: cosmetic appearance of your cockpit and external 1. An entry form with your details and those of your views.) and; team. This can be obtained upon request from ● The replay file (.rep) demonstrating your aircraft’s the RAeS at generalaviation@aerosociety. performance for the mission. com. 2. The flight simulation model of the final aircraft Key dates design. 3. A Final Design Report. From June 2021 register your interest with 4. At least one rendered image of your design. [email protected]. The More details on these are contained in what email subject line should be ‘Design Competition follows. 2021/2022’. You will be sent an entry form to complete and return. Simulation Your entry must be submitted by midnight London The aircraft model of your design to be submitted time on 31 August 2022 to: generalaviation@ shall be developed using the current version of aerosociety.com X-Plane. The simulator version used for your final submission should be that available on full release For further information visit: on 31 May 2022. www.aerosociety.com/aircraftdesigncomp

JULY 2021 53 NEW MEMBER SPOTLIGHT

Name: Barbara Esker FRAeS, 54 (although I What do you hope to get out of your would advise against asking any woman her age!) membership with the RAeS? I look forward to Location: My position is with NASA meeting and networking with new colleagues and Headquarters in Washington, DC, but I have a continuing to learn about this ever-expanding field. ‘duty station’ at the NASA Glenn Research Center Having access to both RAeS-sponsored events in Cleveland, Ohio, which means that I have an and publications will be exceedingly valuable. office at each location and, prior to the pandemic, I What three items would you take with travelled back and forth quite a bit. you to the space station? A picture of my Job title: Deputy Director, Advanced Air Vehicles immediate family, a picture of my extended family Program within the NASA Aeronautics Research and a means of recording my experiences on the Mission Directorate. space station. What inspired you into aerospace? My What’s your favourite aircraft? F-35B (STOVL dad cultivated an interest in aviation. He loved variant) – since my first position at NASA involved aircraft but never had the opportunity to work getting data to help answer some of the very basic directly in this field. Fortunately, he found science and technology questions associated with opportunities to explore this interest. I remember the vertical lift propulsion systems. going to the US Air Force Museum in Dayton, Who is your biggest inspiration? Early Ohio, when I was about six years old and we inspiration comes from my parents. In college, Mom would attend local airshows when we had the was the only woman in chemistry, graduating with a chance. Additionally, I remember visiting the bachelor’s degree in 1964. Dad attended evening NASA Kennedy Space Center as one part college for 11 years to earn his degree while I was of a family vacation to Florida. My very first young. A college professor (Dr Paul Lam) provided experience flying was in a towed glider aircraft support/inspiration during my undergraduate when I was about seven years old. and graduate education, and he recommended What is the best thing about your current sending a résumé to NASA. Early in my career, two role? The best thing about my current role is colleagues (Jack McArdle and Albert Johns) were the really amazing people with whom I have the really inspiring. Both were outstanding aerospace opportunity to work closely. They are exceedingly researchers and demonstrated the upmost respect smart and passionate persons who are truly for their teams. Working with them, I witnessed the making a positive impact in the field of aerospace profound importance of valuing all team members’ and aviation. I feel truly humbled to be part of their respective contributions. teams and to consider many of them my closest Piece of advice for someone looking to friends. enter your field? Really embrace the concept of What made you join the Royal Aeronautical the multi-disciplinary solution space – recognise Society? A highly respected colleague that, given the multi-disciplinary complexity of recommended that I consider joining, since the these aerospace systems, there is no way that Society is highly regarded for their commitment you can know it all. You must be able to work to the advancement and growth of aerospace well with, and truly value, persons with expertise and aviation knowledge and workforce. RAeS outside of your own area including expertise from membership is complementary to the AIAA outside of engineering. Innovative solutions often (American Institute for Aeronautics and emerge from the confluence of multiple disciplines. Astronautics) and is an opportunity to continue Finally, recognise the importance of understanding to grow my engagement with the international the broader context for your work – this means aerospace community and further develop having an accurate understanding of the societal, relationships and friendships with new peers economic, and technical drivers and implications of around the globe. the system on which you work.

54 AEROSPACE Diary

EVENTS www.aerosociety/events-calendar/

1 July A Victor tanker of 55 21 July Air Traffic Control Squadron (centre) refuelling Young Business Leaders in Aviation Nicky Patterson, ATCO, NATS a Tornado GR1 (nearest Ahmad AlBloushi, Ilham Said and Yadhushan Mahendran Nottingham Branch online lecture camera) and Buccaneer S2 UAE Branch online panel discussion on their way to a target during 5 July Operation Granby. Within 1 September Lanchester Lecture: Aerodynamics and weapons integration days of Iraq’s invasion of Jack Pritchard and the R.38 Airship Disaster, one hundred Trevor Birch, Technical Fellow at the Defence Science & Kuwait on 2 August 1990, years on Technology Laboratory RAF aircraft arrived in Saudi Wendy Pritchard, granddaughter of Major J E M Pritchard who RAeS online named lecture Arabia alongside USAF was killed in the accident aircraft. The Buccaneer will Online lecture 8 July be discussed at the Oxford Branch by Air Cdre Graham Amy Johnson Lecture: Inspiring, Training and Developing the 7-9 September Next Generation Pitchfork on 20 July. 47th European Rotorcraft Forum Air Commodore Suraya Marshall, Commandant, Royal Air Force MoD/Crown Copyright 1991. Online conference College Cranwell RAeS online named lecture 8 September Lockheed Martin’s role within delivering an orbital vertical 20 July launch from the Shetland Space Centre Buccaneer in RAF and RN Service Brough Branch online Lecture Graham Pitchfork, Aviation Historian, Author, Speaker, Air Commodore RAF (Ret’d) 14 September Oxford Branch lecture Some Significant Turning Point British Aircraft The Magdalen Centre, Oxford Science Park, Oxford OX4 4GA Dr Ron Smith Online Lecture 20 July The Domestic Aviation Market – FY22 will be a year to 15 September remember PHASA-35 Tony Dillon Paul Brooks, CEO, Prismatic Sydney Branch online lecture Preston Branch online Lecture

For further information and booking: www.aerosociety.com/events-calendar/

JULY 2021 55 Elections

FELLOWS Peter McAdam Alister Driver Peter McCambridge Anouschka D’Souza WITH REGRET Stuart Archer Mike Mcilveen Emma England Claudio Arienta David McKenney Silvia Fernandez Arranz The RAeS announces, with regret, the death of the Raed Ayoub Paul McLaren Filip Florek following members: Alessandra Badino Kevin McMurtrie Jonathan Fuller Keith William Cotton EngTech ARAeS 71 Simon Bee Iain Minton Grant Gallacher Leslie Blankley Alan Missenden Alan Gates Anthony Victor Richard Hillier FRAeS 92 Gregory Bowen Henrique Moutinho Filho Giacomo Gatto Michael Francis Lake CEng MRAeS 90 Bruce Brandon Christian Pinter Steven Giblin Yves Lambert FRAeS 84 Nigel Breyley Richard Prosser James Gill Craig Bruce Colin Pryde Kodikara Gunaratne Thomas Mayer CBE CEng HonCRAeS 71 Giampaolo Buticchi Amir Rezai Sugam Gupta James Cameron Keith Rigby Alex Haigh Mark Catterall Matthew Santer Lisa Hale Pierre Seon Christos Chatzimeletiou Philip Hall ASSOCIATES Neil Seabrook John Simmans Daniel Clark Lesley Still Robert Hamilton Fei Song Emily Bradley John-Paul Clarke Alistair Stocker Paul Harris Alexandre Spiri Ho Yin Chan Christpher Cornall Ian Sturland Mohammed Hasan Antony Steel Georgina Coulthread David Curties Mark Tooth Nicola Heaton Richard Stevens Matthew Cox Doug Davis Michiel Van der Maat Maja Hecimovic Olukayode Sunmonu Mark Davis Andrew Dawe Peter Warner Matthew Heritage Charles Talbot Graham Parish Steven Dean Kevin Wilkins Ian Hillier Pritesh Vaghella Anna Peters William Devenport Alexander Wirth Daniel Holland Charlie White Gabriel Elefteriu Nigel Wright William Howe Paolo Valloni Ronald Epstein Jon Yeoman Sarah Hubbard Frank Van de Laar E-ASSOCIATES Barbara Esker Crystal Ioannou Adam Withenshaw Timothy Wood Rory Feely MEMBERS Charles Jones Jan Glodowski Paolo Ferri Yohan Jugurnauth Thomas Price Stuart Fitch Munya Ahmed Sam Keeling ASSOCIATE MEMBERS Veronika Puisa Andres Friedman Mahmood Al Zaghal Indike Kekulawala Gian Somma Andreas Fuge Matthew Aston Jonathon Knight Michael Waddington Thomas Gallagher Talal Ather Calixius Koh Antony Athithan Ananthan Thu Win Antoine Gélain Meher Ayyagari Panagiotis Andrew Young Ricardo Genova Galvin Majed Baflah Leontakianakos Pradip Aryal Christopher Beale Usman Ghani David Barry Aravind Levakumar AFFILIATES Sean Goldsbrough Raymond Baxter Daniel Marsh Carl Blundell Andrew Harrigan Joseph Becker Timothy Martin Jaynil Chandracante Joseph Cleary Damian Ebzery Jerrod Hartley Alex Bennetts Andrew McVey James Haselman Tom Heenan Laura Blagden Samra Mohammad Azhar Anna Collins Kaelan Grafton Lisa McNamee Barbara Holder Nicholas William Bown Adrian Morrison Iain Meek Mark Houghton Mark Bradley Ibrahim Mshelia Amuniki Haley Jonathan Hand David Rhys-Jones Steven Kirkham Rebecca Brown Joseph Mulae Alexandros Yiannakou Holger Krag Anish Chavda Gaurav Nath Zukhraf Jamil James Lambert Gabriel Olivera Jake Lester Imene Chekkal STUDENT AFFILIATES Graham Leadbetter Aidan Cowley Darren Palmer Colin Penfold Kalaiarasan Sekar Ben Lee Ian Craig Shelly Parker Eastwood Groth Karl Smith John Leighton Bryan Currie Talitha Patrick Mohammed Iqbal Mark Stafford Ian Macafee David Davies Kishain Payyana Michael Scott Alexander Street Andrew Maher Andrew Day Bonnie Posselt Zacharia Tuten Christopher Male Joseph Delany Isa Risasi Khurram Warsi Rupert Williams Michael Malouf Barry Deuison Lucia Rodriguez Roces George Webbon Fergus Mayhew Karl Doonan Gavin Scott Ye Yuan

56 AEROSPACE Journal of Aeronautical History

The first Journal of Aeronautical History paper of 2021 has been added to the Society’s website and is FREE to view or download: https://www.aerosociety.com/news-expertise/ journals-papers/papers-of-the-journal-of- aeronautical-history/ Ludwig, Rudolf and Emil Rüb – Forgotten German Aeronautical and Rotating-Wing Pioneers By Berend G van der Wall, Senior Scientist, DLR The Last Word COMMENTARY FROM Professor Keith Hayward FRAeS

Farewell to the RAF Hercules

lobally, the Hercules will soldier a very fine aeroplane. However, its protracted on for many years yet. In service development history makes it one of my party with the USAF since 1956, it is the piece stories – ‘How not to collaborate’ or the longest running operational military ‘European all-comers record holder for prolonged aircraft still in production. With 70 gestation’? Gnational operators, it must be one of the most ubiquitous of military transports. As the C-130K, From FIMA onwards the Hercules entered the RAF inventory in the mid 1960s, following the cancellation of the VSTOL Its prehistory goes back to the Future International Armstrong Whitworth AS.681. Up to this point, the Military Airlifter programme of 1982. This UK military had often been lumbered with some manifestation included Lockheed but, as the US poor transport aeroplanes, if not complete turkeys. government would not guarantee an order for the A number were airliner conversions, some better aircraft, Lockheed dropped out and FIMA became than others. FEMA (Future European Military Airlifter), soon to become Euroflag. First designed to have jet engines, A short history of UK military then with Canadian turboprops, but dropped on transports political as much as technical grounds for an all-new European engine. 2009 came and went, with Airbus, The Vickers-Armstrong V.1000, launched in the now the prime contractor, looking to renegotiate a early 1950s, was one of the few custom designed crippling fixed-price contract. In 2012, the A400M transport aircraft for the RAF. Based on the Valiant, received its EASA certification and a year later its it was to act as a fast transport to accompany first operation with the French air force. In 2015 it the V-Bombers on wartime deployment. Having entered service with the RAF. To date, only a few performed this mission, it was supposed to fly as export orders are on Airbus’ books but there are IT SEEMS A a decoy into Russia. It was cancelled in 1953 and hopes that an improving operational record will lead its civil version, the VC.7, in 1955. The Blackburn to more sales. COMMON Beverley was another 1950s product that had a FEATURE OF limited run in service. The Shorts Belfast was the Bus drivers rule OK! WORLD ARMED highlight of the 1960s. Although it had the first FORCES TO automated ‘blind landing system’, its severe drag It seems a common feature of world armed forces problem led pilots to suggest they flew backwards to neglect their transport capabilities. Even the NEGLECT THEIR in a strong headwind. The Super VC-10 was bought US has often found it short of transport aircraft in TRANSPORT to bail out BOAC and the Vickers part of BAC in the emergencies. This was once explained in academic CAPABILITIES. early 1960s but, at least this time, the military did circles as reflecting the power of ‘organisational get a fine product. In short, the UK does not have a essence’ in large bureaucracies. Naval top brass EVEN THE US very good record in delivering a national product to saw themselves as battleship commanders (or HAS OFTEN carry military personnel and freight. later aircraft carrier captains) and, of course, FOUND IT With the departure of the C-130J, the UK ‘proper’ airmen were either ‘bomber barons’ or SHORT OF will rely on the Airbus A400M, the A330 Voyager ‘fighter jocks’. Nobody wanted to be a ‘bus driver’. and the Boeing C-17. The latter is a much-prized But there is no doubting that, from the Berlin Airlift TRANSPORT capability and has often been deployed on behalf onwards, military transport aviation is central to the AIRCRAFT IN of our European allies. But my favourite has to project of both ‘hard’ and ‘soft’ power and should EMERGENCIES be the A400M: it seems to be working out to be have as much respect as any combat aircraft.

58 AEROSPACE @ROYAL AIRFORCE

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