Dave Daggett

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Designed and produced by Jaymac Graphics, Bedford www.cranfield.ac.uk/cua

February 2008Issue 8

Aerospace at

Cranfield University Cranfield research Aerospace in the

news Short courses

AerogramBringing news from the horizon

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If you would like to receive further

copies of Aerogram, please send

your contact details to:

Cranfield University Aerospace

Building 83

Cranfield University

Cranfield

Bedfordshire

MK43 0AL

You can also contact us by

telephone or email:

T: +44 (0)1234 750111 ext 5124

E: [email protected]

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IN THIS

EDITION...

2_Biojet fuel for commercial

aviation: are we close?

5_The challenge of green

aviation: the OMEGA

partnership

8_Environmentally friendly

airliner: the A-6

Greenliner developedby Cranfield students

12_Air transport emissions:

EU trading scheme

15_NEWS INCLUDING:

Cranfields role in the

ASTRAEA programme

New agreement signed

with Boeing

Award for Cranfields

Engineering MSc

Flying high: the BWBtakes to the skies

Space alumni get

together

20_Short courses: February

to April 2008

21_Aerogram user

questionnaire

Green issues

Welcome to the January 2008 edition

of Aerogram.

The global aerospace and aviation industry

is enjoying a prolonged upswing, thanks

mainly to the insatiable demand for

commercial aircraft from emerging

economies, the rapid expansion of low-cost

carriers and the desire of established airlines

to replace ageing fleets with more economic

and environmentally friendly aircraft. New

sectors are also growing rapidly including

the emergence of the unmanned air vehicle,

security and surveillance sectors.

Cranfield University continues to play a

leading role in these sectors t hrough

partnering with the prime contractors, major

systems suppliers and aircraft operators.The large extent of our collaboration is shown

to some degree by the wide range of articles,

events and news items in this edition of

Aerogram. Before introducing the theme of

this edition some words summarising some

of the major global aerospace events of the

period that form the backdrop to the

Universitys activities.

Most new aircraft development programmes

are dogged with development difficulties

and delays. The Airbus A380 project was

no exception, but on 26 October 2007 the

first scheduled service from Singapore to

Sydney began operating with Singapore

Airlines. This represents a significant mile-

stone for the biggest civil aerospace project

ever undertaken in Europe. There were

passengers from 35 nationalities on board

the flight to enjoy the 'carnival atmosphere'.

Passengers commented on the smoothness

of the flight, the extra space in the cabins

and the lack of noise from the engines.

Clearly a great hit with passengers, but

only time will tell if the aircraft will be a

commercial success.

In September the other major commercial

aircraft manufacturer, Boeing, was forced

to alert the world's media to the fact that

there would be delays in the first flight of

the Boeing 787 Dreamliner. The two main

reasons were the complexity of the newcomposite fuselage technology and a global

shortage of fasteners that had affected

supplier component systems assembly. It

is now thought that the launch customer

for the 787, Japan's All Nippon Airways,

may face a delay of seven months; first

delivery is now set for early 2009. The first

fully assembled 787 aircraft was rolled out

on 8 July, and the 'accelerated' flight test

programme will begin in the first quarter of

2008 utilising six aircraft, four powered by

R-R Trent and two by GEnx-1B engines.

1www.cranfield.ac.uk/cua

Unlike the 787 airframe programme, the

R-R Trent 1000, launch engine for the air-

craft, has delivered to schedule, receiving

airworthiness certification in August 2007,just 18 months after the first ground run.

There are more than 500 orders for the

Trent 1000, which means t hat more than

50% of the ordered 787s will be powered

by Rolls-Royce.

Despite these setbacks, the 787 order books

continue to grow with over 750 aircraft from

over 50 customers as of December 2007.

Airbus, fighting to regain the high ground,

has implemented a competitiveness

programme called Power 8. Aimed at

eliminatingi nefficiencies, confronting the

financial burden associated with A380

delays and transforming the Airbus

business model, the programme will also

see development of a global network of

risk-sharing partners for new programmes.The initiative was also to see a significant

increase in R&D spending. Focusing on

core competencies and re-addressing the

make or buy strategy is likely to result in

50% of the aerostructure work being out-

sourced to risk-sharing partners for the

new A350 XWB project. These partners are

expected to take an interest in existing

Airbus sites in France, Germany and the

UK. At face value, a significant change for

the European-based industry, but similar in

many ways to the model established by

Boeing for the 787 Dreamliner.

At the opposite end of the spectrum, low

entry costs have led to rapid growth in

numbers of unmanned air vehicles in

development. There has been a proliferation

of these, relatively inexpensive, aerial

platforms. However, the barrier to exploitation

is not wholly technological but predominantlyregulatory.

The ASTRAEA programme (Autonomous

Systems Technology Related Airborne

Evaluation and Assessment) was established

with the ambition to see unmanned aerial

vehicles flying in non-segregated airspace

by 2012. The programme has established

a new level of collaboration among the UK

aerospace industry and their research

partners. Cranfield (both the University and

Cranfield Aerospace Ltd) is partnered with

BAE Systems, Thales, QinetiQ and Flight

Refuelling Ltd, engaged in projects ranging

from Ground Operations and Human

Systems to UAV Handling and Multiple Air

Vehicle Integration and Decision Making.

The ASTRAEA programme is supported by

a combination of national and regional

Government funding, together with funding

from the participating industries. This serves

to highlight another challenge for any major

programme funding!

I have purposely delayed mention of the

environment and climate change; the subject

remains at the top of the aviation agenda

and, for this reason, the bulk of this edition

is devoted to this theme.

Cranfield has been involved in research

directed at understanding and reducing the

impact of aviation on the environment for

many years. Cranfield's staff have contributed

to major international studies through the

Greener by Design and the Silent Aircraft

by

Dr Paul Marshall,

Head of Cranfield

University Aerospace

Initiative and numerous individual pieces of

research work. This year the Aircraft Vehicle

Design MSc group project was an environ-

mentally benign airliner (details inside this

issue) and in July Cranfield hosted the

penultimate day of the Milton Keynes

Science Festival focusing on Climate

Change and the Environment. The public

were able to see for themselves the work

Cranfield scientists and researchers are

doing into climate change and the

environment; featuring research on

potential technological solutions for transport

both airborne and terrestrial and power

generation using renewable sources,

sustainable biofuels and even nuclear fusion.

I hope you enjoy this edition of Aerogram.

Rolls-Royce Trent 1000: image reproducedwith the permission of Rolls-Royce plc

Roll-out of Boeing 787 Dreamliner: imagecourtesy of Boeing

Airbus 380: image reproduced with the permission of Rolls-Royce plc

Rolls-Royce plc 2005 Rolls-Royce plc 2005

to the fore


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during cruise, or break down inside the

engine's hot fuel system.

Several biojet fuel samples have been

obtained and analysed at Boeing. Al though

some of the early samples did not meet the

necessary low freeze point qualities and high

temperature stability requirements, several

of the more recent fuel blends have passed

these tests, such as the freeze point results

shown in Figure 2.

Some of the other hurdles of introducing a

new fuel to aviation are not technical, but

human nature. To help the industry focus

on a single objective and to also disprove

the skeptics it was decided to create a flight

demonstration of a biojet fuel in a commercialaircraft.

At about the same time, Richard Branson,

CEO of Virgin Atlantic Airways, publicly

announced he wanted to fly an airplane on

biofuel. It was a logical partnership. Early

this year, a Virgin Airways 747-400 with GE

engines will be flown from London to its

maintenance base, with one of the engines

operating on the world's first biojet fuel

blend. Later in the year, an Air New Zealand

jet aircraft, with Rolls-Royce engines, will be

flight demonstrated on a second type of

biojet fuel blend.

3www.cranfield.ac.uk/cua2

It was once unthinkable that commercial jet

aircraft would be powered by fuels derived

from biological sources. But in response to

environmental challenges and passenger

expectations, Boeing engineers are looking

for environmentally progressive solutions to

minimise the impact of aviation on our

environment.

Boeing Commercial Airplanes (BCA) has

placed a priority on technology research

into fuel efficiency and alternate fuels by

challenging the company to:

reduce aviation CO2 emissions by 25%

by the year 2020

improve fuel efficiency of each next

generation airplane design by 15%

help commercialise sustainable, low-

carbon lifecycle jet fuels

research and help develop future 2nd

generation environmentally progressive

fuels, such as algae, that could supply

fuel for the world's airplane fleet

accelerate industry research by conducting

the first biofuel demonstrations on a

commercial airplane.

Billy Glover, Director for Environmental

Strategy and Dave Daggett, project

manager for the Alternate Fuel Team,

started Boeing's pursuit into the world of

clean alternate aviation fuels about two

years ago. According to Daggett, within 10

years jetliners could be flying the skies with

a blend of fuel made from plants rather

than petroleum. "That's a realistic target,

barring some obstacle that we don't know

about today, he said.

Boeing engineers and researchers are

involved with the world community,

collaborating and getting involved in diverse

studies that look at new technologies that

may quickly mitigate the impact of aviation

CO2 on the environment.

Several sources have documented the

diminishing discovery of new petroleum

sources and the ever-increasing global

demand. Some sources claim we have

already reached a point where half of the

world's crude oil has been consumed, while

others indicate that will happen within the

next 30 years. No matter how you look at it,

mitigation options must be implemented

many years, perhaps decades, in advance

of the actual peak oil event to assure a

smooth transition to alternate fuels.

Daggett's team looks at how alternate fuels

can be used in the near, mid, and far-term

aircraft as industry transitions away from a

petroleum-based energy supply. Presently,

it appears that an approach of using a

drop in jet fuel replacement, namely a fuel

that performs similarly to current kerosene

fuel, is the best approach to enable all jet

aircraft to reduce their detrimental emissions.

This fuel will most likely consist of a blend

of biojet fuel, traditional kerosene jet fuel,

and even synthetic fuel. It will be possible

for use in existing and near-term aircraft.

Future, long-term engines and aircraft in the

50+ year horizon may be specifically

designed to use a low or zero-carbon fuel.

These solutions will need to first arrest, then

dramatically reduce, the aircraft emissions

of greenhouse gases. Therefore, alternate

fuels with low to zero carbon content, such

as liquid hydrogen or liquid methane, might

be used in the distant future. To use liquid

cryogenic fuels in aircraft, modifications are

necessary to the airport global infrastructure

as well as the engine's combustor and the

airframe's fuel system.

COAL-BASED SYNTHETIC FUEL

For a possible immediate alternative to

petroleum-based fuel (from now to 25 years) it

is envisioned that synthetic alternate fuels,

manufactured by the Fischer-Tropsch (FT)

process, will make up a larger percentage

of jet fuels. Coal and natural gas tend to be

the main resources used to produce synthetic

fuel. Unfortunately FT fuels typically have a

high life cycle CO2 footprint; for this reason

Boeing's engineers have focused their efforts

on developing fuels derived from biological

sources.

BIOFUELS

In order to be viable in the commercial

aviation industry, biofuels need to overcome

several technical hurdles. The task, however,

is not insurmountable, and there is no single

issue making biofuel unfit for aviation use.

Biofuels need to be especially tailored for

jet aircraft applications, which we term

biojet.

Daggett is coordinating a global research

effort with more than 20 laboratories,including Cranfield University, and small

companies, each helping to develop a

sustainable, low life cycle carbon biojet fuel.

Because the biological matter (plants)

absorbs CO2, it is estimated that a 50-80%

CO2 reduction can be achieved with the

use of biojet fuels (Figure 1) over the entire

life cycle.

Not only is low life cycle CO2 a requirement

for Boeing, but the biojet fuels must have

outstanding performance to withstand the

harsh environments where jet fuels presently

operate. That means the fuel must not freeze

in the very cold operating temperatures

Biojet fuel for commercialby David Daggett and Danny

Hatfield of the Boeing Company

Figure 1: Biojet fuel is preferred as it hasminimal CO2 emissions over its lifecycle

Figure 2: The latest biojet fuel blends aremeeting the required -40C freeze point.

David Daggett is working with Professor Riti Singh and

Professor Peri Pilidies of our School of Engineering to research

the potential of jet fuels derived from biological source. Here,he talks about the possibilities offered by biojet fuel.

aviation: are we close?


4/12

There is an even larger issue than developing

biojet fuel that a modern commercial aircraft

turbine can safely burn. Can biojet be

produced in sustainable high quantities to

supply the global aviation fuel demand?

Viable first-generation vegetable-based

fuels from soy, rapeseed, and palm oil have

already been produced. Soy and rapeseed

produce a high quality biofuel, but, like

corn, they occupy enormous cultivatableland areas. Biofuel from palm oil is more

productive, but can exacerbate deforestation

issues.

Algae (Figure 3) may be the holy grail of

biofeedstock because it has an extremely

fast growth cycle of about 1-2 weeks, and

contains up to 60% oil by weight. This

second-generation biofuel is attractive as

well, because it can be grown in sewage

waste water effluent and also in places that

humans don't depend on to grow crops or

build homes. Although still in its infancy,

this feedstock is projected to produce up to

10,000 gallons of oil per acre per year. With

such a high production rate, algae could

theoretically produce upwards of 150 times

more oil than a crop of soybeans. With the

potential for algae to provide 10,000 gal/

acre/year, some 85bn gallons of biojet

could be produced on a landmass equivalent

to the size of Belgium to supply the world's

fleet.

After fuel certification and approval, several

airlines have proposed using conventional

jet fuel mixed with up to a 20% blend of

second-generation biofuel to reduce green-

housegas emissions. This underscores the

importance the airline industry is placing on

global climate change and the role that

biofuels can play in mitigating the deleterious

impact of emissions on the environment.

THE FUTURE

The motivation to develop alternate fuels for

commercial aviation is two-fold. First, with

respect to near-term concerns, alternate

fuels will relieve the worldwide demand for

fuels derived from crude oil. This will also

help to stabilise price fluctuations.

Second, alternate fuels should increase

environmental performance of air trans-

portation, including a substantial potential

for reduction of CO2 emissions over the life

cycle.

Thus, the ideal alternate fuel will fulfil both

requirements: to relieve the worldwide

demand for fuels derived from crude oil

and to significantly reduce CO2 emissions.

The airline demonstrations of biojet fuel

blends directly address aviation's response

to the impact of greenhouse gas emissions

on global climatic change. I

REFERENCES

1. Alternate Fuels for Use In Commercial

Aircraft, Dave Daggett, et. al., ISABE paper

#1196, 2007.

Aviation has brought enormous benefits

both to the individual through the

opportunity to travel and to global

trade and development, but these

benefits have not come without

environmental impact. With internat-

ional air transport predicted to grow

four-fold over the next 30 years, the

aerospace community needs to secure

the environmental sustainability of the

industry.

In response to this challenge, a consortium

of nine leading UK universities, led by

Manchester Metropolitan, Cranfield and

Cambridge, has been awarded 5.2million

to conduct multi-disciplinary studies and

knowledge transfer activities into the role of

aerospace in environmental issues.

The OMEGA partners are: Manchester

Metropolitan University, Cranfield University

and Cambridge University, supported by

Leeds, Sheffield, Reading, Southampton,

Loughborough, and Oxford.

The partners are supported by a large

number of stakeholders drawn from the

manufacturing industries, airlines,

Government departments and NGOs.

OMEGA activities are arranged under three

broad themes Science, Technology and

Socio-Economic issues. Cranfield's lead is

Professor Ian Poll, who is also the

Technology Thematic Coordinator for the

OMEGA programme.

OMEGA PROJECTS

Cranfield academics are heavily involved in

a number of OMEGA projects.

Professors Ian Poll, Mark Savill and Kevin

Garry are working on Understanding the

Initial Dispersion of Engine Emissions.

This project is looking at the nature of

aircraft engine emissions at all stages of

operation ground idle, taxi, take-off,

climb, cruise and landing in order to

model the way these emissions disperse

and analyse pollutant levels.

An important objective of this study is to

gain an understanding of the factors that

determine pollutant concentration levels

around airports and a better understanding

of the behaviour of aircraft engine emissions

and how aircraft technology affects the

atmosphere.

The study is split into three parts: the first

focuses on building a picture of aircraft

plumes. This is achieved by constructing a

model of the flow immediately behind the

engine and of the mixing process. It is hoped

this will result in a better understanding of


Figure 3: Algae may be the holy grailof biofuels

Biojet fuel for commercial aviation: are we close?

...continued The challenge of green aviation:

the OMEGA partnershipby Professor Ian Poll

A Boeing 777 Quiet TechnologyDemonstrator: image courtesy of Boeing

This aircraft illustrates the steps that the industry is taking totackle the noise issue, but is not part of the OMEGA project.


5/12

Looking at kerosene and other fuels derived

from fossil deposits and synthetic liquid fuels

manufactured from coal, biomass or natural

gas; and bio-fuels made from agriculturalcrops, assessing the noise, emission and

engine performanceof each fuel.

Using sustainable fuels in aircraft engines

poses a number of technical challenges:

The use of lower energy density fuels

may in fact increase engine CO2 emissions

and noise relative to conventional jet fuel

Aircraft need fuel for heating, cooling and

other tasks which may prevent the use of

solely sustainable fuel, resulting in the

need to mix sustainable fuel with jet fuel

If the journey range of an aircraft is

reduced and its take-off weight increased

on certain routes this is not a problem,

but increased weight will again result in

increased fuel burn and noise.

The work is showing that the use of

sustainable fuels in aviation is not straight-

forward, requiring trade-offs with respect to

noise and emissions.

In another project, A Framework for

Estimating the Marginal costs of

Environmental Abatement for the Aviation

Sector, Professor Joe Morris of the School

of Applied Sciences is examining socio-

economic factors of local air quality, noise

and climate change issues associated with

the growing need to control these

environmental impacts of aviation while

also safeguarding aviation's social and

economic benefits.

There is a growing call to control the

environmental impacts of aviation, especially

given predictions of high future growth inair traffic. As a part of the OMEGA

programme, this project explores the

relationship between the characteristics of

aviation activities and emissions to the

environment.

Drawing on currently available data,

knowledge and expert judgement, the

project seeks to determine how this

relationship can be modified by means of a

range of interventions involving changes in

technologies, operating practices and

management systems. From this, it is

intended that cost-effective and

economically efficient emission control

measures can be identified.

Figure 1 illustrates the main components of

the study.

The findings of the study will help to direct

future research towards the development

and adoption of aviation technologies that

seek to reconcile economic and

environmental objectives.

Project Icarus: Developing approved

environmental accreditation standards and

a carbon reduction toolkit for companies

that purchase business travel is a project

for which Dr Keith Mason from the School

of Engineering is Principal Investigator.

Business travel accounts for some 40 to

50% of all air travel. While companies that

purchase air travel are increasingly concerned

about their carbon footprint, many are unsure

on ways to reduce it. Working with theInstitute of Travel Management, Project

Icarus aims to provide a quick and practical

solution for such companies by creating an

environmental impact reduction toolkit and

a set of approved standards for UK

companies to adhere to.

The toolkit incorporates:

standards and practices for travel

policies and carbon emission reporting

travel avoidance options

a tool to assess travel mode switching

for carbon reduction

resources and support to assist buyers

and suppliers to set a process in place

to reduce their environmental footprint

an assessment of internal vs. external

company business meetings and advice

on use of travel alternatives including

video, tele and webcasts

carbon offset programmes.

In addition, the project looks to develop an

accreditation process through which travel

buyer organisations and their suppliers can

drive carbon-reducing strategies through

their travel purchase decisions.

Information on OMEGA and all projects isavailable on the OMEGA website at:

www.omega.mmu.ac.uk

For information on Cranfield's involvement,

please contact:

Professor Ian Poll T: +44 (0)1234 754748

or E: [email protected] I


The challenge of green aviation: the OMEGA partnership

...continued

Local airport environmental impactstudy. Image courtesy of Dr Vitchko

Tsanev, University of Cambridge

OMEGA is investigating the impactof aircraft emissions and condensationtrails on global climate

Figure 1: the main components ofProfessor Joe Morriss study.

how the exhaust from a jet engine turns

into a mixed plume; and of the composition

of the plume itself.

During take-off and landing the wings of an

aircraft produce lift which in turn generates

powerful trailing vortices. These interact

with the exhaust plumes and the way t hat

the plume disperses is altered as a result.

At present there is limited understanding of

this phenomenon. The second part of the

project investigates the interaction between

vortices and exhaust plumes.

Finally the project will develop a method-

ology for the wind tunnel simulation of jet

emissions.

The method simulates the conditions of an

aircraft engine during take off and landing

so that the scaled plume can be measured.

This study will make it possible to look at

factors influencing plume direction and

composition levels in a numberof simulated

conditions and for a range of aircraft

operations.

In a project entitled Carbon Neutral Aviation

Fuels, Professors Barrie Moss and Ian Poll

are contributing to the evaluation of the

relative environmental impacts of potential

alternative fuels.


6/12


Air transportation plays a very important

role in the world's economic growth

and in globalisation.

The aviation industry, which is critical for

both the economy and tourism, has

provided 29 million jobs worldwide and

contributed US$880 billion to world Gross

Domestic Product.

Air passenger traffic is expected to

increase by approximately 5% annually

over the next 20 years and more than

20,000 new aircraft will be required to

support the projected growth. However,

both global and local environmental issues

associated with air transportation

operations may seriously affect growth.

The main environmental impacts that are

linked to aviation are climate change, andlocal air and noise pollutions. Although

currently only about 3% of global man-

made CO2 is produced by the aviation

industry, concerns on its projected

accelerating growth rate and the 'multiply

effect' that CO2 emissions have on global

warming when it is released into t he

stratosphere have increased attention on

the aviation industry.

AEROSPACE VEHICLE DESIGN MSC

STUDENT PROJECT

The design for an environmentally friendly

airliner is the result of work carried out by

49 students over a seven-month period as

part of the Group Design Project on the

Aerospace Vehicle Design (AVD) MSc

course.

The project aimed to produce a conceptual

design and viable detail design solution for

an environmentally friendly long range Civil

Transport Aircraft, named the A-6 'Greenliner'.

The challenges faced during the detail

design process gave the design team a

great opportunity to apply what they learned

in their MSc and acquire the necessary

skills to synthesis technical solutions in a

virtual industrial and interactive environment.

The project has amassed up to 45Gb of

data, 9,000 pages of text, and around 400

engineering drawings, representing the

accumulation of approximately 50,000hours of work.

Design considerations

The A-6 was designed to the airworthiness

requirements of EASA CS-25 and has a

maximum payload of just over 35.5 tonnes

to be carried over a design range of

7500nm.

The airframe has a design life of 25 years

and 70,000 flying hours. The maximum

take-off weight is just under 210 tonnes.

The specification called for a payload of

375 passengers in a two-class configuration.

The fuselage has an overall length of 67m

and an external diameter of 6.56m.

The wingspan is 64m with a relatively high

aspect ratio of 11.6. Use is made of anatural laminar flow aerofoil section with no

sweepback. Coupled with the application

of variable chamber flaps, a performance

analysis revealed that by optimising L/D, a

cruising altitude of 30,000ft at M0.74

minimised fuel burn and the impact of

emissions such as CO2 and NOx into the

atmosphere.

This lower cruise speed will increase flight

times, and hence improved passenger

comfort was one of the main design

considerations. This was achieved through

the design of a more spacious cabin, use

of a 5,500ft cabin pressure altitude, and

15% to 20% increased levels of humidity.

The aircraft would be powered by two

Rolls-Royce Trent 500 engine derivatives,

adapted to include more electric equipment.

The design focused on reducing the

environmental impact caused by the

engines, with emphasis put on noise and

fuel burn reduction. In light of the primary

aspect, the two engines are mounted

above and aft of the fuselage to provide

shielding of the exhaust jet by the tailplane

and, on the nacelle, the intake is negatively

scarfed and wrapped with a continuous

layer of acoustic liner both to filter and

reflect fan noise.

Environmentally friendly airlinerThe A-6 Greenliner concept aircraft developed by Cranfield students

by Phil Stocking

The project has amassed up to 45Gb of data,

9,000 pages of text, and around 400 engineering

drawings, representing the accumulation ofapproximately 50,000 hours of work.

A-6 baseline engine (Rolls-Royce Trent 500)

The A-6 Greenliner U tail pictured over London

A-6 main landing gear


7/12


The anticipated performance of the A-6

reduces both global and local

environmental impacts during operation.

The airframe weight reduction and thelaminar flow aerofoil are the basis of fuel

savings. In addition, the aircraft's engines

are designed to be high mounted on the

aft fuselage with tail fins providing noise

shielding. The CO2 and NOX emissions by

the A-6 to the atmosphere have been

minimised by optimising the cruise altitude

with fuel burn.

THE NEXT STEP

The future of our planet depends on us,

and as future engineers it is part of our

duty to consider the environmental impact

in our creations. To participate in the great

challenges of the next century, the A-6

'Greenliner' Group Design Project has

aimed to explore some of the solutions

and to address the environmental

concerns that the industry is nowbeginning to take seriously. I

Information about the A-6 nowfeatures in the Future of Aerospacedisplay of the new AIRSPACE

exhibition hall recently opened atthe Imperial War Museum atDuxford in Cambridgeshire (seebelow).

Also running on big screens are

videos of the work undertaken by

Cranfield students as part of their

group design projects in 2005-2006

which saw them design a supersonic

business jet, and 2004-2005 when

they designed a Martian atmospheric

flight vehicle.

Phil Stocking (right) of Cranfield'sSchool of Engineering, pictured inOctober at the Duxford Imperial WarMuseum, hands over a model of theA-6 Greenliner to exhibitionmanagers Peter Collins (left) andCarl Warner (centre).

Behind the group is last year'ssupersonic business jet. This year's A-6Greenliner project has featuredin thedisplay since early in 2008

were noise reduction, more-electric systems

and advanced coating technologies.

For that last aspect, High-Velocity Oxy-Fuel

(HVOF) coating technology is used to

replace traditional chrome plating on the

major high-wear components, such as the

shock absorber sliding tube. In terms of

noise, the gear structures are designed

with aerodynamic cleanliness in mind. On

the main gear, the single side strut with

integrated down-lock, the bogie fairing and

hub-caps are examples of design features

included to meet this objective.

The structural design of the A-6 aircraft

considered the use of both metallic materials

and carbon fibre composite materials in

order that weight comparisons could be

made. Carbon fibre composites reveal the

lowest airframe weight, however the weight

saving of composite materials is now

being challenged by the use of aluminiumlithium alloys. A lower airframe weight will

reduce fuel burn and emissions.

The reduction in cabin altitude to 5500ft

increases the fuselage differential pressure

and therefore produces higher hoop

stresses in the skin. This is an area where

the weight saving benefits of high-strength

composite materials was demonstrated in

the fuselage design.

Additional structural challenges were

caused through engine noise shielding

provided by the tailplane. Acoustic fatigue

was one of the primary structural

considerations for the design of the tailplane.

Two tailplane configurations were examined,

a 'U' tail and a 'V' tail. Trade off studies

indicated that the 'V' tail configuration isrecommended due to its better low speed

controllability and higher weight saving

compared to the 'U' tail.

Avionics systems benefit from the

advancement and latest progress of

electronic technology. The future trends of

full AFDX architecture and open system

standard IMA have been adopted and this

contributed to the green objective by

saving weight and power consumption.

Onboard avionics systems in the A-6 have

also avoided the use of hazardous materials

such as lead as a soldering material.

Environmentally friendly airliner: the A-6 Greenliner concept aircraft

...continued

The fire extinguisher systems will make use

of environmentally friendly Novec 1230 as

the extinguisher fluid produced by 3M to

replace the Halon that has been known to

cause Ozone layer depletion.

An alternative engine study considered the

use of the intercooled recuperated turbofan

engine (ICRTF) from MTU Aero Engines,

equipped with a water injection system to

reduce nitrous oxide emissions in the

vicinity of airports. As with the baseline

Trent 500 engine, a negatively scarfed inlet

is used to reduce perceived noise.

Much emphasis was placed on the use of

more electric aircraft technology. An

example was the use of electro hydrostatic

actuators (EHA) for all primary flight control

surfaces. This removes the necessity for anentire aircraft hydraulic system which

reduces maintenance time and the use of

environmentally damaging hydraulic fluids.

The landing gear design focused on

contributing to the environmental

performance of the aircraft, as well as

achieving acceptable levels of functional

performance. The braking system is

actuated using piezoelectric technology.

Expected benefits other than the obvious

environmental issue include improved anti-

skid control and easier maintenance. The

major environmental aspects considered

The museum holds a permanent

exhibition of Cranfield's Aircraft

Vehicle Design Master's group

project which will be updated eachyear to feature the latest project

aircraft designed by the AVD

students.

This year's AVD MSc students will

consider the design of a new

military air-to-air refuelling tanker

with both long range and short

range civil aircraft derivatives. This

will enable studies to be made into

the possible benefits of air-to-air

refuelling of civil aircraft. I

Becoming a part ofaerospace future

A-6 Greenliner with V tail


8/12


The European Commission published its

proposals for the incorporation of aviation

into the ETS in November 2006.

Some of the details of the way it will work

were included (ie intra-EU routes in 2011

and EU/non-EU routes in 2012), but other

details such as the way permits would be

allocated were not specified. The European

Parliament's response in November 2007

sought a common start date of 2011 and a

fixed auctioning share of 20%, but wasalso vague on the way the other 80% of

permits would be allocated.

This research seeks to assess the impact

of the main contenders for the allocation

method on three airline business models.

The three business models selected for

analysis are a network carrier (British

Airways), charter or leisure airline

(Britannia/Thomsonfly) and a low-cost

carrier or LCC (easyJet). These were all

from one country, the UK, both to reduce

possible distortions and because of greater

data availability.

The airlines are:

The key difference between the models are

evident from the table: the higher seatfactors for the LCC and charter models,

which combines with their higher density

seating and larger aircraft to give much

higher passenger loads per flight: 120 for

easyJet and 206 for Britannia compared to

only 96 for British Airways.

The analysis below is based on actual

baseline traffic and emissions over

2002/2003/2004 and an evaluation for the

forecast year (assuming rates of traffic

growth for each model).

FLEETS AND FUELBURN

BA's short/medium haul fleet consists of a

mixture of A319/320 and three variants of

the B737 aircraft. easyJet operates the

B737-700 and B737-300 types, and are

replacing the latter with A319s of the same

capacity. Britannia/Thomson mainly used

its B757-200s on European sectors, with

some B767s at peak times. However, with

the birth of Thomsonfly, B737-500s and

A320s have been introduced into the fleet.

ANALYSIS OF THE ALLOCATION METHODS

There are three main methods of permit

allocation being considered within the

designated maximum or cap:

grandfathering or free allocation of

allowances to incumbents using an

emissions baseline

auctioning all or some of the allowances

benchmarking using various methods.

The cap is to be set at 100% of the average

emissions over 2005-07, although the

European Parliament has countered with

90%. A price of US$40 per tonne CO2 has

been assumed for both market purchases

and as an average auction price. This is

somewhat higher than the market prices

that were reached from the existing EU

scheme.

In support, pressure from higher prices is

likely to come from a tightening of the

existing scheme, and the fact that aviation,

as a net purchase of allowances, would be

able to trade with participants from other

Air transport emissions: EU trading scheme

industries. The baseline was taken to be the

average traffic and emissions for 2002, 2003

and 2004, and forecast growth rates were

assumed to 2006 (the year of evaluation).

Cargo has been excluded on the basis of

the minimum distortion it might cause for

shorter haul routes.

Grandfathering

Grandfathering involves allocating free

allowances based on past emissions. Each

year, once these were used up, airlines would

be required to purchase allowance from

other airlines or other trading entities. It is

intended that the other entities would be

those already in the EU ETS, and including

these is crucial in obtaining the benefits oflimiting CO2 at least cost.

Grandfathering tends to reinforce the status

quo, and reward the more polluting airlines

with pollution allowance that they do not have

to pay for. Any further expansion could only

be obtained by more environmentally efficient

aircraft, or the purchase of the necessary

allocation from others at the market price.

New entrants would have to purchase all

their allowances, as would the extra

allowances required by existing airlines to

accommodate growth (putting a greater

onus on the faster growing LCCs).

Auctioning

The auctioning analysis has assumed that

100% of allowances are purchased, although

the initial auctioning share is likely to be

much smaller. The major question with

auctioning is how to apply the proceeds

from the auctions. The money raised could

be used as general tax revenue, spent o n

CO2 reducing projects or returned to airlines

in proportion to traffic or through aviation

related projects.

Benchmarking (1)

Benchmarking has the advantage of

rewarding airlines that have already

introduced efficient aircraft, and those that

achieve higher efficiency than their

competitors. It is thus favoured by airlines

that have high passenger load factors.

Benchmarking involves the determination

of a baseline efficiency measure, say traffic

(passenger-kms or tonne-kms) per tonne

CO2, fixing an overall CO2 cap, and

allocating CO2 allowances depending on

an airline's share of traffic.

Benchmarking (2)

The above method of benchmarking tends

to penalise those airlines flying shorter

sectors. A second method is thus

proposed using aircraft kms and flights as

by Dr Peter Morrell

Short/medium-haul fleet fuel efficiency,2004

Airline operational characteristics, intra-EEA

and domestic routes, 2004

Seat Average EEA/domestic as

fact or (%) secto r kms % to ta l t onne-kms

British Airways 56 765 9

easyJet 78 897 94

Britannia/Thomson 86 1,950 70

The impact of possible EU air transport emissions tradingscheme allocation methods on different airline businessmodels is explored by Dr Peter Morrell


9/12


the efficiency measures, and not the above

measures of traffic. This gets closer topenalising higher emitters, removing any

reference to passenger loads as being

irrelevant. Each flight is divided into a landing

and take-off (LTO) phase and a cruise part

of the flight, and each airline benchmarked

against separate averages.

RESULTS

The above analysis assumes that an EU

ETS for aviation would be only applied to

intra-EU flights. This raises significant

distortions by itself, but may be the most

likely approach given opposition from other

countries. The focus has been on the three

major types of allocation system:

grandfathering/baseline, auctioning, and

benchmarking, without addressing hybrid

approaches.

The summary in the chart shows that, as

expected, the impact is greater on the LCC

in all cases, although not by too much. This

would be worse if the baseline had been

based on less recent emissions. Thus the

cap is lenient, the main purpose being to

give an incentive to airlines (or other

industries) to reduce pollution in the future.

The position of Britannia depends to a largeextent on how far its LCC (Thomsonfly) grows

relative to its tour operator/leisure flights.

The baseline or grandfathering approach

tends to penalise the faster growing LCC

and favour the network carrier. The latter

carries both long and short-haul passengers

on its intra-EU feeder services, and t he

cost could easily be absorbed in the long-

haul ticket prices. It would, however, put

the EU network carrier at a disadvantage

relative to foreign hub carriers in the same

markets.

Auctioning is the most costly option, and

needs further evaluation in terms of how

the proceeds are used, and hybrid schemes.

Benchmarking as envisaged in the

Commission's proposal is biased againstshorter distance operations, but an

alternative is proposed here of splitting the

benchmark into an LTO and distance flown

elements. This is more complex in t erms of

data collection and monitoring, but avoids

the sector length distortion and does not

penalise low-emission smaller aircraft. IImpact of allocation methods

on airline costs

Air transport emissions: EU trading scheme

...continued

A national programme is focusing on

the technologies, systems, facilities

and procedures to allow autonomous

vehicles to operate safely in the UK

and Cranfield University is playing a role

in six of th e programme's topic areas.

Cranfield's level of involvement in the 32m

ASTRAEA (Autonomous Systems Tech-

nology Related Airborne Evaluation and

Assessment) programme far exceeds that

of any other academic partner, and sees us

working with BAE Systems, Thales, Flight

Refuelling Limited and QinetiQ.

Autonomous vehicles, such as unmanned

aerial vehicles, will bring real economic,

environmental and security benefits in

many different areas, and ASTRAEA will

position the UK at the very forefront of these

opportunities.

Our involvement includes:

decision modelling the Applied Maths

and Scientific Computing Group is

contributing to the development of the

integrated systems that will help drive the

vehicle and is also involved in testing

and developing collision detection and

resolution algorithms

UAV handling the Department of

Aerospace Sciences is researching and

developing a prototype technology

enabling UAVs to taxi, take-off, land

autonomously and control their physical

behaviour during flight, in response to

flight management demands

multiple air vehicle integration the

Department of Aerospace Sciences is

also investigating the dynamic interactions

between UAVs flying in close proximity to

enable them to fly safely in close formation

collision avoidance the Department of

Aerospace, Powers and Sensors is

helping to develop a 'sense and avoid'

collision avoidance system.

Cranfield Aerospace Ltd is also involved in

this programme, looking at the topics of

sense and avoid, compliance with the Air

Navigation Order, and the 'rules of the air'.

They are working towards creating the

specification of systems that permit legal

operations of unmanned air vehicles in both

segregated and non-segregated airspace.

They are also looking at the definition of

certification standards that will make it

possible for inhabited and unmanned airvehicles to operate simultaneously in the

same airspace with no adverse impact on

safety levels.

ASTRAEA 1,2,3

The first ASTRAEA conference was held in

Bristol in October 2007. It provided 150

delegates with updates on all aspects of

the programme. The audience comprised

key stakeholders in the field of Unmanned

Airborne Systems, while several repres-

entatives from Cranfield University also

attended.

Cranfield at the forefront

One of the major topics raised at the

conference was the ASTRAEA consortium's

wish to see unmanned aerial vehicles

(UAVs) flying in non-segregated, UK civil

airspace by 2012.

Further information can be found at

www.astraea.aero/conferenceI

Cranfield is playing a significant role in the 32m national ASTRAEA programme

Collision avoidance of unmannedvehicle in civil airspace


10/12


In June Cranfield University opened its doors as

part of the Milton Keynes Science Festival to

highlight research about the environment and

climate change.

A steady stream of visitors joined academics

throughout the day, attending presentations and

demonstrations as well as taking part in a paper

plane competition.

Guests were challenged to design and build a plane

from sheets of A4 recycled paper, and to try to beat

the 120ft achieved by the Wright Brothers during

their first flight in 1903.

Although nobody achieved this feat, John Beedell

managed an amazing 28.2m (92.5ft), outstripping

the competition by a good few metres. He won a

real flying lesson from one of the country's top

training schools, Cabair.

In second place was local businessman Jeremy

Chatfield, and third place went to schoolboy Liam

Hallett. Both won the chance of a virtual flight in

the cockpit of the University's Flight Deck Simulator.

Cranfield University and Boeing have

signed a collaboration agreement to

create an Integrated Vehicle Health

Management (IVHM) Centre of

Excellence.

The centre will be designed to support

research into high-technology, high-value

vehicles such as aircraft, shipping, high-

speed trains and high-performance cars,

but can be applied to any vehicle or complex

system.

IVHM differs from existing concepts of maintenance and repair and

overhaul, as it enables the health of a whole vehicle to be

monitored and assessed. Sensors distributed throughout the vehicle

collect data on the condition of components and subsystems, while

on-board processors assess health and predict possible

deterioration.

The data collected can be used to improve maintenance, extend

the life of both the whole vehicle and individual components,

improve vehicle readiness and availability, and reduce operating

Three members of Cranfield staffhave been awarded a Bronze Award

under BAE Systems Chairman's

Award scheme for research that has

been undertaken into flapless flight

control technology in collaboration

with the company.

The Chairman's Awards Scheme

recognises BAE Systems employees,

colleagues and industry partners for the

new and innovative ways in which they

shape BAE Systems and contribute

towards its global success.

The School of Engineering's Mike

Cook, Dr Sascha Erbslh and

Annalisa Buonanno have

developed a prototype piece of

technology called a 'dual slot

circulation control actuator' an air flow

control device that replacesconventional

flaps normally found on the trailing edge

of an aircraft wing. With only one small

moving part, the actuator is a 'low

maintenance' device and is non-intrusive

in operation.

The actuator, which works by modifying

the circulation of air around a wing, has

been tested in our wind tunnels and has

been shown to be as effective as a

conventional flap.

Although it has wider potential application,

the actuator is, in this instance, intended

for unmanned air vehicles (UAVs), and

BAE Systems has secured patent

protection of the concept.

It is anticipated that the actuator will be

put through its paces when it is installed

and flown on the 'Demon' UAV during

the next phase of the Engineering and

Physical Sciences Research

Council/BAE Systems FLAVIIR project, in

which Cranfield is involved.

Cranfield University has scooped The

Engineer magazine's 'Academic

Innovator Award' and 'Special Award'

for its Aircraft Engineering MSc.

Launched this year, The Engineer Innovation

and Technology Awards judge and applaud

significant technological innovation,

products or processes, and the skills of

students in these areas. The awards are

also designed to demonstrate the vital and

growing role played by universities in t he

UK's engineering and technology sector.

Cranfield submitted three entries which

were shortlisted in the competition but the

Aircraft Engineering MSc now in its

twelfth year won the judges over for its

academic excellence and high-profile

sponsorship from companies across the

aerospace sector.

This entry was also given the 'Special Award'

for best overall submission from all those

chosen as winners.

Course Director Dr Helen Lockett said:

The whole course team is really delighted

to have won. To get the special award too

is a double achievement, one that really

does demonstrate the strength of our

relationship with industry.

The MSc is designed to develop chief

engineers of the future by giving the

students real-life experience of the entire

process involved in designing, developing

and flying new aircraft. Phill Stocking of the School of Engineeringwith competition runner-up Liam Hallett

Paper planes take flight at Cranfield

costs. For any operator, use of IVHM can

provide long-term cost benefits and

advantages over competitors.

As a launch core partner, Boeing has madean investment towards establishing the

centre, and the company's Phantom Works

advanced R&D unit will be actively involved.

The University is seeking further core

partners and associates to provide funding

to move the project on to the next stage.

Cranfield University has a long-established

record of working in partnership with major aerospace companies

in research and innovation, said Professor Sir John O'Reilly, Vice-

Chancellor of Cranfield University.

He continued: The Integrated Vehicle Health Management concept

points the way to improved maintenance and safety for high-

technology vehicles in the future. Establishing this centre of excellence

at Cranfield positions the University firmly at the centre of future

developments in this exciting field.

New agreement signed Course scoopsprestigious award

Bronze for

Cranfield

employees

Eclipse - the unmanned air vehicledeveloped by students on the

Aircraft Engineering MSc course

Cranfield and Boeing sign agreement to create new Centre of Excellence for IVHM


11/12


On a warm late summers day in early September, Cranfield

played host to alumni, staff and guests from industry at

Shuttleworth's Pageant Air Display at Old Warden in

Bedfordshire.

Cranfield staff chatted with students, shared memories over a

glass of wine and enjoyed meeting some of Cranfield's earliest

former students: John Stephenson ('48-'52) and his wife, Maureen;

Derek Squires ('55-'57), who happened to fly in to Shuttleworth;

and Ted Talbot ('51-'53).

Convocation's Chair, Graham Howat and other alumni colleagues

joined the party with more recent students and several Cranfield

business visitors to share in the day's entertainment.

The main attraction was the flying display from t he Shuttleworth

Collection's aircraft, including the 1918 Avro 540K and 1941

Hawker Sea Hurricane. Among the pilots enthralling the crowd,

was Cranfield's own test Pilot Roger (Dodge) Bailey whose

versatility was evident at the event, flying at least four different

aircraft, culminating with t he 1936 Westland Lysander.

Aircraft Engineering MSc alumni celebrated their 10th

Anniversary reunion in September at an event hosted by

the University's School of Engineering.

37 alumni and industrial visitors attended the event, which

attracted intakes from each of the 10 years, including many

from the very first intake. Delegates travelled to join the eventfrom as far afield as the USA and Iceland.

During the day the delegates attended presentations from

fellow alumni and Cranfield staff, as well as a

presentation from Lambert Dopping-

Hepenstal, Science and Technology

Director of BAE Systems.

The alumni had the opportunity to revisit

the building where they had studied and to

see the developments to the Group Design

Project aircraft that they had worked on as

students. The reunion provided an

excellent opportunity for course alumni,

Alumni celebrated 20 years of Cranfield University's MSc in

Astronautics and Space Engineering during a one-day Space

Alumni Forum in June.

Held on the Cranfield campus, the reunion brought together old and

new Space alumni from the first students who studied in the early

1980s to most recent graduates. Tom Bowling, the first course

director, was also present for the day. Alumni attended from around

the world providing a wonderful opportunity to re-build relations

and make new contacts.

A number of follow-up activities were discussed to ensure that alumni

had ways of staying in touch with each other online communities,

further events as well as looking at ways they can continue to build

Cranfield's rich history in space engineering through assisting students,

mentoring and providing employment and projects.

The forum provided a review of space activities and policies mainly

within Europe. Dave Parker, Director of Space Science at the British

National Space Centre, put into context the wide range of activities

currently involving British space engineers, and expressed the needfor young people to be stimulated and informed to ensure the future

of space engineering. Presentations were also made by Martine Diss

of the European Commission and Pierro Messina from the European

Space Agency, Directorate of Human Spaceflight, Microgravity and

Exploration. Alumni also gave brief overviews of their organisations

capabilities.

The event attracted a number of sponsors, allowing the event to be

heavily subsidised for delegates. VEGA, represented by Cranfield

alumnus John Loizou were key sponsors, while ABSL Space Products

also kindly provided support.

Course Director Peter Roberts said: The event has been a great

success and the feedback from students, colleagues and staff hasbeen extremely positive. We'd like the Space Alumni Forum to continue

to be exactly that a forum to discuss ideas and to create new

business and research collaborations. This is about people who are

more than just colleagues but, rather, friends who have a common

connection to Cranfield. I am looking forward to working with the

alumni in the future.

'Dodge' Bailey pilots the Bucker Bestmann:picture courtesy of Jenny Forrest

Spectators look to the skies

Cranfield amongthe enthusiasts

sponsors and Cranfield staff to catch up with old friends and

share their news.

Following the success of the reunion an Aircraft Engineering

MSc Special Interest Group is planned within the University

alumni society. The networking group will help course alumni

to keep in touch with each other and the University. A websitefor the group should be available by early 2008. For more

news, check: www.cranfield.ac.uk/alumni

We'll meet again: celebrating 10th reunion

Space alumniget together

One of the two sub-scaled demonstrators of a Blended

Wing Body (BWB) transport aircraft completed last year

has taken to the skies for the first phase of its test programme.

Designed by Boeing and developed by Cranfield Aerospace, a

limited company of the University, the first was used for wind tunnel

testing. The 21-foot wingspan remotely piloted X-48B test vehicle

took off from the NASA Dryden Flight Test Centre, California,

climbing to an altitude of 7,500ft before landing 31 minutes later.

Data on stability and flight-control characteristics, especially during

take-off and landing, will be compared to computer model and

wind tunnel results. Up to 25 flights are planned to gather data

and later studies will be conducted to provide detailed understanding

of this unique aircraft shape to enable a future full-scale design.

Gary Cosentino, NASA Dryden's BWB Project Manager, said: The

test flight marked yet another aviation first achieved by a very hard-

working Boeing, NASA and Cranfield team. The X-48B flew as well

as we had predicted, and we look forward to many productive

data flights.

The BWB owes its name to its design effectively a flying wing in

that the wing blends smoothly into a lifting, tailless centre body.

This provides less drag compared to a conventional tube and wing

design which translates to reduced fuel use at cruise conditions.Since the engines mount high on the back of the aircraft, there is

less noise inside and on the ground when it is in flight.

Weighing in at some 500lb, the X-48B is powered by three turbojet

engines enabling the vehicle to fly at up to 120knots and an

altitude of 10,000ft. With potential as a long-range bomber or a

flight refuelling tanker, the full-scale version could be able to fly

non-stop around the world at 600knots.

Dave Dyer, the Cranfield Aerospace X-48B Programme Manager

and Chief Engineer, said: Boeing supplied us with the outer profile

for the aircraft and a detailed specification. We then implemented

the design and delivered two aircraft, flight control avionics and a

ground control system. Boeing came to us for our ability to supply

a complete system.

The X-48B banks over desert scrub during theaircraft's fifth test flight: photo courtesy of NASA

Flying high

Space alumni listen to Dr David Parker at the June event


12/12

CRANFIELD CAMPUS

Flight Data Monitoring for Airlines 18-21 February

This 312-day course will provide delegates with an advancedappreciation of the technical, operational, management and legalissues surrounding a flight data monitoring (FDM) programme,also referred to as flight operational quality assurance (FOQA).The course is run in association with the Civil Aviation Authority.

Airline Fleet Planning 25-29 February

Delegates on this five-day course will learn how to structure the

fleet planning process and how to appreciate and analysecompeting and conflicting proposals. Also included in the courseis a practical workshop. The course is designed for decision-making air transport industry managers as well as air transportprofessionals from operators, suppliers and third parties who areinvolved in the actual evaluation process.

Airframe Systems Design 25-29 February

This course aims to expand delegates' knowledge of airframesystems, their role, design and integration. In particular, it willprovide delegates with an appreciation of the considerationsnecessary when selecting aircraft power systems and the effectof systems on the aircraft as a whole.

Air Transport Engineering - Maintenance Operations 3-7

March

This five-day course is aimed at technical and commercial staff inthe aerospace industry whose role is making decisions in a highlytechnical and closely regulated industry. The course covers:

aircraft maintenance philosophies; maintenance management;control of logistics; the principles of engineering design forreliable service; Reliability Centred Maintenance; and humanfactors in maintenance.

Infrastructure and Safety Man agement 10-14 March

The aim of this five-day course is to introduce delegates to theorganisation and operation of air transport infrastructure and thesafety management of both the infrastructure and aircraftoperations. Topics include: strategic airport planning; airports andthe environment; airport design and operations; crisismanagement simulation; international and national regulations;air transport safety; ground operations; navigation systems, ATCownership and performance measures; human factors andairport security.

Safety Management Systems in Aviation 10-14 M arch

This new course enhances material contained in the ICAO SafetyManagement Manual. It brings together all the relevant academicexpertise along with industry experts working in regulation and

accident investigation. This course covers the fundamentalconcepts behind safety management systems and their practicalimplementation into the air transport environment.

Fundamentals of Aircraft Engine Control 10-14 March

This course aims to give an introduction to aircraft engine controlissues and systems. On completion of t he course delegatesshould be able to understand both the demands of the engineand the design and performance constraints of the controlsystem. The course will be of benefit to both gas turbineengineers and control engineers.

Introduction to Avionics 21-25 April

This one-week course provides the aerospace professional with atechnical and practical introduction to the subject of avionics. Thecourse will focus on functions, supporting technologies andavionic system design considerations. The course is designed forgraduate scientists and engineers who wish to pursue a career inavionics or a related field. It is also intended for airlineprofessionals including pilots.

Hazards Awareness for Air Accident Responders 30 April

Personnel that respond to air accident sites are exposed to awide range of health and safety hazards. This one-day courseprovides the required safety awareness training and knowledgeabout common standards of protective equipment and workpractices.

SHRIVENHAM CAMPUS

Radar: An Introduction 2-3 April

Upon completion of this two-day course participants should havea sound grasp of the principles of operation and the practicallimitations of the techniques currently used in practical radarsystems.

Imaging Radar 7-8 April

This two-day course provides an appreciation of the principlesinvolved in imaging radar, with illustrations of their applicationsand limitations in practical imaging radar systems.

Antennas: An Introduction 9 April

This one-day course deals with the fundamental characteristicsand operation of antennas. The course covers the design andapplications of both wire and aperture antennas, the concept ofarray antennas, and methods of measuring important antennaparameters.

Phased Arrays and Multi-Function Radar 10-11 April

This two-day course addresses the principles andimplementation of phased array, and their use in the design andoperation of modern multi-function radars (MFRs).

Radar ESM 14-15 April

This two-day course provides delegates with an appreciation ofthe principles involved in the design and use of radar ElectronicSupport Measures systems. Upon completion of the course,participants should have a sound grasp of the principles ofoperation, and the practical limitations of the techniques used inradar ESM systems.

Radar Countermeasures 16-18 April

This two-day course provides an appreciation of the principlesinvolved in the design and use of radar countermeasures. Uponcompletion of the course, participants should have a soundgrasp of the principles of operation, and the practical limitations,of the techniques used in radar ECM systems.

For further details of professional development

opportunities please see www.cranfield.ac.uk/short

For details of postgraduate courses, please see

www.cranfield.ac.uk/prospectus

www.cranfield.ac.uk/cua20

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Fairly interesting

Somewhat interesting

Not very interesting - why? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. What did you think of the overall quality of Aerogram?

1 2 3 4 5 6 7 8 9 10

Poor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Excellent

6. In what format would you prefer to receive Aerogram?

Printed magazine sent through the post

Via email as an eZine

Via email directing you to an online PDF

ALUMNI CHANGE OF DETAILS

If you are a Cranfield alumnus, please keep us informed of your contact details so we can keep you up to date with exciting news anddevelopments at the University. Please write clearly in black ink and send this whole page back to the address above. Alternatively, fill

in the form online at www.cranfield.ac.uk/alumniPlease tell us your name so we can find you on our system:

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Short courses February to April 2008

NB: This information is correct at the time of publication, but dates may besubject to change. Please see the website for the most up-to-date information.

Dave Daggett

Documents

Transcript of Dave Daggett