Raes August2013 Aerospace 1308

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August 2013
PARIS
AIR
SHOW
REPORT
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MISSILE
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Volume 40 Number 8
August 2013
12
Contents
The 21st Century

character of air power
The Sir Sydney Camm
Lecture, as delivered by
the then Chief of the Air
Staff Sir Stephen Dalton.
Correspondence on all aerospace matters is welcome at: The Editor, AEROSPACE, No.4 Hamilton Place, London W1J 7BQ, UK
18
Flying for your lives

The special role of
AirMeds fixed-wing air
ambulance service.
publications@aerosociety.com
Regulars
Comment
4 Radome
The latest aviation and
aeronautical intelligence,
analysis and comment.
Wake-up calls
9 On the move
The latest aerospace job
changes and promotions.
In the space of a less than a year, two civil airliners land short of a
runway, one in Bali with Lion Air, the latest in San Francisco with an
Asiana Boeing 777 with the loss of three lives.
What connects these two incidents? The answer must be
airmanship, pilot monitoring and in manual handling skills. Though
the NTSB is still investigating the crash at San Francisco, initial
reports suggest that the approach was low and far too slow. Though
there was no ILS in operation, the weather was clear and. barring an
unknown factor such as a double bird strike, a visual landing should
have been straightforward.
Though the fatalities were thankfully low this time, this is yet
another wake-up call that manual handling skills need to be
re-emphasised and given greater attention. The industry and
stakeholders are already working to achieve this with new training
concepts. However, the surging demand for pilots raises the spectre
that this level of quality will be diluted to fi ll flightdeck seats.
These incidents are a warning. Next time the holes in the swiss
cheese safety model may line up completely to produce a far
greater loss of life.
10 Transmission
Your letters, emails, tweets
and feedback.
20 Awaiting the pilot

shortage tsunami
A report on the second
RAeS/IATA training
conference.
58 The Entente Aerospatiale
time for action
Keith Hayward on the future
of Anglo-French defence
co-operation agreements.
Features
24
28
Targeting tomorrow
Future research projects from
the Anglo-French Materials
and Components for Missiles
Innovation and Technology
Partnership programme.
Gama 30 years of
progress
A look at the expanding
worldwide business aviation
services provider Gama
Aviation.
Tim Robinson
tim.robinson@aerosociety.com
30
Apprenticeships reach new
heights
An overview of the modern
aero apprentice scene.
NEWS IN BRIEF
Editor-in-Chief
Tim Robinson
+44 (0)20 7670 4353
tim.robinson@aerosociety.com
AEROSPACE is published by the Royal

Aeronautical Society (RAeS).
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ISSN 2052-451X
34
Age of extremes
Report from the 2013 Paris
Air Show.
41 Afterburner
42 Message from our President/RAeS Golf Day
43 Message from our Chief Executive
44 Book Reviews
47 Library Additions
48 Obituaries
52 Diary
54 Corporate Partners
55 NATS Swanwick
56 RAeS Elections
57 Society News
58 The Last Word
Online
Additional features and content
are available to view online on
www.media.aerosociety.com/
aerospace-insight
Including: Europes civil UAV roadmap released,
Sweeping up space debris, Five daily blogs live
from the 2013 Paris Air Show and
A400M readies for service.
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AUGUST 2013
13
Radome
INTELLIGENCE / ANALYSIS / COMMENT
Aesthetics
External styling and the futuristic
look of the demonstrator were
developed with help from Italian
car design house Stile Bertone.
Beyond hydraulics
No hydraulics are used in the
demonstrator. Instead the demonstrator's
retractable landing gear, nacelle tilting
mechanism and elevons are controlled by
electromechanical actuators (EMA).
Carbon-fi
bre
NEWS
IN BRIEF
Entire exterior
surface is carbon
graphite produced by Lola
Composities in the UK. Outer
?????? ???? ???? ??? ???
wing sections can also be
????? ????? ??????
detached for missions primarily
flown in VTOL mode.
?????? ???? ???? ??? ???
????? ????? ??????
?????? ???? ???? ??? ???
????? ????? ??????
AgustaWestland
?????? ???? ???? ??? ???

????? ????? ??????
?????? ???? ???? ??? ???

????? ?????
AEROSPACE / AUGUST 2013
Tilting nacelles
Swashplateless blades are contained
in tilting ducts for VTOL and
conventional forward flight. Unlike a
conventional rotor with a swashplate,
each blade has its own dedicated
electrically powered actuator to
control the blade pitch.
First flights
The demonstrator has already flown in
secret in VTOL mode. Its first tethered
flight was in June 2011. A smaller
sub-scale demonstrator with the
same configuration has also flown in
horizontal flight.
Battery power
The Project Zero demonstrator is
powered by lithium-ion batteries.
An alternative diesel-electric
powerplant is planned for longer
test flights. Windmilling rotors can
charge battery storage on ground.
Remote control
Despite the appearance
of a one-person sized
'cockpit', the Project Zero is
unmanned.
AEROSPACE
Electric VTOL dreams

One of the most eye-catching aircraft on static display at the Paris Air Show was AgustaWestlands Project Zero
electric-powered unmanned technology demonstrator tiltrotor. The aircraft was Italian, so it had to look sexy,
says James Wang, VP Research and Technology. The aircraft has been secretly in development with a small but
international design team and was designed, built and tested in the space of 12 months. The Paris Air Show was its
first public appearance. Project Zero is designed to test technology concepts such as propeller blade control and no
hydraulics that could be used in future tiltrotor designs. (See Paris Air Show report Age of Extremes, p 34).
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AUGUST 2013
Radome
AEROSPACE
GENERAL AVIATION
Siberian chopper crash

A Russian Mi-8 transport
helicopter crashed on 2
July, killing 24 out of 28
people aboard, including
11 children.
Operated by Polar
Airways, the helicopter is
reported to have caught
fire after crashing in the

remote Sakha region of
Siberia in bad weather.
Four survivors (three
passsengers and one
crew) were rescued in an
operation that involved 400
people and nine aircraft.
AIR TRANSPORT
NTSB
Tiger changes its stripes

Asiana 777 crash in San Francisco
leaves three dead
US investigators are
looking into the causes
of the crash landing
of an Asiana Airlines
Boeing 777 at San
Francisco airport on 6
July.
Two passengers were
killed in the crash and a
third died later but the
remaining 288 passengers
and 16 crew members
were able to evacuate
safely with180 injured.

Flight 214 from Incheon
in South Korea hit the
seawall at the edge of
the airport after coming in
too low on final approach.
The tail of the 777 broke
off, ejecting two flight
attendants out of the back
of the aircraft, while the
rest of the airframe spun
down the runway before
catching fire. The US
NTSB stated that the 777

was flying well below its
target landing speed. An
attempt was made by the
pilots to increase speed
and abort the landing
but too late to avoid the
tail hitting the ground.
Asiana said that the pilot
landing the aircraft had
nearly 10,000 hours flying
experience but only 43 on
the 777.
Asian budget carrier Tiger

Airways has rebranded
itself with a new livery and
the name Tigerair. The
change is part of a revamp
by the carriers Singaporebased owner Tiger
Holdings which includes
more online services
for customers. as well

as drawing a line under
2011 when Tiger Airways
Australian flights were
grounded for a week.
Reaction Engines gets

Whitehall boost
The UK Governments spending review
has delivered a boost to Reaction Engines
with a pledge to back its air-breathing
rocket engine. The SABRE engine was
picked out by Chancellor George
Osborne as a technology programme the
Government would support.
NEWS IN BRIEF
On 12 July an empty
Ethiopian Airlines
Boeing 787 on a stand
at Heathrow airport was
involved in a fire incident
which briefly closed the
airport. At this point it is
not thought to be batteryrelated.
Scandinavian carrier SAS
has signed a memorandum
of understanding (MoU)
for eight Airbus A350900s and four A330-300
widebodies..
On 10 July, Northrop
Grumman and the US
Navy made history when
the X-47B UCAS made
the first jet UAV arrested
landing on an aircraft
carrier, the USS George H
W Bush (CVN 77).
SpaceX has completed
two more stages towards
certifying its spacecraft
for human missions.
These included the human
certification plan and the
pad abort test review.
Cessna has begun

delivering the first
production versions of
its all-composite singleengine Cessna TTx light
aircraft.
BAE Systems has sold
off its US unmanned air
division which it bought
in 2009 under the name
of Advanced Ceramics
Research. The new
independent company will
now operate under the
same of Sensintel.
The European Commission

(EC) has announced
plans to cut state aid to
airports that have over 5m
passengers a year, as well
as removing subsidies for
low-cost carriers opening
new routes. The EC claims
that such subsidies are
costing around 3bn per
year.
An Indian Air Force
Mi-17V5 helicopter
undertaking rescue
operations in the flooded
state of Uttarakhand
crashed on 25 June with
the loss of 20 onboard.
Five of these were IAF
crew members.
On 27 June NASA
launched the Interface
Region Imaging
Spectograph (IRIS) space
probe designed to
measure the surface of the
Sun. It was air-launched
from Vandenberg AFB
using Orbital Sciences
Pegasus XL rocket using a
converted L-1011 airliner.
As AEROSPACE
goes to press
Bombardier has
announced a
delay to its first
flight of the new
CSeries airliner
to before the end
of July, citing more
time needed
for software
readiness.
Ground vibration
tests have already
been completed
on the first
CSeries Flight
Test Vehicle 1
FTV1). The delay
is the second
slippage for the
CSeries first
flight, with the
original date for
the maiden flight
having been
already shifted
from November
2012 to June 2013.
Five people, including

the pilot were rescued
from the Hudson River
in Manhattan after a
sightseeing helicopter
made an emergency
ditching on 30 June.
No injuries were reported
from the incident which
involved a Bell 206.
Lockheed Martin has
demonstrated an
integrated command
and control system
which can monitor and
@aerosociety
Germanwings reborn as
budget carrier
Lufthansa has
re-launched its
short-haul subsidiary
Germanwings, six
months after closing the
airline because it could
not compete with lowcost operators.
Germanwings has been
rebranded as a low-cost
carrier for business
travellers and will take over

most of Lufthansas shorthaul routes in Europe.
Around 30 Lufthansa
aircraft and 800 cabin
crew will be transferred to
Germanwings. Meanwhile,
a new wage deal
agreement for staff has
averted the threat of costly
summer strikes.
First Italian spacewalk

ESA astronaut Luca
Parmitano became the
first Italian to walk in
space during his mission
to the International Space
Station. Parmitano spent
six hours outside the ISS
on 9 July working with
fellow Expedition 36 NASA
astronaut Chris Cassidy
retrieving two materials
science experiments,
installing two radiator
grapple bars delivered by

the unmanned SpaceX
Dragon spacecraft and
replacing a failed spaceto-ground communications
control unit.
DEFENCE
BAE to upgrade RAAF Hawks
BAE Systems has won a 90m contract from the Australian DoD to perform a mid life upgrade (MLU) on the RAAFs
fleet of 33 Mk127 Hawk jet trainers. The Project AIR5438 upgrades comprise new primary and secondary mission
computers, OC2 software, datalinks and collision-avoidance systems as well as simulators and training. BAE will fit the
modifications to two RAAF Hawks which will bring them up to the standard of the Hawk 128s used by the RAF.
control multiple types of

unmanned aerial systems
(UAS) at the same time.
The demonstration was
carried out as part of the
US Navys Unmanned
Carrier Launched Airborne
Surveillance and Strike
System (UCLASS).
Emirates has opened a
new Aviation Experience
public attraction in central
London, with four flight
simulators (2 x A380s
and 2 x 777s) and other
educational exhibits.
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The Royal Navy has chosen

Boeings Insitu ScanEagle
UAV for its contractoroperated Maritime
Unmanned Air System
(MUAS) requirement.
Florida-based fractional
ownership company
Avantair has grounded
its fleet of Avanti P-180
turboprops and furloughed
pilots and employees.
Chinas Shenzhou 10
manned spacecraft
returned to Earth on 26
June. The spacecraft
spent 15 days in orbit,
during which it docked with
the Tiangong 1 orbiting
laboratory and also carried
out a manual redocking.
The Australian Transport

Safety Board (ATSB) has
issued a final accident
investigation report on
the Qantas QF32 A380
flight in November 2010 in
which a Rolls-Royce Trent
900 engine exploded in
flight. The ATSB states that
www.aerosociety.com
RAAF
CSeries
maiden flight
slips
SPACEFLIGHT
ESA
AEROSPACE AIR TRANSPORT
the incident was caused by

oil feed pipe components
which did not conform to
design specifications.
Statistics published by
IATA reports that the air
freight market only grew by
01% in May compared to
April and was 08% down
from May 2012.
Lockheed Martin flew
the first MH-60R Romeo
shipborne helicopter
ordered by the Australian
Navy on 26 June.
AUGUST 2013
Radome
AEROSPACE
Proton-M launcher
explodes on take-off
Whistleblower hunt
diverts VIP jet
An unmanned Russian
Proton-M launcher
caught fire and exploded
shortly after take-off
on 1 July from the
Baikonur Cosmodrome
in Kazakhstan, crashing
25km away from the
launch site.
The launcher was carrying
The President of Bolivias

VIP aircraft, a Dassault
Falcon 900EX, was
diverted to Vienna, Austria,
on 2 July after several
European countries
allegedly refused
permission for it to enter
their airspace amid rumours
that NSA whistleblower
three GLONASS-M
navigation satellites. An
accident investigation
is now underway on the
causes of the crash, with
one Russian news report
pointing to angular velocity
sensors that had been
installed the wrong way
round.
DEFENCE
Saab begins
assembly of
first Gripen
E
Edward Snowden was

onboard. The Bolivian
President Evo Morales was
on his way back to Bolivia
when the Presidential
aircraft was diverted. It was
held there for 13 hours
while authorities searched
the aircraft for the US
fugitive.
Saab has
announced it has
begun assembly
of the first preproduction
Gripen E fighter.
The first
component for
the Gripen E test
aircraft, 39-8, was
the front fuselage.
Meanwhile, at
the end of June, a
Gripen fired the
first production
standard example
of MBDAs Meteor
BVRAAM air-to-air
missile in a trial in
conjunction with
Sweden's FMV.
AIR TRANSPORT
British Airways has taken delivery of the first examples of two new aircraft types to add to its fleet the Airbus A380
and the Boeing 787. The airlines first Boeing 787 Dreamliner arrived in the UK at Heathrow on 27 June after a
transatlantic flight from Paine Field in Washington State, US, followed by the first A380 on 4 July. BA plans to begin
operating both new aircraft types from September. The airline has ordered 12 A380s and 42 787s, as well as six
777-300ERs and 18 A350s.
British Airways
Double delivery delight for BA
Swedish FMV
SPACEFLIGHT
NEWS IN BRIEF
The Russian Kondor E-1

military radar satellite was
launched on 27 June from
the Baikonur Cosmodrome
in Kazakstan.
system in the NASA

Low-speed Wind Tunnel.
It was conducted as part
of NASAs Environmentally
Responsible Aviation
(ERA) project.
The Terrafugia Transition

flying car is to fly at the
Oshkosh air show in
Wisconsin at the end of
July.
Thai Airways will now delay

its planned BangkokLondon Airbus A380
service until October 2014,
a slip of 11 months.
Pratt & Whitney has

completed 275 hours of
Geared TurboFan testing
of the ultra-high bypass
BAE Systems has reported

that it has completed a
series of trials to enhance
the air-to-surface capability
of Typhoon with Raytheons

Paveway IV precision
guided bomb.
ESA member states have
approved the design for
Europe's next heavylift
rocket the Ariane 6.
Eurocopter has delivered
two EC225 Super Puma
helicopters to offshore
operators in Vietnam and
Malaysia.
Solar-powered
demonstrator Solar
Impulse has completed

the last leg of its coastto-coast trans-US flight,
landing in New York on
7 July.
Easyjet founder Stelios
Haji-Ioannou is to protest
the airlines recent decision
to exercise options on 33
Airbus A320s, as well as
ordering 100 of the new
A320neos.
The US is considering
selling six UH-72A Lakota
helicopters from EADS
North America to Thailand.

If the sale is approved,
the $77m contract would
include aircraft, parts,
training and logistical
support.
After seven months near
its touchdown point,
NASA's Curiosity Rover
has been ordered to drive
to its mission objective,
Mount Sharp, some 8km
away.
The US NTSB is
investigating after ten
DEFENCE
GENERAL AVIATION
France to buy Reapers in

$15bn deal
The US Congress has
been informed of a
potential purchase by
France of up to 16 MQ-9
Reaper UAVs, in a FMS
deal worth some $15bn.
The package also includes

spares, ground stations,
engines and radars with
the first deployment of the
first two Reapers set to be
in Mali.
400 not out for Phenom

Brazilian manufacturer Embraer has delivered its 400th Phenom light jet. The Phenom
300 business jet was handed over at So Jos dos Campos on 9 July to the German
Hansgrohe Group.
AEROSPACE
EC releases UAV roadmap

The European
Commission (EC)
has published a new
document outlining the
roadmap for integration
of UAVs into European
controlled airspace.
The Roadmap for
the integration of civil

Remotely-Piloted Aircraft
Systems into the European
Aviation Systems puts
forward a staged approach
to the sharing of skies
between manned aircraft
and civil UAS.
RAeS
Conference:
Annual UAV Conference
Unmanned Aviation:
Challenges for Growth
16-17 September London
More details:
+44 (0)20 7670 4345
conference@aerosociety.
com
Ruling awaited on
passenger electronic
devices
The US Association of
Flight Attendants (AFA)
is awaiting the results
of an investigation by
the Aviation Rulemaking
Committee (ARC) into
the increased use of
personal electronic
devices (PEDs) by
passengers during
flights.
The ARC recently
asked for a two-month
extension to complete
its report which may
propose a relaxation on the
current ban on using such

devices during take-off
and landing. The AFA has
stated that it is committed
to ensuring the use of
PEDs will not adversely
affected flight safety.
Emirates
Embraer
AIR TRANSPORT
ON THE MOVE
people were killed in a
DHC-3T Turbo Otter crash
in Alaska on 7 July.
India's Government has
approved a strategic
national plan to develop a
70-100 passenger aircraft
for the civil market.
Nepal Airlines has firmed
up an order for two Airbus
A320 airliners equipped
with fuel-saving Sharklet
wingtip devices. The
original order was placed
in April.
@aerosociety
Saad Hammand, formerly

of Air Berlin and easyJet,
is the new Chief Executive
of Flybe, replacing Jim
French. French becomes
non-executive chairman.
Air Chief Marshal Sir
Andrew Pulford is now
Chief of the Air Staff, RAF.
Jack Wiegand, aged 21,
has become the youngest
pilot to fly solo around the
world.
Todd Hattaway is to
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become the new VP

Technical Services for BBA
Aviation Flight Support
division.
Xavier Tardy has been
appointed new CFO of
Airbus Military.
Ryanair CFO Michael
Cawley has announced
that he will be stepping
down next year.
Eurocopter has named
Norbert Durcrot as
President and CEO of
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Eurocopter China.
Northrop Grumman has
appointed Nimish Doshi as
VP Business Development
and CFO for its Technical
Services sector.
Colin Lewis has been
appointed as the new
Director of Marketing for
bmi regional.
Tim Prince, Chief Executive
of the Royal International
Air Tattoo is to step down
in September 2014. He
has been in charge for the

past 42 years.
Adel Al Redha has been
named Executive VP
and CEO for Emirates
Engineering, Flight
Operations, Service
Delivery and Airport
Services while Thierry
Antinori becomes VP
and CEO responsible for
Commercial Operations,
Revenue Optimisation,
Skywards, Destination &
Leisure Management and
Emirates SkyCargo.
AUGUST 2013
Transmission
LETTERS AND ONLINE
to be used as a flying
laboratory for the Ministry
of Technology would then
be released to another
UK aircraft museum. As
the only survivor of 15 C2
aircraft built and as the
only genuine Royal Air
Force C2 aircraft having
seen service from 1957
to 1967 my view is that
XK699 Sagittarius is of
crucial importance within
the overall context of
our air power heritage. I
now urge all of you to do
whatever you can to assist
saving RAF Comet C2
XK699.
Howard Wheeldon
de Havilland DH106 Comet C2, XK669 (initially G-AMXB), of RAF Transport Command. RAeS (NAL).
Save Sagittarius
In the year that the Royal
Air Force celebrates its
95th anniversary I bring
potentially tragic news
that unless a new home
can be found for Comet
C2 XK699 Sagittarius by
the end of the summer
she will be broken up
and scrapped at the now
closed RAF Lyneham air
base in Wiltshire. Urgent
action is now required to
prevent this. XK699 is the
sole representative Comet
C2 in existence and the
only one left that spent
her whole life in Royal Air
Force service. I have been
informed that, as owners
of the Lyneham site, MoD
property services provider
the Defence Infrastructure
Organisation (DIO), are
now seeking that XK699
is now removed. My
information is that if she
is not removed by the end
of the summer she will be
broken up and scrapped.
The former air base is
scheduled to become
the Defence College of
Technical Training and the
10
first occupants are to be

the Army Corp of Royal
Electrical and Mechanical
Engineers (REME). They
are due to move in some
time during 2015.
The condition of the
Sagittarius is clearly
very poor and she now
needs to be moved to
a place of undercover
storage while plans for
long-term restoration and
a permanent home are
discussed. For the past
year my understanding
had been that XK699

was to be moved to RAF
Shawbury for storage
ahead of final restoration
and a probable eventual
move to the RAF Museum
at Cosford. It was thought
likely that on completion
of XK699 restoration
the existing Comet C1
aircraft housed at the
RAF Museum that had
originally been built for
Air France and registered
F-BGNZ before later
returning to the UK
Global ETS
The topic of aviation and
the environment was
mentioned recently in the
April issue by Professor
Hayward(1) something
with which the Societys
Greener by Design team
(GbD) are very familiar. It
is now critical that there
should be sufficient
consensus on aviation
emissions at the next
International Civil Aviation
Organization (ICAO)
Assembly in September
for EU member States
(and others) to adopt that

consensus (whatever it
might be) so as to avoid
any resumption of the
trade war which had
started in response to the
EU Emissions Trading
System (now on hold
internationally to see
if ICAO can achieve a
global consensus). As a
member of the 17-nation
High Level Group, the
UK is playing a leading
role in these efforts and
already benefits from the
impartial GbD output. UK
endeavours could also be
reinforced by an equally
impartial input from the Air
Law Group to demonstrate
the primacy of ICAO versus
EU obligations. Moreover
the Society has already
been granted observer
status in ICAO. Thus
there is an unprecedented
opportunity, if not a need,
for collaboration between
GbD and the Air Law
Group (ALG) to provide
a co-ordinated impartial,
rational foundation in
support of the elusive
global consensus. The
stakes have never been
higher.
Harold Caplan
Cockpit confusion
Just been browsing the latest AEROSPACE magazine still loving the new publication. The picture on p 26 of the July
issue credited as A Hawker Siddeley Trident cockpit of the 1960s(2) is not that of a Trident. Ive attached a couple of
photos for comparison (a Trident is on the left). The picture published in the magazine is very similar to the Yak 40 cockpit
on the right (note the side-mounted yokes).
Graeme Catnach
Mess high jinks

Firstly, congratulations on
a great read the new
style July magazine is
excellent quality, and full of
interest. Secondly, on p 48,
Christian Busby reviewing
I Mackerseys book(3) was
interested to learn that [the
boisterous mess game]
High Cockalorum was
banned in the 1950s. So
am I. As a young pilot/
flying officer in the early
1970s, I can remember
playing, certainly at RAFC
Cranwell in 1973 and
maybe after! And its not
old age playing tricks with
my memory I wasnt born
until 1950!
Graham Evans
Too good to be true
First, let me say that I
really appreciate the new
format and content of
AEROSPACE. However, I
notice that a gremlin has
crept into the June feature
on the AGA-33 future fuelefficent design(4), relating to
the aircrafts performance.
Apart from the grace of
God, things that seem too
good to be true, generally
are. This relates to the fuel
consumption shown as
93mpg. Would not that be
great if it were true! If we
take the fuel burn as being
4,500lb per hour, and the
specific gravity of Jet A1
as 079, the consumption
expressed in Imperial
gallons would be: fuel burn
= 4,500lb/220462 =
2,041kg/hr = 2,041kg/
079SG = 2,583 litres/hr
= 2,583/454 = 569 imp
gal/hr. The aircraft cruises
at 468mph for a range of
4,600 miles. Therefore, the
fuel consumption would
be 468/569 = 082mpg
(still OK).
Jim Charlesworth
@aerosociety
@BarnettDaniella Had
a wonderful evening
and met some brilliant
people yesterday at the @
AeroSociety Amy Johnson
Named Lecture. #Aero
#engineering #women
The European nEUROn UAV on display inside a protective

bubble at the 2013 Paris Air Show.
Response to Where next for Europes defence

aerospace industry?(5)
David Gardner says: But we are buying major platforms,
e.g. F-35, at a price which is unaffordable, a project we
will not control and is at the expense of our indigenous
capability and future exports. We have a very capable
alternative in Typhoon which we are contracted to buy and
which still has major development potential, leaving open
the option of a united European project for the future
instead of reliance on the USA (or others) forever more if
we lose our design capability.
Careers call
After a while of looking
at the AEROSPACE
magazine I just want to say
that its fantastic. Looking
at the design, it is laid out
very cleanly and many of
the articles and sections
clearly shows its heritage
to the past. I like the use
of images and colour in
particular and would say
that photos say more than
words. One of my real
favourite features of the
magazine is in p 12 which
shows instant statistics
of a particular topic or
subject. I also like the use
of the font and the font
size. With the reduction
of the word count on the
articles reading feels more
enjoyable rather than a
chore. One suggestion I
have is to add a careers
section somewhere in
the magazine. Perhaps
sounding somewhat
biased on this point but,
since this magazine would
linkedin.com/raes
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also be aimed at younger

members, I think this would
be a good thing to add.
Joseph Ho-wing
Cheung
@4tis [on Satellite Debris

removal(6)] The trick is
doing it without creating
more debris. I worry about
things like the harpoon.
@SimoneRoche Delighted to present Jenny Body

OBE @JeffinerB with @
women1st #Shineawards
Lifetime Achievement
award @AeroSociety with
@clarewalkerWAAC
@CrispinBurke I miss
the golden years of flight
simulators (Started with
F-19 Stealth Fighter,
ended with Falcon 4.0)
@TonyGarnerBAE
[On latest issue of
AEROSPACE] looking
good. really impressed with
the design and layout of
the mag.
@nessysilva Everybody
follow @RAeSTimR for
#PAS13 updates! My visit
to Le Bourget was far too
short but Tims tweets keep
me posted.
@MrCellaneous [on a
story of a German F-104G
Starfighter that skipped the
water on a target strafing
run] A German (sub)
Marine F-104G.
Never too early

I just thought I would share
this photo (right) with you.
My one-year old finds
your latest edition of the
magazine very interesting.
Its never too early too
entice their interest in
aerospace :)
And keeps him quiet in
the car!
Sara Krauss
1. The Last Word, So what has Brussels done for you, Aerospace International, April 2013, p 34.
2. Knowledge transfer, AEROSPACE, July 2013, p 26.
3. Book Reviews, No Empty Chairs, AEROSPACE, July 2013, p 48.
4. Radome, Eco-elegance, AEROSPACE, June 2013, p 4.
5. http://media.aerosociety.com/aerospace-insight/2013/05/31/where-next-for-europes-defence-aerospace-industry/8183/
6. http://media.aerosociety.com/aerospace-insight/2013/06/28/sweeping-up-space-debris-can-it-be-solved/8352/
Online
Additional features and content are available to view

online at http://media.aerosociety.com/aerospace-insight
www.aerosociety.com
AUGUST 2013
11
DEFENCE
RAF Chief of the Air Staff
The 21st Century

Character of
Air Power
On 10 June at one of his final public speaking duties

before handing over to his successor, Air Chief
Marshal Sir Stephen Dalton FRAeS
Chief of the Air Staff, Royal Air Force gave
the Sir Sydney Camm Lecture. We present
an abridged version of his speech.
ir Sydney Camms accomplishments are

undoubtedly well known but I want to
highlight his passion for aviation and his
determination to improve the technology
that underpins it; he was an innovator in
the finest British tradition.
The thirst for the new and the need to exploit
the novel runs deep within the airmans psyche and
are essential ingredients for a contemporary air
force. Collectively, we must always strive to push
forward the boundaries of aviation and invest in the
new. It is for this reason that innovation is one of the
foundation pillars of the strategy for the future Royal
Air Force and one I will come back to later.
History the relevance of air power

Over a century of British military aviation offers a
smorgasbord of examples of the critical relevance
of air power from which I could choose but I have
chosen some that I think highlight the innate ability
of airmen to innovate in times of need.
In the first part of the First World War, aircraft
were predominantly used to support other military
roles through activities such as artillery spotting and
reporting enemy dispositions. Only four years later,
aircraft operated by an Independent Royal Air Force,
conducted interdiction missions against airfields and
industries deep behind enemy lines, commanded by
a great visionary, Major General Hugh Trenchard.
Only one year after the Great War, and with
mounting financial constraints, Trenchard offered
a new and innovative way of policing the large and
ungoverned space in the British Empire.
12
Known as Air Control, Trenchards approach

combined accurate political intelligence from locally
deployed officials with effective air power action.
British Somaliland, in the Horn of Africa, was
the first region where air control was utilised. Such
was its success, in controlling the belligerent tribes
and insurgents, at less than one tenth of the cost
of the previous manpower intensive approach, that
the air control concept was transported to Iraq and
Afghanistan in the 1920s and 1930s.
This pioneering use of aircraft to support
political intent, demonstrated the utility of air
power to shape regional dynamics better and to
prevent conflict from escalating through swift and
proportional intervention from the air.
These early doctrinal roots have grown deep and
inculcated the RAF with an ethos and heritage built
around agility, adaptability and deployability.
During the Second World War, the Government
directed Bomber Command offensive was the only
direct means of attacking the Third Reich, in its lair,
as the Allies fought to stem the inexorable surge of
the Nazi War Machine. This years 70th Anniversary
of the iconic 617 Sqn Dambuster raid is the ultimate
example of technical innovation, by Barnes Wallis
when he developed his Bouncing Bomb, combined
with ultra-low level flying, of Guy Gibsons aircrew,
saw the agility of the aircrew and the adaptability of
the Lancaster deliver an innovative capability which
still inspires us all today.
In Gulf War I, air powers destruction, first of
the Iraqi Command and Control capacity and
the Integrated Air Defence System, and then of
Saddams deployed forces was decisive, although
Recent operations
Meanwhile in June 1999, NATO suspended air
strikes in Yugoslavia after Slobodan Milosevic ceded
to demands and agreed to withdraw his forces from
Kosovo. Again in 2011, with proxy forces fighting
the land campaign or, from the Libyan Freedom
Fighters perspective NATO proxy forces
providing the air and maritime contribution it was
once again the air campaign which utterly degraded
the capability and will of Gadaffis forces to continue
the oppression of their own people.
And today, in Afghanistan, the aircrew of the
Royal Air Force Tornado GR4, Sentinel, Shadow,
Reaper, Hercules and Chinook aircraft are operating
across the entire country supporting ISAF and
Afghan security forces with intelligence gathering;
armed over-watch and, if absolutely, necessary
precision attack; air command & control; aerial
re-supply; casualty evacuation; aero medical
evacuation back to the UK; base security and
force protection by the Royal Air Force Regiment
and Police; forensic analysis; battlefield mobility;
counter-IED and, of course, air transport to and from
the UK.
This vast array of tasks collectively provides
a significant asymmetric advantage to ISAF and
ANSF forces. Air power provides them the freedom
of manoeuvre to conduct their vital security
operations with far less cost in blood and treasure.
Without doubt, air power has been a revolution
in military affairs; its development rapid and its
impact enormous and yet I see new innovative air
power concepts everyday and the use of technology
that Sir Sydney Camm would have loved to develop
but could have only dreamed of.
The early characteristics of air power such as
speed, reach and vantage, are now complemented
with precision and persistence; especially through
the use of space assets. It is these characteristics,
underpinned by a credible and capable air force,
which provide the political manoeuvre room and
expand the decision-making options that have come
to underwrite the British, indeed Western, way of
war.
power, there has always been a common bond

amongst airmen from all nations. That bond is
fundamental to our ability to work together with our
allies, as we have done so successfully on so many
occasions often unexpectedly and unplanned, such
as the seamless co-operation with the Emirati and
Swedish Air Forces over Libya two years ago.
Over two decades of constant operations for the
Royal Air Force east of the Suez and in the Balkans
has seen us integrate with a variety of different air
forces and helped to inculcate a cross border, cross
culture, yet understood, way of operating within the
air environment. This was exemplified by the NATO
Operation Unified Protector in Libya which saw the
safe and highly effective integration of 195 aircraft
from 14 NATO member nations and four nonmember nations air forces.
The development of the common bond between
airmen is underscored by long-term partnerships.
These take many forms but at the heart of them all
is NATO. Our Secretary of State and the Chief of the
Defence Staff have both reaffirmed the importance
NATO must play in our future planning. Whilst
interoperability of our equipment, our doctrine and
our information systems is vital to ensure effective
planning and activation, the best equipment in
the world is only operationally effective if it is
underwritten by the substantive co-operation of
our trained people. To this end, I am ensuring that
some of our very best people are placed in key roles
throughout NATO and as Air and Defence Attaches
around the world.
In these fiscally constrained times, it is clear
that the UK needs to be able to rely on its allies
IN 2011.. IT
WAS ONCE
AGAIN THE AIR
CAMPAIGN
WHICH
UTTERLY
DEGRADED
GADDAFFIS
FORCES TO
CONTINUE THE
OPPRESSION
RAF/Crown Copyright
largely unseen by the worlds media and sparsely

recorded in the ledger of the day. The results
are self-evident: the Iraqi Armed Forces and their
leadership were so unhinged by the air campaign
as to leave them metaphorically prostrate for the
subsequent land force attacks.
Partnerships
But it is important that we remember that it is
airmen who are at the heart of air power, not our
equipment and, since the inception of military air
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AUGUST 2013
13
DEFENCE
to provide combat mass and niche capabilities.

Additionally, the pooling and sharing of operationally
effective resources not automatically or
necessarily the buying of the same aircraft or
weapons becomes ever more attractive to
minimise the cost of programmes. It is also vital
that we retain some national capabilities so that, if a
member of the Alliance is not willing to participate
in a particular operation for whatever reason the
willing can still commit to an operation and use their
assets the key, of course, is having the right to
use common infrastructure even if certain parties or
countries are not participating.
The NATO Airborne Early Warning & Control
Force more commonally referred to as AWACS
is a good example of a model where the pooling
of assets provides a combined capability which is
greater than the sum of the parts.
Moreover, such a model allows national control
of sovereign assets, if the political need arises: the
use of our E-3D AWACS to control and oversee
the evacuation of UK nationals from Libya, as the
security situation deteriorated, is a perfect example
of this flexible model in action.
Adopting a similar approach, Sentinel could
form part of NATOs Airborne Ground Surveillance
requirement to complement the five unmanned
Global Hawks it is in the throes of purchasing.
Sentinels wide area surveillance capability provided
by its multi-mode radar offers timely, fully releasable
intelligence products that are highly sought after,
as demonstrated so effectively on operations in
Afghanistan, Libya and Mali where the physical
scale and remoteness of the area of operations
makes a ubiquitous gaze a difficult requirement to
fulfil with limited assets.
Like the UKs E-3D, Sentinel could be flexed
from NATO to national tasking as the need
and priorities arise, providing NATO with the

operationally proven capabilities in a highly capable
and readily deployable platform based capability.
The future
In recent years, just as Sydney Camms Hurricane,
Hunter and Harriers formed a chain of innovative
designs that kept RAF air power at the leading edge
of capability and exploited innovative technology
to the full, the advent of Remotely Piloted Air
Systems (RPAS), like Reaper, is now allowing the
RAF and others to exploit contemporary technology
to the full. Looking towards Future Force 2020,
the increasingly close relationship between the
information environment and our more traditional
kinetic assets underpins our concept of Combat
ISTAR.
And let me be clear, it is a concept, not a role
nor a mission type. Combat ISTAR exploits the
strength of a networked system of combat and
ISTAR assets rather than merely using the capability
of individual platforms alone. It exploits shared
information so that fleeting targets can be identified,
tracked and engaged by the most appropriate
weapon system, even in cluttered and contested
operating environments.
Central to Combat ISTAR is the need to
maximise the advantages of being able to secure,
dominate and exploit the information high ground.
Put simply, it interweaves the sensors and effectors
into one system of systems with the decision maker
at its core. Today, the concept is delivering but the
potential to do so much more is manifest, as early
operational examples utilising Sentinel, Sentry,
Typhoon, Tornado and Reaper in Afghanistan and
Libya have proven.
I believe that it will become increasingly
important, as we seek to integrate crosscomponent capabilities to counter more complex
and sophisticated threats and to be able to prove
that what we did was necessary, proportionate and
caused the absolute minimum of collateral damage
and injuries to non combatants on the ground.
The merging of multiple roles onto single
platforms is likely to increase and will be
complemented by increased potential for electronic
attack and novel weapons such as directed
energy weapons. This blending of capabilities to
complement and enhance kinetic attack will expand
the utility of the Combat ISTAR concept.
Air Control old

style RAF
Westland Wapitis
RAeS/NAL
Step change in multi-role
20
F-35 Lightning II and the ongoing developments

of Typhoon will see a step change in the multirole missions we can undertake. E-Scan radars;
advanced ESM suites and other sensors will provide
Lockheed Martin
Sensor fusion on
nextgen fighters
such as the F-35
will expand the
combat ISTAR
concept
far greater situational awareness than before as

well as a greater range of tools kinetic and nonkinetic with which to respond.
Networking of these systems and real-time
reach-back to analysts and commanders will further
enhance the quality and timeliness of the decisionmaking and also the provability.
I use the vision of an agile, adaptable and
capable RAF to describe who we are, what we do
and how we painstakingly plan every mission and
every attack. Increasingly, I have sought to improve
our ability to prove that what we have done, the
effect that we have had, was exactly that which
we set out to achieve, no more no less and with
the minimum of collateral damage but nothing in
this operational environment is guaranteed. That is
why the concept of provability of our actions is so
important.
Provability is now demanded by the mediahungry public. The rise of the citizen journalist
can put unedited, unanalysed images onto our
screens within minutes of the event occurring. Thus
the battle of the narratives is key. The battle for
information, the battle for legitimacy, is now vital
ground. And the battle for legitimacy is contested
every day: on ops and during peacetime.
The case for RPAS

Also critical to the future force mix and the
realisation of the Combat ISTAR concept is
achieving the correct ratio of manned to unmanned
platforms. I have gone on record twice before, and
do so again today, to say that one-third unmanned
to two-thirds manned is where we should be
heading in the 2030 timeframe. But we must act
now if we are to achieve this.
This leads me onto the topic of unmanned
air vehicles UAVs and remotely piloted air
systems, or RPAS. And let me be clear here, the
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lexicon matters. As Min(DEST), Philip Dunne,

succinctly put during a commons debate on the very
subject.
In this debate, I shall use the term RPAS
remotely piloted aircraft systems as the more
accurate description of their capability Although
the vehicles are unmanned, the system is guided by
a whole team of highly trained and skilled people.
Pilots, sensor operators and analysts all make
decisions in real time, just like the crew of a manned
aircraft. Defence remains a human endeavour.
The use of the term drones to describe these
systems by commentators and the media merely
fuels a narrative of autonomous robots seeking out
and destroying targets without human intervention.
Of course, nothing nothing could be further from the
truth.
RPAS are now an integral component of our
force mix and a key contributor to the Combat
ISTAR concept. They change the platform from
which effects can be achieved, not the effects
themselves, nor the legal and ethical framework that
underpins everything that we do.
The use of remotely piloted systems for civilian
purposes and military operations is increasing
despite ill-informed opposition. History has shown
time and time again that it is better to embrace new
technologies and control them appropriately than
try to deny their existence or constrain their usage
unnecessarily. There are now over 50 countries
who operate a variety of unmanned or remotely pilot
systems with many of them developing their own
indigenous capabilities.
RPAS can and do conduct multiple mission
types for extended periods of time. Their
capabilities are exemplified by the RAF Reaper
force. Our Reaper operators are highly trained
qualified pilots, all drawn from our high calibre
officer cadre. They operate in Afghanistan using
the same strict Rules of Engagement as manned
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SENTINEL
COULD FORM
PART OF NATOS
AIRBORNE
GROUND
SURVEILLANCE
REQUIREMENT
AUGUST 2013
15
DEFENCE
MoD/Crown Copyright
Reaper RPAS
ground control
station.
aircraft and when they use their weapons, they do

so in accordance with the same legal and ethical
frameworks. The only difference is that pilot and
airframe are not co-located.
All our Reaper pilots are officers; highly trained;
and highly regarded by all those who use their
capabilities and, most importantly, those troops on
the ground who rely upon them to cover their backs.
This is why I believe they have such a lot to
offer in the Future Force mix and why I am keen to
invest in their development. Importantly we need to
evolve the current capability towards operations in
contested environments. This requires early R&D if
technological aspects are to be sufficiently mature.
Innovation to the fore
6,663
RAF AEROMEDICAL
EVACUATIONS
FROM
AFGHANISTAN
TO UK:
1 JAN 2006
31 MARCH 2013
16
This is where UK innovation comes to the fore with

the work we are jointly doing with industry through
programmes such as Taranis.
Sir Sydney would have approved and sought
to be a part of the Taranis advanced technology
demonstrator programme exploring the future of
remotely piloted combat aircraft systems. It brings
together several new technologies from a variety of
UK industries into a single system with the aim of
demonstrating the potential that unmanned systems
can play in the future force mix. This programme
is not only vital to our future security but it will
also ensure that the UK retains a sovereign and
competitive aerospace industrial base in the future
aviation market place. I am sure that is something
that Sir Sydney Camm would have applauded.
In parallel, there needs to be a positive dialogue
about the legal and ethical issues underpinning
their utilisation so as to educate those who dont
understand how or why we employ these systems.
This is essential if we are to avoid unnecessary
constraints imposed upon the civilian and military

utilisation of this key capability.
Enablers
I also want to cover the vital role played by the oft
unsung but, in reality vital enabling capabilities such
as our air mobility and force protection forces.
The crises in Libya and Mali, coupled with the
unfolding realities of the US rebalancing to the Asia
Pacific, have exposed the delicate state of NATOs
enablers, in particular: air-to-air refuelling assets,
responsive ISR especially wide area and air
command and control capabilities especially
Information Systems. The requirement for European
air forces to provide such enablers is on the rise.
We should be honest about the fact that
Europes air forces were challenged by the
requirements of concurrent operations in
Afghanistan and first Libya and then Mali.
Our own C-17s were involved in assisting the
French military to move supplies and personnel
into Mali; deploying UK personnel to act as military
advisors and helping to train the Malian army;
and to move members of Ghanas Engineering
Company and Nigerian forces to Malis capital with
vehicles and equipment as part of the African-led
international support mission.
And concurrently, we deployed the Sentinel
to support operations in Mali at the request of the
French government to help meet a shortfall in their
wide area surveillance capabilities over the vast and
remote areas of that country. Sentinel enabled the
French to understand insurgent behaviour better
and to optimise the activity of their ground forces
in the inhospitable terrain. Sentinel also crosscued French air assets onto numerous areas of
suspicious activity, including suspected insurgent
encampments and border and river crossing points.

It was only though the dedication and
commitment of our airmen and women, both on the
ground and in the air, that we managed to service
the coalition and bilateral requirements, whilst still
delivering the operational level support to ISAF in
Afghanistan.
A tall order with so few assets, but one which
demonstrates the continuing need for a highly
responsive, modern and capable air force to support
our key allies and partners, whenever and wherever
it is in the national interest to do so.
But, ultimately, it is the people who turn
technology into capability; people who are
experts in their profession with a comprehensive
knowledge of the operational environment, the
science and practical conduct of aerial warfare
and commanders and experienced airmen trained,
educated and knowledgeable in the art of aerial
warfare, such as those in our Joint Force Air
Component Headquarters or the JFAC. Those in
the JFAC HQ make the vital difference, provide the
battle winning command and control; without such
expertise we would be hard pressed to employ the
technology championed by Sir Sydney Camm and
his successors.
Summary
In summary, air power has fundamentally changed
the character of warfare. Indeed, it now serves to
underwrite much of the UKs way of war.
It is air powers inherent strengths of agility,
adaptability, deployability, precision and reach which
enables it to respond wherever and whenever it is
Sir Sydney Camm

Memorial lecture
sponsored by
required. It is not, and should not be, tied to one

single geographically bounded requirement when
its very characteristics fit it for far greater agility and
delivery of multiple effects in both time and space
Air power must enable political decision making
by providing options. It must support the strategic
narrative, be that through a national or international
deterrence posture, the reassurance of allies and
partners, increased vigilance over potential trouble
spots, or potentially coercive intervention through
the application of lethal and non lethal force. The
effects it can achieve, in isolation or as part of a
joint force, are manifest, integratable, scalable and
can be achieved at real value for money.
Future air power technology must seek to
offer options which are relevant and convincing.
Convincing to our adversaries and convincing to the
tax payer.
One way to do this is through the development
of the Combat ISTAR concept and by unlocking the
potential of an appropriate proven mix of manned
and unmanned capabilities. Our current platforms
are the trailblazers but investment in the networks
that support them and their successors is essential
to realise the true potential. If Sir Sydney Camm
were here, I am sure that he would say Amen to
that. Technology offers great opportunities for the
future whether that be on earth or in space. But, it
is for us to encourage and support the engineers,
the technologists and the scientists to exploit
that technology and to continue to give us, the
practitioners of aerial warfare, the tools which we
can add our skills, our knowledge and experience of
the art of warfare to deliver the opportunities for the
politicians to negotiate the peace we all seek.
MoD/Crown Copyright
Could the RAF Sentinel R1 follow the

AWACS model of a pooled NATO asset?
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EUROPES AIR
FORCES WERE
CHALLENGED
BY THE
REQUIREMENTS
OF
CONCURRENT
OPERATIONS IN
AFGHANISTAN
AND FIRST
LIBYA AND
THEN MALI
AUGUST 2013
17
Air ambulance
Fixed-wing operators
Flying for your lives

AirMed is the UKs largest fixed-wing air ambulance operator with a fleet of six
aircraft carrying 600 patients per year. BILL READ reports from Oxford Airport.
hen you hear the words air

ambulance, the first image to
come to mind is usually that
of local charity or emergency
services helicopter. However,
fixed wing aircraft also play a vital role in medical
transport. The largest fixed-wing air ambulance
operator in the UK is AirMed which carries an
average of 600 patients per year.
Based at London Oxford Airport, AirMed
operates a fleet of six aircraft two Learjet 35As
and four Piper Cheyenne turboprops. The turboprops
operate around Europe and Northern Africa while the
Learjets can fly to anywhere in the world, including
recent trips to Goa, Bangkok and Brunei.
Founded 28 years ago, AirMed now has over 40
employees working in flight and ground operations,
maintenance, medical, accounts and marketing. The
majority of its flights are paid for by health and travel
insurance providers but the company also provides
support to the MoD, overseas governments, corporate
clients and charities.
In recent years. AirMed has made considerable
investments into new medical equipment and
personnel on its aircraft to increase its range of
18
medical capabilities, including neonatal, highrisk obstetrics, paediatric and intensive care. The
company has EURAMI Special Care accreditation,
as well as being compliant with all Care Quality
Commission (CQC) regulations.
Patient retrieval
We can be called for both emergency and nonemergency patient retrieval, explains AirMeds
Director of Business Development, Jane Topliss.
Essentially we would be called when the patient
either requires intensive medical input, or is not
suitable, for whatever reason, to go on a commercial
airliner, or where time is of the essence and needs
to be evacuated to a place of safety and/or better
care. Our patients range from premature babies
through to elderly citizens in terms of age and can
be trauma injuries or illnesses or a mixture of both.
When we operated smaller and shorter range
aircraft we were very affected by seasonality, she
continues, but, since we introduced jets, the peaks
and troughs have evened out. We still see some
seasonality, however, though the main differences
seen throughout the year are the destinations and
WE WOULD BE
CALLED WHEN THE
PATIENT EITHER
REQUIRES INTENSIVE
MEDICAL INPUT ...
OR WHERE TIME IS
OF THE ESSENCE
AND NEEDS TO BE
EVACUATED TO A
PLACE OF SAFETY
AND
AND BETTER
BETTER CARE
CARE
Jane
Jane Topliss
Topliss
Director
Director of
of Business
Business
Development,
Development, AirMed
AirMed
Left: One of AirMeds specialist teams

after successfully completing a recent
neonatal mission from Denver, US.
the age ranges/types of injury/illness sustained.

During the ski season we see a considerable
number of our patients having trauma injuries. At
other times we may see a peak in the more elderly
patient having complex needs following strokes,
cardiac arrests or cancer. The summer season can
see more of the younger generation with injuries
sustained during high risk sport activities like
scuba diving, mountain and quad biking, climbing,
parasailing and surfing.
In addition to
operating a
fleet of four
Piper Cheyenne
turboprops
Team effort
During a flight, each patient is accompanied by
highly trained and experienced medical teams. In
an air ambulance the crew doesnt just comprise
of flight crew but also includes the medical crew,
states Topliss. Each has to support the other to
ensure appropriate patient care and safe aircraft
operations. Following a detailed planning process
within the operations and medical departments,
we have a pre-flight briefing with all of the crew
members to highlight any potential issues or factors
which need to be taken into account. Does the flight
need to be flown with a sea level cabin pressure
due to the patient having an air pocket in their brain
cavity? Does a stepped climb need to be carried
out in order for the medical team to assess how the
patients vital signs are reacting to the changes in
cabin altitude? Is turbulence going to be an issue?
Do additional analgesics (pain killers) need to be
given prior to or at a particular point in the flight
due to forecast turbulence, clear air or cloud? If
there is a tech stop scheduled and the weather on
the ground is forecast to be very hot, does an air
conditioning unit need to be requested and brought
to the aircraft during the tech stop? What would the
plan of action be if for any reason there was a need
to divert due to the patient deteriorating to a point
where hospital facilities were needed (for example
if the patient was haemorrhaging and more blood
products were needed)? Where are the most suitable
hospital facilities along the planned route and do they
coincide with a suitable airfield?
We can carry up to two patients at a time, she
adds. However, if there was any risk of a patient
deteriorating during the flight, we wouldnt put
them with a second patient, as the medical team
could not provide optimal care to both of them
simultaneously.
and two Learjet

35As
which can be
fitted with the
latest specialised
medical
equipment,
All pics AirMed
AirMed also
operates an
engineering
department
which can
maintain its own
fleet and offer
third-party MRO
services
@aerosociety
slots says Topliss. Generally ATC is extremely flexible

in their approach to us as they take our status into
account and try and accommodate our needs as much
as possible. This is not just with preferable routing
but also accommodates our request for changes in
flight levels, for example, due to turbulence or due to
the patient needing a lower cabin altitude. There have
been times when we have had to significantly deviate
from our flight plan due to the patients needs and so
instead of flying at the planned flight level of 450 we
have changed to FL250, although this is extremely
rare due to the extensive patient assessment prior to
mission activation.
Other services
In addition to medical evacuation, AirMeds aircraft
can be swiftly reconfigured for non-medical flights,
such as VIP transport or the delivery of an urgent
aircraft on ground (AOG) part. However, such
work is becoming rarer. Over 97% of our work is
air ambulance and so it is now very rare for us to
undertake other charter work, Topliss points out.
Third party MRO

In addition to medical evacuation, AirMeds also
operates an Engineering Department which is Part
145 and EASA Part 145 Part M approved and
offers maintenance, repair and overhaul services
for Cessna and Piper aircraft. Work includes
aircraft maintenance for the Irish Air Corps, MRO
for Cessna C208 Caravans and the first UK
conversion of a Cessna C208 Caravan on to floats
is scheduled for later this year. The department also
offers assistance with surveys, technical record
checks and systems upgrade for anyone wishing to
purchase or sell an aircraft.
The reason we have our own engineering division
is to ensure aircraft availability, explains Topliss. Due
to the nature of our work and the high utilisation of
the aircraft, short turnaround times are extremely
important. Having our in-house team means that
our fleet of aircraft get priority for all scheduled and
non-scheduled maintenance, reconfigurations can be
done immediately, aircraft stretchers and equipment
fittings can be maintained appropriately, interiors can
be designed and modified to suit medical requirements
and cleaning and infection control procedures can be
completed after every flight.
Priority flights
Future
When an AirMed mission is underway, the flight is

entitled to use the STS/HOSP term on its flight
plan to give it priority over non-emergency traffic. In
addition we have approval from the CAA to be AFTM
EXEMPT which means we are exempt from flight
plan restrictions and should not be delayed by ATC
Looking to the future, AirMed is looking at ways of

improving aircraft availability across a wider range
of geographical locations. The company is currently
reducing its number of Cheyenne IIXL turboprops
and will shortly be looking at the possible acquisition
of another larger turboprop or jet.
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AUGUST 2013
19
TRAINING
RAeS/IATA Conference
Awaiting the
pilot shortage
Tsunami
IAN STRACHAN, FRAeS, Flight
Simulation Group reports from the
Second RAeS/IATA training conference which highlighted both progress
in international standards and concerns over future aircrew shortages.
n June, the Society and the International Air

Transport Association (IATA) held a conference
at Hamilton Place on the IATA Training and
Qualification Initiative (ITQI), Improving Training
Provision. In her welcoming remarks, Society
President Jenny Body pointed out that there were
over 120 delegates from no fewer than 25 different
countries, showing the international interest in the
subject and the suitability of the RAeS as a venue.
The opener was Jens Bjarnason, IATA
Operations Director, who pointed out that his
organisation represented some 240 airlines and
about 84% of total air traffic. Although accident
statistics for western-built aircraft were at an
all-time low1, there was room for improvement,
particularly in some parts of the world. Figures were
good for airlines in the IATA Operational Safety
Audit (IOSA) programme but were much poorer for
non-IOSA operators in Africa and the CIS which
includes nine states from Armenia to Uzbekistan
and Russia2. Turning to forecasts of future growth,
figures from Airbus and Boeing indicate that about
1,700 new commercial air transport (CAT) aircraft
will be produced each year between now and
2031. Furthermore, some 23,000 new pilots will be
required each year over the same period, with the
highest growth in the Asia-Pacific region. This will
require a major overhaul of training and 2007 saw
the launch of the IATA Training and Qualification
1. Hull loss rate approaching one per 5 million sectors flown.
2. For IOSA-certified European airlines, about one accident per 2
million sectors flown; but 6 accidents per million sectors for nonIOSA African airlines and over 15 for non-IOSA CIS airlines.
20
1,700
NEW AIRLINERS
BUILT EACH
YEAR BETWEEN
NOW AND 2031
23,000
NEW PILOTS
NEEDED EVERY
YEAR BETWEEN
NOW AND 2031
Initiative (ITQI). Its objectives are to modernise

the training of pilots and maintainers, to seek
regulatory harmonisation, to encourage a flexible
workforce with good qualifications and to improve
the attractiveness of our industry to the young.
ITQI covers the initial selection of cadet pilots, the
various phases of training, then assessment for
final qualification for licences. It is therefore said
to be a Total System Approach and includes Pilot
Aptitude Testing (PAT), the Multi-Crew Pilot License
(MPL), Evidence-Based Training (EBT), Instructor
Qualification (IQ), Flight Simulation Training Devices
(FSTD), and engineering & maintenance training.
IATA manuals giving guidance material and best
practices for these subjects are now available, see
www.iata.org/itqi. So, although the world industry
is generally in good shape, there is still much to do
in some regions and training for the large growth
forecast needs urgently addressing.
Huge future growth

The last point was amplified by Captain John Bent,
Chairman of Training Practices for the International
Pilot Training Consortium (IPTC, see later).
Expanding on the figures given above, he noted
that, in the next two decades, commercial aircraft
fleets are forecast to triple in Asia and double
elsewhere. But, forecasts of increased activity have
proved wrong in the past, due to unforeseen events,
such as the 9/11 attacks, the financial downturn,
bank failures and so forth. However, he suggested
that current projections are more widely accepted

and should be planned for.
Considering the US airline industry, he said that
it was about 34% of global activity, contributing
some $13 trillion to the national economy, 52% to
GDP and 376,000 jobs to the nations workforce.
There were, however, major problems in the future.
For instance, in November 2012, The Wall Street
Journal said that US airlines are facing their most
serious pilot shortage since the 1960s, with
Congress-driven higher experience requirements
(1,500 hours) for new pilot hires just as the
industry braces itself for a wave of retirements. The
FAAs head of flight standards, John Allen, said in
2012 that the projected retirement numbers are
astounding and dramatic and, a more serious
point, we dont have a system to address this
issue. There was a possibility, John Bent said, that
any spare US training capacity, now used by many
airlines in Asia, could be completely absorbed by
this US-only demand. The largest US airline trade
group, Airlines for America, forecasts that 60,000
pilots will be needed by 2025 to replace departures
and cover expansion. A report on pilot supply dated
15 March 2013 has been produced by the US
Aviation Accreditation Board International (AABI)
and the US University Aviation Association (UAA).
This suggested that the likely result of inadequate
staffing could be the reduction of flying in markets
served by regional airlines and this could cause
disruption to the entire airline industry. The report
concluded that urgent efforts to fill the future pilot
shortage should begin now.
China crisis?
Turning now to China, its Civil Aviation
Administration (CAAC) regulates 33 airlines and
forecasts a need for over 18,000 new pilots by the
end of 2015 (less than two years to go!). Because
there is a shortfall in pilot trainees in China, large
numbers must be trained overseas, topped up by
pilots from other countries who can be paid up to
$180k pa to work in China. Looking wider to the

whole Asia-Pacific region, between now and 2030
over 10,000 new pilots are forecast to be needed
each year. John Bent suggested that training
resources in the region would develop but the
downside was that this could take ten years or more
to cope with forecast demand, not only for pilots but
also for maintainers.
Another complicating factor was that airline
piloting careers in many regions are less attractive
than before, due to factors such as fatigue, jet-lag,
shift work, pay, security restrictions and lifestyle
generally. Young digital natives, he suggested, are
unlikely to see a piloting career as attractive as in
the past. Apprenticeship models are needed, such
as the UK Higher Apprenticeship in Professional
Aviation Pilot Practice (HAPAPP), an initiative
of industry and the RAeS (see Apprenticeships
reach new heights p 30). A recent RAeS survey
found that 62% were not satisfied with current
world training standards and 97% saw a benefit
in having international standards for flight crew
training (see later under IPTC). We already have
some tools, he said, and many organisations as well
as IATA are addressing future training, and recent
ICAO documents have been published on the
subject. However, he said that the adoption of ICAO
training guidance by National Aviation Regulatory
Authorities (NAAs) is slow. Also, the opportunity
for NAAs to file differences to ICAO, may often be
based on attachment to legacy ideas. He concluded
that available tools are not being used and that real
action is needed.
On what to train, the classic engine-failure case
is now rare but poor reaction to unexpected events
and mishandled go-arounds are more common. On
the latter, he said that go-arounds rarely occur at
the briefed missed approach height, are often poorly
performed and have led to accidents. Furthermore,
unstable approaches are only about 4% of the
total but 97% are continued to landing, and 10%
result in an abnormal landing, just under 04% of
total landings. For instance, each year some 30
DONT LET US
WAIT UNTIL
THE PILOT
SHORTAGE
TSUNAMI HITS
US
Captain Dieter Harms
CAE Oxford Aviation Academy
Eager flying training students but can the pilot production pipeline keep up with demand?
@aerosociety
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AUGUST 2013
21
TRAINING
RAeS/IATA Conference
IT IS EASIER
TO PRODUCE
AIRCRAFT THAN
PROPERLY
TRAINED PILOTS
over-runs occur, some being severe cases with

fatalities.
Summing up, John Bent asked for clearance for
take-off for safer and harmonised global training
standards. This was a disturbing presentation, the
implications of which need to be taken on board
in many areas of regulation, training providers
and airlines if the huge forecast expansion in
commercial aviation is to be achieved while at the
same time maintaining safety standards.
The Multi-Crew Pilot Licence
CAE
FSTDs at the new

CAE-Emirates
training centre
22
One subject that was mentioned in many

presentations was the Multi-Crew Pilot License
(MPL). This uses less real flying but much more
training in simulators to familiarise the MPL
graduate with the right-hand seat role that he or she
will occupy with the sponsoring airline. Compared
to the traditional CPL syllabus, the MPL contains
considerably more cockpit time and its final
stage includes experience in a Level D Full Flight
Simulator, so that conversion to the right hand seat
of the airlines aircraft will be seamless.
Dieter Harms, the father of the MPL, talked
about improving training through the MPL system.
He saw a change from training being task-based to
being competency-based. Furthermore, the correct
management of threats and even errors in the air
was part of being competent. He had a dream of
a globally harmonised pilot qualification standard.
Up to the end of 2012 there had been about
2,200 MPL students worldwide and about 750 had
graduated and were flying with their sponsoring
airlines. The most growth was in Asia. He wanted
to increase the global implementation of MPL and
concluded by saying: Dont let us wait until the pilot
shortage tsunami hits us.
Brian Haigh of CTC Aviation said that a major

difference in the MPL system was the early
involvement of the airline in the training process
itself, and that a particular challenge was the
training of instructors for the new syllabus.
Captain Bai Honqui of the Civil Aviation Flight
University of China (CAFUC) described their MPL
course. CAFUC has 200 aircraft at five training
bases, 380 instructors and processes 1,200 ab
initio students per year. Airline passenger numbers
in China had increased from about 190m in 2008
to 320m in 2012, a 68% increase over five years,
about 14% per year. Over the same period, pilot
numbers in China had increased from 17,300
to nearly 30,000, a 73% increase or 145% pa.
The CAFUC MPL course had 320 cockpit hours,
starting with 95 flying hours in a Cessna 172 or
equivalent type. The 225 simulator hours are in
three phases, basic, intermediate and advanced.
On graduation the student will have carried out
take-offs and landings in an A320 or Boeing 737
simulator, ideal background for a quick conversion
to the airlines operational type, and quite different to
the traditional CPL.
Captain Burkhard Kruse of Lufthansa said that
his airline had converted from CPL to MPL courses,
and that 20% of MPL students had better grades
on conversion to Lufthansa right-hand seats than
previous CPL graduates. There was also a 15%
reduction in costs. Commenting on the use of
simulators in the MPL syllabus, the right sim for the
right task could be used, from FTD up to FFS at the
end of the course.
ICAO Document 9625

Peter Tharp of the RAeS Flight Simulation Group
(FSG) briefed on the implementation of ICAO
Document 9625 on worldwide simulator criteria.
In documents like this, the term Flight Simulator

Training Device (FSTD) is used instead of
simulator. This term includes lower-level Flight
Training Devices (FTD) up to Full Flight Simulators
(FFS) with big outside-world visuals and full 6-axis
motion. 9625 was drafted by an International
Working Group (IWG) with members from airframe
manufacturers, regulatory authorities, simulator
manufacturers, pilot representatives and so forth,
chaired by a member of the Flight Simulation
Group (FSG) of the Society, monitored by the FSG
Among other things, the 9625 work has reduced
26 previous simulator categories to seven, the
most capable being the new Type 7, equivalent to
a Level D with enhancements in areas such as air
traffic management and motion cueing. The third
edition of ICAO 9625 Volume 1 was published in
July 2009 and has been implemented by some
regulatory authorities but disappointingly is forecast
to be implemented by the US FAA and EASA only
by 2016.
Enhancements to Volume 1 proposed by the
RAeS-led International Committee for Aviation
Training in Enhanced Envelopes (ICATEE) include
modelling and cueing for stall and post-stall flight,
the result of accidents such as Colgan 3407 near
Buffalo and Air France 447 in the Atlantic. It was
pointed out that the RAeS Annual Flight Crew
Training (FTC) conference on 25-26 September
would concentrate on ICATEE matters, with the
title Upset Prevention, Recognition and Recovery
Training. Finally, Volume 2 of ICAO 9625 is for
helicopters, was published in 2011 and, in terms of
implementation, is at an earlier stage compared to
Volume 1 for fixed-wing aeroplanes.
International Pilot Training

Consortium (IPTC)
Peter Barrett of the RAeS briefed on the
International Pilot Training Consortium (IPTC), of
which he is Executive Chairman. This body is a
partnership between ICAO, IATA, IFALPA and the
Society. The four Consortium partners aim to build
on work achieved to date in the commercial air
transport sector, on pilot, instructor and evaluator
training and qualification, further reducing the
accident rate, and ensuring sufficient competent
pilots in the future. IPTC originated during the
Societys 2011 Flight Crew Training Conference
after a meeting between the RAeS President, the
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British Airways
Director of the ICAO Air Navigation Bureau, FAA

Administrator, EASA Rulemaking Director, IATA VP
Operations, and the Chief Executive of the UK CAA.
IPTCs mission statement includes the
development of an international agreement on
common standards and processes for pilot training,
instruction and evaluation, with a view to ICAO
making appropriate provisions in these areas. IPTC
has a Steering Committee and Workstreams for
Regulation, Pilot Competence, Pilot Recruitment,
Training Devices and Training Practices. In the
Regulatory area there will be an MPL Symposium
at ICAO HQ in Montreal on 10-12 December
2013. On flight simulators, IPTC will support the
implementation of ICAO Doc 9625 by National
CAAs, expand mutual recognition of simulator
qualifications, and review ICAO provisions for
simulators. Additional work includes taking forward
the results of the International Committee for
Aviation Training in Extended Envelopes (ICATEE)
which recommended more Upset Prevention
& Recovery Training (UPRT) in both initial and
recurrent pilot training. To register for IPTC email:
conference@aerosociety.com
Conclusions
This important conference illustrated both progress
and uncertainties in the commercial air transport
sector, and there was much more than can be
covered in a short article. Training aids are now of
very high quality and vary from basic Flight Training
Devices to top-level Full Flight Simulators with big
visuals and all-axis motion. This was emphasised
by FSG Chairman Mark Dransfield who said that
simulation technology is no longer an issue and,
with recent progress its all there in new flight
simulators. The Multi-Crew Pilot Licence (MPL)
exploits these simulators and prepares new pilots
for their future environment in the right hand seat
Looking wider, the Society has a key role in the
International Pilot Training Consortium (IPTC) and
recent accidents show the need for more upset
prevention and recovery training, the subject of
the Societys September Flight Crew Training
Conference (see panel on right).
The major problem for the future is the supply
of properly trained pilots and engineers to support
the large expansion that is forecast between now
and 2030. Predictions are for some 1,700 new
aircraft and no fewer than 23,000 new pilots each
year. It is easier to produce aircraft than properly
trained pilots, and this is the world pilot shortage
tsunami referred to earlier, for which at present
there seems to be no satisfactory solution. Spirited
action is required if these huge numbers of pilots
and maintainers are to be properly trained and
commercial aircraft safety maintained while this
expansion takes place.
www.aerosociety.com
RAeS
Conference:
Annual International Flight
Crew Training Conference:
Upset Prevention,
Recognition and Recovery
Training
25-26 September - London
The 2013 Conference at

the Societys Headquarters
in London will examine
and discuss the challenges
of upset prevention and
recovery training. In
addition to other papers
on this theme, the RAeS
International Committee
for Aviation Training in
Extended Flight Envelopes
(ICATEE), which arose from
the highly successful June
2009 conference on this
subject, will report on their
progress.
More details:
+44 (0)20 7670 4345
conference@aerosociety.
com
AUGUST 2013
23
MISSILES
Anglo-French research
Targeting tomorrow
The Anglo-French MCM-ITP research programme is looking at innovative
ways to develop and improve complex weapon technology for next generation
missiles. BILL READ reports from Lille in France on the latest developments.
T
MCM-ITP IS A
UNIQUE MODEL
WHICH HAS
PROVIDED
UNIQUE
GRASS ROOTS
RESEARCH
DEVELOPMENT
Mark Slater
Future Systems Director
MBDA
24
he Materials and Components for

Missiles Innovation and Technology
Partnership (MCM-ITP) is a UK and
French government-sponsored research
programme designed to develop novel,
exploitable technologies for future missiles.
Funded 50% by the French Direction Gnrale
de lArmement (DGA) and the UK Ministry of
Defence (MoD) and 50% by industrial partners,
MCM-ITP has an annual budget of up to 13m. The
programme is open to participation by all UK and
French companies and academic institutions, 49 of
which are participating in current projects and 89 of
which are involved in the overall programme.
Since being launched in 2007, MCM-ITP has
held two previous meetings to review progress at
Lille in 2009 and Manchester in 2010. This year,
around 250 delegates returned to Lille on 22-23
May to review the first five years of the programme.
Research targets
The aim of MCM-ITP is to develop future UK
and French military capabilities at a lower cost by
sharing the research budget. The research projects
are divided into eight different technical domains,
comprising: systems, radio frequency (RF) sensors,
electro-optic (OE) sensors, rocket propulsion, air-
breathing propulsion, warheads, fuzes & self-arming

units (SAUs) and materials & electronics. Led by an
industrial consortium partner, each domain includes
a mix of major UK/French defence companies,
small to medium enterprises (SMEs) and academic
institutions. The research areas vary depending on
the specialisation of each domain but, common aims
are to reduce the costs of missile development,
production and lifecycle, increasing performance.
Projects are looking both at new concepts and ways
to improve existing systems.
During the Lille conference, technical
presentations were given on 32 of the current
projects with others being summarised in poster
format. A selection of current MCM-ITP projects and
participants are listed later in this article.
MCM-ITP is a unique model which has provided
unique grass roots research development, explains
Mark Slater, MBDA Future Systems Director.
Across the eight domains of MCM-ITP you've got
real experts in their field who are looking for new
ideas. It has also been particularly good at setting
up relationships between key defence industry
players, industry and researchers that didn't exist
before. As confidence has grown, MCM has got
better and better and it is starting to produce some
really interesting results which we are beginning to
use in actual projects."
RESEARCH PROJECT EXAMPLE 1
Guidance in Uncertain
Shooting Domains
(GUSD)
Once a long range air-to-air missile has
been launched from an aircraft, to maximise
the chances of a successful engagement,
the shooting pilot needs to maintain a
telemetry link with the missile until it can
lock on to its target. However, maintaining
this link over time may increase the risk
of the attacking aircraft coming under fire
itself. Breaking the telemetry link too early,
so that the attacker can get to safety, may
mean that the missile misses its target.
Currently, military pilots must rely on their
training and judgement regarding the
optimal time to fire and track a missile.
The GUSD project uses algorithms to
intelligently calculate all the likely evasive
manoeuvres taken by the enemy aircraft
and work out a percentage probability of
the missiles likelihood of success. This
information would be displayed on a pilot's
head-up display (HUD) as illustrated on
this page.
MCM-ITP:
ANNUAL BUDGET
MBDA
13M
30%
OF FUNDS GO TO SMES
AND LABORATORIES
90
RESEARCH PROJECTS OVER

FIVE YEARS
40
PROTOTYPES AND
ALGORITHMS TESTED
89
UK AND FRENCH
INDUSTRIAL
PARTNERS, SMES,
RESEARCH
CENTRES AND
ACADEMIA
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AUGUST 2013
25
MISSILES
Anglo-French research
Technology Readiness Levels (TRLs)

1. Basic principles of technology observed
and reported
2. Technology concept and application
formulated
3. Analytical and laboratory studies to
validate concept
4. Components validated in a laboratory
environment
}
MBDA
5. Components demonstrated in a valid

environment
6. System prototype demonstrated in a
relevant environment
7. System prototype in an operational
environment
8. System qualified through test
9. System proven through operational
operations
TRLs
covered by
MCM-ITP
Maturity levels
For a new research idea to progress from a concept
to a working system, it has to progress through nine
technology readiness levels (TRLs), starting from
a basic concept and ending up in a proven system
(see table on left). The function of MCM-ITP is to
take concepts up to TRL 3 and 4, says Mark Slater.
To go beyond that level, you need to look to places
such as the Weapons Science and Technology
Centre (WSTC) run by DSTL which can take such
ideas and develop them into products.
Not all the projects being looked at in MCMITP will progress beyond the research stage.
For a concept to be developed further, it needs
more 'serious money' to be spent on it to develop
working demonstrators and prototypes. In some
cases, the cost of such investment is greater than
any benefits that might be acrued although the
knowledge gained during research may be used
for other projects and may be returned to at a later
date. Among the MCM-ITP projects that have so far
failed to get off the drawing board due to issues of
complexity or cost are work on aerodynamics flow,
multi-domain options for missiles, human-in-the-loop
research and open architecture power management
systems.
Not all the concepts worked but the vast
majority was good research, observes Mark Slater.
MCM-ITP is like a funnel into which you put
concepts and speculative ideas, sift through the
best ones and then home in on the most attractive
product that meets the needs of customers for
future military technology. The key to success for a
project is to marry with a product, reduce costs or
increase performance.
Dual Band Polarmetric

Target Discrimination
A problem currently being faced in
modern warfare is how to differentiate
between military and non-military targets
in a cluttered environment. This research
project uses a dual band polarmetric
infrared camera which can more clearly
identify targets by measuring both
reflected heat and the properties of light
which they reflect. With this camera it
is possible, for example, to see vehicles
partially concealed by trees or railings
in both day and night time conditions
(highlighted in yellow on illustration).
Such equipment could be used as part of
a missile seeker system or in a loitering
UAV.
26
Moving on
When MCM-ITP was first set up by the British
and French governments, it was decided that the
project would run for an initial six years. However,
the project has been such a success that the two
governments have agreed that it should continue
for a further six years at a similar level of funding
and a new agreement (currently being referred to
as MCM-ITP 2) is being drafted prior to launching a
new tranche of research and call for proposals.
Materials for Hypersonic

Structures
FUTURE PROJECT EXAMPLE
Perseus
One of the next generation weapons projects
which could benefit from MCM-ITP research
is MBDAs CVS401 Perseus supersonic
naval and land attack weapon system. Being
developed as one of the companys Concept
Visions projects, Perseus is a 5m-long
ramjet-powered stealth missile capable of
speeds up to Mach 3. In addition to its own
warhead, Perseus also carries two additional
guided effectors which could be used for
dispersed attacks on large warships or
ground-based missile systems.
MBDA
development of new-generation missiles which

could travel at supersonic and hypersonic
speeds. However, one of the problems with
designing missiles to travel at such speeds is that
the skin temperature of the vehicle can rise to over
1,000C which is higher than traditional aluminium structures
can tolerate. Hypersonic airframes need to be manufactured from
expensive and heavy high-temperature tolerant materials, such
as titanium and ceramic matrix composites (CMC). This project is
looking at the potential of a low-cost alternative to CMC materials
called HVN-CMC a carbon fibre reinforced ceramic matrix
which can be formed into complex shapes and can withstand
temperatures up to 1,100C. A test missile nose cone made of
HVN-CMC was on display at the event (inset picture).
MBDA
There has been much interest recently in the
ACADEMIC PARTNER EXAMPLE
University of Birmingham
One of the academic institutions participating in MCM-ITP is the
University of Birmingham which is looking at the possibilities
for future missile component construction offered by advanced
processing of metallic and ceramic materials, including laser metal
deposition (LMD), selective laser melting (SLM), hot isostatic
pressing, friction welding and gel casting of ceramic materials.
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Examples of 3D printed metallic missile components on display

at the University of Birmingham stand.
AUGUST 2013
27
General Aviation
Aviation services provider
Gama 30 years of progress

RICHARD GARDNER
talks to Dave Edwards, MD of
international aviation services
provider Gama Aviation.
G
400
80
30
Personnel
Aircraft
Operating bases
28
ama is a worldwide business aviation

services organisation, founded in
1983, and now employing over 400
personnel, flying 80 aircraft with over
30 operating bases across Europe,
the Americas, the Middle East and Asia. In the
UK, Gama has its headquarters in the impressive
business aviation hangar complex at Farnborough.
These huge, spotlessly clean hangars, provide a
state-of-the-art environment for bizjet operations and
the modern Gama offices reflect a dynamic image
that is at the heart of the companys aspirations for
growth.
While visiting the UK from his HQ in Sharjah,
in the United Arab Emirates, AEROSPACE was
able to talk with Dave Edwards, Managing Director
of Gama Aviation and currently the youngest
Fellow of the Royal Aeronautical Society. He began
his career at the age of 14, cleaning and refuelling
aircraft at weekends before moving, after achieving
his degree in Transport Management, into Executive
Aircraft Handling at Luton and Heathrow Airports.
In 1998, he began his association with Gama
Aviation, in the Operations Department at Fairoaks
Airport in Surrey. Gama was then a five-aircraft
operator, having started off with a Beechcraft
Baron used on air taxi operations. Edwards was
promoted in 2005 to Group General Manager and
helped oversee the growth of the business with
charter certificates in Europe, North America and
the Middle East. For the past two years he has been
responsible for the groups development in the
Middle East and Asia. A year ago, Gama announced

a new Hong Kong operating base offering aircraft
management and charter services throughout Asia.
The recent expansion of services has included
the exclusive provision of executive aircraft, FBO
and maintenance services at Sharjah International
Airport and the establishment of Gama Engineering
Ltd, offering fixed and rotary wing aircraft
operators a comprehensive design, manufacturing,
certification, maintenance, repair, overhaul and
modification service at Fairoaks. The groups most
recent acquisition is Ronaldson Airmotive, fully
EASA Part 145 certified for the provision of engine
and component overhaul services.
According to Edwards, the commercial focus at
Sharjah is good, with excellent crew facilities, hangar
space and executive lounges. The increase in bizjet
aircraft movements at Sharjah in 2012 was 89%.
Edwards said that, while Middle East growth was
steady, the Asian market was potentially a high growth
market but access was difficult at present. Europe
is struggling in difficult circumstances but Gama is
diversifying into management and charter operations,
and maintenance. Over the coming years there will
be a need for more crews and more engineers.
Well always need people with the right skills, he
said. Asked where the staff were coming from
today, he replied: Largely by word of mouth. There
is more variety today, with more diverse jobs and
new destinations being added to operations. Safety
is paramount. The emerging markets still rely on
experienced crews there remains a great shortage.
Left: Gama is headquartered in Sharjah, UAE. Gama.
Last December, Gama announced that it had

added five new aircraft to its Middle East fleet. This
included an additional Embraer Legacy 600 and a
Challenger 604 to its UAE-based charter fleet and,
a Legacy 650, Hawker 800XP and VIP Boeing 737
to its growing regional management fleet. Although
Gama is well established at Sharjah, with an
additional base in Dubai, the fleet growth marks the
companys expansion into Abu Dhabi. Edwards said:
To enter our fourth year of operations in the Middle
East on such a positive note is very rewarding.
The regional market for business aviation remains
positive, if slow, so its pleasing to see that the hard
work and customer service ethic of our entire team
here is gaining significant traction.
In March 2013, the company said that it was
to add a Legacy 600 to be based at the Al Bateen
Executive Airport in Abu Dhabi. This aircraft was
proving popular with regional customers thanks to
its two separate cabin zones that allow for increased
privacy for up to 13 passengers as well as a large
baggage compartment. The aircraft also has an
impressive long-range non-stop capability flying at
575mph, allowing direct flights from Abu Dhabi to
Geneva, Moscow or Bankok.
Safety management
Earlier this year, Gama launched a new Safety
Management Scheme (SMS) initiative. Intended to
pre-empt business aviation regulatory requirements,
Gamas investment in its new SMS initiative is aimed
at further enhancing the levels of both safety and
service delivery. The company currently operates
in some of the worlds most challenging locations
and environments and as Edwards points out:
The SMS initiative makes it as good as it can be.
Pooling knowledge makes a difference. The old
custom of chatting about incidents over a beer in
the bar is not enough we need a more structured
approach bringing operational knowledge together
for everyones benefit. Feedback on how we manage
and look after aircraft, spares and supplies and deal
with customer needs is making sure we are very
safe. We have a series of visual focus reminders
which help to change attitudes and we also use
statistics to highlight certain benefits, he added:
We have a blame-free culture but compare what
was expected and what we have delivered. Monthly
feedback goes into a management newsletter
which is read right through the organisation. After
a flight, all data is fed back and we can use this at
the next training event. This is very useful to spot
where an incident might become a trend and the
analysis is shared widely. One of the first of the
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new SMS initiatives was the launch of the Safety

in Numbers campaign. This highlights ten areas of
safety operational and environmental risk and gives
a largely risk focused approach for the Gama team
to proactively manage and explore opportunities for
improvement.
European expansion
Meanwhile, Gama has also been raising its
European profile. In November 2012 the company
opened a new operating base at Geneva.
Operations commenced with a Gulfstream V and
Learjet 45, joining an existing Learjet 45 based
at Zurich. The new company offices are located
within Geneva Airports Executive Terminal. In the
UK, the Gama group has teamed with the MoD to
support the RAFs fleet of Shadow R1 electronic
surveillance special missions aircraft. These
platforms are based on the airframe of the wellproven Beechcraft King Air 350 and were acquired
under an Urgent Operational Requirement to
provide specialist ISTAR capabilities as a gap-filler
in the operational theatre. The Shadow support
team was awarded the UK MoD, Chief of Defence
Materiel (CDM) Commendation in recognition of
exceptional support beyond normal performance
expectations. As well as providing UK support and
logistics supply, Gama provides service engineering
teams and supply chains to support the aircraft
around the world.
The award was presented by Bernard Gray,
Chief of Defence Materiel and the head of the
MoDs Defence Equipment and Support (DE&S)
organisation. Gamas Support Services Engineering
Director, Paul Bristow, said: Keeping an operational
military registered aircraft within civil oversight
has been no mean feat but has demonstrated
the industrys ability to adapt and come up with
innovative ideas.
Consolidation
Gama Engineering Ltd saw the coming together
of Lees Avionics and the engineering teams
from Mann Aviation Group (Engineering) Ltd last
September, with a focus at Fairoaks on a very
comprehensive facility at the airport where it all
started. Gama Engineering completed its 50th EASA
STC, a milestone for the design office with detailed
design and certification of a Garmin G600EFIS
system into a BN Islander used by the Belgian
Coastguard. The work was carried out on behalf of
ASP Avionics from Belgium.
Underlining the serious progress being achieved
by Gamas onward expansion was the appointment
last year of Sir Ralph Robins, former CEO of RollsRoyce, and one of the aerospace sectors most
respected leaders, as Non-Executive Chairman of
Gama Group. Thirty years on, the future looks bright.
www.aerosociety.com
THE OLD
CUSTOM OF
CHATTING
ABOUT
INCIDENTS
OVER A BEER IN
THE BAR IS NOT
ENOUGH WE
NEED A MORE
STRUCTURED
APPROACH
BRINGING
OPERATIONAL
KNOWLEDGE
TOGETHER FOR
EVERYONES
BENEFIT
Dave Edwards
Managing Director,
Gama Aviation
AUGUST 2013
29
CAREERS
Apprenticeship rennassiance
Apprenticeships
reach new heights
It is a myth that apprenticeships equal greasy hands and

limited horizons. ROSALIND AZOUZI, RAeS Careers and
Education Manager, provides an overview of the modern
aeropace and aviation apprentice scene.
THOSE WHO
PERFORM
BETTER IN THE
RECRUITMENT
PROCESS HAVE
HAD HOBBIES
WHICH LEND
THEMSELVES
TO HAND
SKILLS, SUCH
AS CAR OR BIKE
MAINTENANCE
30
hile, for many, apprenticeships

have been the backbone of
the UK engineering sector it is
only recently that changes in
Government policy, including
increases in university tuition fees and renewed
support for apprenticeship training, have driven both
employers and young people to look at alternative
career pathways. The pendulum appears to be
swinging firmly back in favour of apprenticeships.
Aerospace and aviation employers are also
increasingly offering apprenticeships in other parts
of their business and the recent announcement
of the Higher Apprenticeship in Professional Pilot
Practice takes apprentice training to the skies
and demonstrates the increasingly important role
apprentices will play in the future of the aerospace
industry.
However, are schools aware of the opportunities
on offer and do apprenticeships suffer a reputation
as a low-aspiration career choice among those
who influence young peoples career decisions?
And what is the role of professional bodies in
recognising and supporting apprenticeship providers
and apprentices and promoting apprenticeships to
young people?
Engineering the skills chain

At the top end of the supply chain, BAE Systems
is an example of a UK prime investing heavily in
training. Richard Hamer, Director of Education &
Head of Early Career Programmes, estimates that
BAE Systems investment in education and skills
in 2012 was: 80m which includes the combined
development and salary costs of their apprentices
and graduates. He also says: Presently, the return
on investment between graduate schemes and
apprentice schemes is fairly similar but we are
watching carefully the impact of tuition fees on

graduates, particularly in engineering and science
disciplines. Clearly, long term, if there are insufficient
numbers of quality graduates in the subject areas
we need, then we are likely to invest more in areas
such as Higher Apprenticeships.
Investment in skills and our future workforce
is a core part of our UK business strategy. This
is exemplified by our Group Managing Director,
Nigel Whitehead who is a Skills Commissioner
for UKCES. We have also published our ten-year
Skills 2020 strategy to demonstrate this long-term
commitment.
At Marshall Aerospace and Defence Group,
apprenticeships have underpinned the company
which has run an unbroken apprenticeship
programme since the 1920s. According to Rob
Butler, Manager of AeroAcademy: The scheme
is seen as the jewel in the crown at a company
known both for providing high standards of aircraft
maintenance and aerospace design expertise.
Butler adds: The scheme has the full support of the
Marshall family who recognise what apprenticeships
deliver to the business both now and in the future.
Marshall ADG runs Craft and Design
Apprenticeships with many apprentices going on to
complete an Honours degree and gain Chartered
status. So, says Butler: There is the full career
path available to them. He believes this also helps
reduce attrition levels as many apprentices stay on
with the firm and go into senior management.
Airlines are also an important link in the
engineering skills supply chain. British Airways
Engineering re-introduced its Apprenticeship
programme three years ago and now recruit 100
aircraft engineering apprentices annually as well
as investing a further 70m into their engineering
facilities at Heathrow, which includes A380 and 787
capability. Monarch Aircraft Engineering Limited
Airbus
(MAEL) recruit around 12 apprentices each year

for its aircraft maintenance programme which has
an A Licence built in. Numbers may also increase in
future years as well as the companys successful
Luton and Manchester bases, MAEL is building a
new hangar at Birmingham airport which will create
150 new jobs with the potential for a further 150
and will focus on third party maintenance provision
from UK and overseas airlines.
Quality and quantity of applicants

Despite concerns that apprenticeships have a poor
reputation, aerospace and aviation companies
appear to be inundated with applicants.
For example, Butler says that Marshall ADG
receives around 200 applications each year for its
scheme which has around 16-20 places. Location
can be an issue for Marshall which is based in
Cambridge. Rob says: Cambridge is an expensive
place to rent property and apprentices also need
to drive to work due to hours and poor public
transport.
At MAEL applicant numbers are even higher
with 650 applicants in 2013. Jeff Brewer,
Engineering Training Manager, says they assess
everyone who applies. Brewer does have concerns
about school performance, particularly as he feels
a C grade in GCSE Maths does not mean the
candidates Maths skills are of high enough standard
for their programme, particularly in areas such as
fractions. Monarchs partner college will provide
Functional Skills support for those who require a
better standard of Maths which, Brewer says, often
provides better preparation for the workplace than
GCSE Maths. MAEL work closely with local schools
to promote the scheme but can see a conflict with
schools who have sixth forms, as they want students
to stay on.
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In demand:
200
16-20
applications for
places
(Marshall)
1,000
applications for
45
places
(BAE Systems
MAI)
www.aerosociety.com
Nonetheless, BAE Systems is also attracting

high numbers of applicants. Fraser Kennedy, HR
Manager Employer Ownership & Defence
Partnering, says: We received 1,000 applications
for the 45 advanced engineering apprenticeships
commencing this September for our Military
Aircraft business in Preston. However, Kennedy
believes there is an issue further down the supply
chain. Anecdotal feedback from SMEs is that
they often struggle to attract quality candidates
for apprenticeships and, likewise, they find the
quality of training from some training providers
not to be always fit for purpose. To address the
issue, BAE Systems received funding under the
Employer Ownership of Skills Pilot (EOP) scheme
to begin a Level 3 advanced engineering apprentice
overtraining scheme based in Preston from this
September. We had funding for 50 apprenticeships
but we have had to lower our target based on
demand from local companies, says Kennedy. This
is likely due to a combination of factors, including
the current economic/business conditions; lack
of familiarity with the over-training concept, plus
employers looking for long-term apprentice training
provision, whereas we currently only have funding
for single, pilot phase.
Why did not more SMEs commit to the scheme?
Fraser comments: Taking on an apprentice is a
major, long-term commitment for an SME and under
present economic conditions, some are reluctant to
make that investment. Likewise, there is still some
scepticism with SMEs regarding the quality of some
apprentice training provision. We make a significant
investment in our apprentice scheme that well
exceeds the funding we draw down from the Skills
Funding Agency.
Hand skills
Another issue highlighted by both Butler and
Brewer is the hand skills requirement for both
organisations Advanced Apprenticeship schemes.
Both use practical tests during the selection
process. Butler says: Testing hand skills makes the
recruitment process more complex and expensive
but essential to the role. Engineering capability
is just as important as interest in aircraft. Butler
has noticed a pattern emerging among candidates
whereby those with high academic achievement
have lower manual dexterity. He worries that with
the pressure on schools to achieve higher grades
that young people are spending more time on their
studies to achieve these and less on hobbies which
help develop the practical skills required for the
apprentice scheme. He notes that often, those who
perform better in the recruitment process have had
hobbies which lend themselves to hand skills, such
as car or bike maintenance. Brewer adds: Hand
skills are simply not encouraged in schools, and
AUGUST 2013
31
CAREERS
BAE Systems
Apprenticeship rennassiance
Upskilling the
supply chain
BAE Systems
have also been
over-training
applicants to
place them with
SMEs.
graduates who apply after university are particulary

weak when it comes to hand skills. Our assessment
takes both theory and practical aspects into account
as a combination of both is important to succeed.
Funding
How important is Government apprenticeship
funding to employers? Both Marshall and Monarch
work with partner colleges who draw down
Government funds to contribute to training costs
but, as Brewer notes: Funding is not the main driver
in assessing a candidate, most important is that they
have the right skills.
Butler agrees. We look ahead to our business
needs over the next few years and work with our
local college who can draw down funding but also
look to get best candidate, even if not eligible for
funding due to age, etc. However, Butler believes
Government support is essential to apprenticeship
providers, without which many would not operate
and also for Government to show their commitment
to skills development.
The funding landscape is changing, such as the
UK Commission for Employments EOP programme
which encourages industry leadership. Phase 1
applications were announced in September 2012
and Phase 2 applications will be announced in the
summer of 2013. BAE Systems was successful in
bidding for Phase 1 funding and Fraser says: One
of the advantages of the EOP funding to employers
is that it enables large employers to use their
surplus apprentice training capacity to help support
small companies in their supply chain and wider
sector. We can offer the proven experience we have
built up over many years.
Aircraft regulations
For MRO providers, matching apprenticeship
framework requirements with aircraft regulatory
requirements offers additional challenges. Butler
notes it can be a struggle to match NVQ and City
& Guild requirements with CAA requirements
and believes greater dialogue is needed between
awarding bodies and regulators to better align
modules to encourage people into the industry.
Colleges also have to adapt. Brewer says it
took some time for their partner college to adapt
32
to the aircraft industry approach and the 100%

right or in the bin standards but now have a very
robust programme in place. Brewers concern is of
those applying from university having completed
B Licence modules but without the appropriate
practical experience and sometimes unrealistic
salary expectations. Brewer says: Going to
university can make it harder to work in aircraft
maintenance afterwards and advises those on this
route to address the hand skills requirements and
needs of MRO employers.
Return on investment
Most employers agree that they will contribute
substantially to apprentice training and the
development of new programmes. As Hamer points
out: It is true that the relative return on investment
of apprentice and graduate programmes are fairly
similar but, importantly, apprentice retention is
better than graduate retention. Apprentices are
recruited locally and are more likely to stay with our
businesses.
Generally speaking, apprenticeships are an
excellent way to retain staff. Monarch has also
found that attrition rates among apprentices are
lower, and most stay with the company, meaning
they are less affected by skills gaps later down
the line, such as a lack of B1 Licensed Engineers.
At Marshall, Butler admits that some of their
apprentices are poached by other companies but
notes they usually stay within the aerospace sector
thus retaining skills and this also helps demonstrate
that Marshall are setting high standards which can
lead to more business for the company.
Gender divide
However, Butler highlights that lack of female
apprentices as a persistent problem and is a focus
for Marshalls current marketing campaign. In 2014,
its Insight into Aerospace programme which offers
two one-week sessions for selected young people
to visit all areas of the Marshall business, carry
out engineering exercises and experience many
aspects of working in the industry will include a
girls-only week. That said, Butler says many girls
are not progressing through the selection stages,
usually due to not performing well on tests looking
at three-dimensional ability. This may be due to less
encouragement in activities which develop these
skills at a younger age, and we would like to look at
ways to improve girls performance in these skills.
BAE Systems has also made diversity a
focus of its EOP2 proposal which includes Level
2 intermediate apprenticeship concept for local
schools. This would provide the opportunity for year
10/11 students to come into its facilities for one
day per week to get a hands-on qualification over a
Recognising apprenticeships:
two-year period. Kennedy says: We would also use

this to help address some of our business diversity
and inclusion targets to attract both females and
ethnic minorities into careers in engineering to
reflect the communities we work in.
the Societys role

NAOMI PAGE, Membership Manager, Royal
Aeronautical Society, reports.
Branching out
Airbus
British Airways Engineering and BAE Systems

are also investing into Business Apprenticeships.
BAE Systems has found that attrition levels for
graduates on their commercial programmes are
higher than they would like, saying: The big four
[financial] consultancies can offer more than we
can and we have experienced resource shortages
for commercial and procurement graduates once
they have received their professional accreditation.
Furthermore, the BAE Systems Business
Apprenticeship will also allow the company to
incorporate business-specific experience, such as
exposure to US Government DoD sub-contractors
requirements which would not typically form part of
a usual academic degree.
Finally, apprenticeships have taken flight with
the Higher Apprenticeship in Professional Aviation
Pilot Practice which launched in April 2013,
enabling aspiring pilots to become apprentices
during their flight training and gain a Bachelors
degree, as well as their commercial pilots licence.
Applicants can apply directly to participating flight
training organisations and will be able to access
financial support through the Student Loans
Company, a UK first. It is also envisaged that airlines
will take on pilot trainees who can then earn an
apprentice wage to also help reduce the financial
burden. This marks a step change for pilot training
and, over the coming months, we will report on
those who undertake the programme and similar
projects being envisaged for other parts of aviation.
In 2013, the RAeS has run a number of

initiatives to support apprenticeships. In March
we introduced the new Apprentice Affiliate
grade of membership which is for those on
a recognised full-time Craft Apprenticeship.
Higher apprentices can also become members
by applying for our Student Affiliate grade.
The Society also hosted the first Apprentice
Engagement Forum in May this year. This
event was an opportunity for both apprentices
and employers to hear about apprenticeship
schemes within the sector. The day included
presentations from the Societys President,
Jenny Body OBE, Semta, a specialist economist
from Kings College London, the Engineering
Council and also apprentices from MBDA,
who shared their experiences and how to get
the most out of apprenticeship training. The
Societys newly formed Education and Skills
Committee and the Young Persons Committee
are keen to hold a similar event next year
and develop ways in which the Society can
further support the professional development
of apprentices. This years annual secondary
schools event, the Ballantyne, also compared
apprenticeship with graduate routes into both
sectors and we will also maintain this theme in
the coming years to help inform young people,
parents and teachers about the advantages
both offer.
The Society can also approve Higher
Apprenticeships for Incorporated Engineer
(IEng) status and Craft Apprenticeships for
Engineering Technician (EngTech) status.
Airbus has already taken advantage of the
approval for both schemes. Gary Griffiths,
Head of Apprenticeships for Airbus in the UK,
commented: I am delighted with the agreement
we have reached with RAeS on having our
apprenticeships approved for EngTech and IEng.
The new Apprentice Affiliate now enables us
to use the Society for all our apprentices in the
future. The Society hopes to meet with other
industry leaders to approve their apprenticeship
schemes in the coming months.
GOING TO
UNIVERSITY
CAN MAKE
IT HARDER
TO WORK IN
AIRCRAFT
MAINTENANCE
AFTERWARDS
Jeff Brewer
Engineering Training
Manager,
Monarch Aircraft
Engineering Limited
Airbus apprentices can now obtain

professional registration via the Royal
Aeronautical Society.
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www.aerosociety.com
AUGUST 2013
33
SHOW REPORT
Paris Air Show 2013
Age of extremes
E
Smile, youre
on camera
EADS Astrium
During the show, EADS

Astrium published a satellite
image of the Le Bourget site
taken from the Pliades 1A
and 1B very-high resolution
Earth-observation satellites.
34
xtremes of dark clouds, torrential rain

followed by blazing sunshine during the
week at Le Bourget were perhaps a
metaphor for the increasing disconnect
between booming civil and and stagnant
military aerospace sectors.
The week of trade at the 50th Le Bourget saw
some $150bn worth of deals signed, representing
1,250 aircraft the vast bulk of these civil airliners.
Both major OEMs in the form of Airbus and Boeing
secured billions of dollars in orders adding to
their already bulging backlog and indicating that the
global economy is moving back into better times.
(see Order Summary page 40).
This brings new challenges in itself. The strain
on the supply chain is one, with SMEs concerned
over the big twos plans for production ramp-ups. The
second is that, for Airbus and Boeing, it is notable
that, with the flight of the A350 in June, we may
have to wait perhaps a decade for any all-new clean
sheet designs from these manufacturers, rather
than derivatives. This has implications for companies
searching for large scale programmes to adopt
innovative new technology. A bulge in civil aircraft
development with 787, A350, 737MAX, A320neo,
CSeries and MRJ all appearing roughly at the same
time means that there is likely to be a significant
gap before we see radical new airliner designs. Next
generation single-aisle and BWB airliners have now
moved further into the future.The air show, too, was

validation for Boeing and its Dreamliner after the
earlier 787 grounding this year. Existing customers
have kept the faith, and Boeing secured orders for
the 787-10 which was launched at the show.
However, one company underperforming at
Paris was Bombardier, despite racking up some
$14bn in other orders. With its CSeries airliner on
the verge of first flight, the programme could have
done with a much needed boost at the show with
some significant sales announcements. Instead,
it was rival Embraer who stole the regional jet
limelight with its re-engined E2 announcement.
This years Le Bourget was also noteworthy
for the effects of US sequestration (the nonattendance of US military aircraft usually a major
presence and a valuable sales tool for US defence
companies). The return of the Russians in the
form of the Su-35 and Ka-52 was welcome but
this does not disguise the fact that defence is now
significantly reduced and becoming a smaller part of
the show. Defence companies are having to adapt
and position themselves to take advantage of any
revenues in growth markets like cyber, security and
UAVs. Doing more with less, support services and
retrofit projects rather than big new programmes
are the focus.
This is perhaps best illustrated in the scramble
of activity among European companies to gain a
Boeing
While civil aerospace continues to soar

ever higher, the defence sector remains
overshadowed by dark clouds.
TIM ROBINSON and BILL READ report
on the highlights from the 50th Le Bourget
Paris Air Show, held on 17-23 June.
Airbus
foothold, however small, on any future European

MALE UAS programme. Meanwhile, the competition
for defence contracts in the Middle East/AsiaPacific is set to intensify, as US companies focus
agressively on boosting their international revenues.
from lessor Doric Lease Corporation for 20 A380s.

Airbus note that the A380 entered service a year
before the global financial meltdown, so was this
big order a bellweather for the recovering global
economy?
A tale of two M&A sectors
Europes Game of drones
A sign of the contrast between commercial

aerospace activity and the stagnant defence field
was provided by merger and acquisition specialist,
Michael Richter, Managing Director of Lazards
Aerospace and Defense Investment Banking arm
which has been involved in a flurry of recent M&A
deals, However, while the intense M&A activity
in civil aerostructures was leading to companies
aiming to clean-up the supply chain to meet
increasing demand from civil OEMs, the defence
side was bleak. Richter said that, due to the effects
of US budget sequestration, there was complete
cessation in M&A deals that could and should take
place. The US defence uncertainty had completely
eliminated buyers and sellers getting together on
prices and the value of a business.
This year saw the Le Bourget debut (albeit inside

a protective dome) of the French-led Neuron
UCAV demonstrator fresh from its first flight in
December. (see Year of the UCAV, AEROSPACE,
June 2013). Inside, Dassault displayed a notional
joint French-UK UCAV model which showed
the close alignment between Paris and London on
military matters, following the Lancaster Treaty in
2010. Anglo-French defence co-operation was also
highlighted at the show by a Thales Watchkeeper
UAV sporting French roundels.
Yet all is not so simple. With Germanys
EuroHawk axed and the BAE/Dassault Telemos
MALE UAV in limbo, the hunt is on again for a
European MALE or collaborative project which
national aerospace companies can co-operate
on. On Sunday, Italys Alenia Aermacchi, EADS
Cassadian and Dassault issued a joint declaration
calling for a European MALE programme.
Conspiciuously missing from this line-up was the
UKs BAE Systems.
The European game of drones is set to enter a
new phase of manoeuvring and political jockeying
as European aerospace companies fight to get
on to one of the few remaining combat aircraft
programmes in the future.
A380 sales drought over?

Only a couple of weeks earlier, there were glum
faces at Airbus in Toulouse as the worlds press
asked pointed questions over sluggish recent
sales of the A380. Were superjumbo sales being
cannibalised by the big widebodies such as the
777 and the A350? At the show the answer was
a resounding no, with an order worth some $8bn
The air show also saw the long-speculated launch of the -10 variant of the Boeing 787 Dreamliner with
Boeing having already gained launch approval for the type earlier this year. For this there was not just one
launch customer but five (three airlines and two lessors), buying 102-aircraft in a deal worth nearly $30bn
at list prices. The 102-aircraft orders comprises Air Lease Corporation (ALC) (30 a/c) (British Airways
(12), GECAS (10), Singapore Airlines (30) and United Airlines (20). The deal is a boost for market interest
in the 787-10 model which will feature a 7,000nm range and 330 passengers, as well a vindication of the
Dreamliner following its recent grounding. First deliveries will be in 2018.
787-10 launched with $30bn 102-aircraft orders
Not-so surprise
visitor
It was a topic on everyones
lips in the run up to the
show would Airbus bring
its new A350 widebody to
Le Bourget, just days after
its first flight? Though Airbus
played down expectations, the
presence of French President
Franois Hollande on the
Friday was no coincidence
and visitors were rewarded
with a flyby of Europes new
composite airliner.
PARIS IN
BRIEF
Thales unveiled a futuristic
new design for the
aircraft cockpit of the
future. Named Avionics
2020, the design is what
the company describes
as a natural evolution
of its ODICIS cockpit
demonstrator. Thales say
that the system could be
flight ready within seven
years.
Airbus formally handed
over the first A320 to Air
New Zealand fitted with
fuel-saving sharklets on
the wingtips. Air New
Zealand was the launch
customer for the sharkletequipped A320 and has a
total of ten on order.
MBDAs latest annual
Concept Visions project
showcased a future
weapons system designed
to take over the function
of artillery and replace
it with a one shot, one
kill guidable accurate
weapon. The CVS302
Hoplite consists of two
complementary supersonic
missiles.
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AUGUST 2013
35
SHOW REPORT
Paris Air Show 2013
The 787 back in the air

A welcome sight for Boeing (and its airline
customers) is that not one but two 787 Dreamliners
appeared at the show with a colourful example
from Air India alongside a Dreamliner from Qatar
Airways. Repeating the precedent from last years
Farnborough, the 787 took part in the daily flying
display.
Undoubtedly for many visitors

the display highlight was the
ultra manoeuvrable Su-30S
Flanker-E. The latest variant
of the Su-27 family, the
3D-thrust vectoring fighter
demonstrated its jawdropping agility.
Rostec subsidiary, Ural

Works on Civil Aviation
(UWCA), has signed an
agreement with Diamond
Aircraft in Austria to work
on the joint production and
design of a new series
of light utility aircraft in
Russia.
CFM announced that
orders for its LEAP-1B
engine fitted to Boeings
re-engined 737 MAX have
now exceeded $35bn. With
the final configuration of
the engine now set, the
engine programme has
moved into the detailed
design phase with
certification scheduled for
2016.
Qatar Airways announced
a firm order for two
additional Boeing
777-300ERs, plus
commitments for a further
seven. The aircraft will be
powered by GE90-115B
engines.
On Tuesday a deal was
signed between the
Eurofighter consortium and
NETMA for the integration
of MBDAs Meteor missile,
with first flights in 2017.
36
New Eurofighter boss stresses the

three Cs
Customers, Competitiveness and Capabilities
was the message from incoming Eurofighter chief
Alberto Gutirrez of his biggest priorities for the
pan-European fighter programme. Only 12 days
into his new role, he was thrown to the (press) pack
to be quizzed on export orders, reducing costs and
unlocking the full capabilities of Typhoon. Though
he was unable to give figures on how much the
Eurofighter consortium was aiming to reduce costs
by, the approach is not only to reduce operating
costs for existing Typhoon operators as the platform
matures but to drive down expense in streamlining
the development process. Gutirrez said he forsees a
market for 1,000 combat aircraft in the next decade
with Eurofighter aiming to secure 25% of these
sales.
Bombardier confirms CSeries

customer
Another order confirmed on the Monday was for ten
Bombarder CSeries CS100 regional jets from UK
start up operator Odyssey Airlines an order first
placed in 2011.
At a Russian Helicopters briefing, Kamov gave an

insight into its two-seat Ka-52 Alligator attack
helicopter which made its Paris debut. A development
of the Ka-50 single-seat Black Shark co-axial
helicopter, the Ka-52 adds a second crewmember
in side-by-side seating, plus advanced sensors and
a radar. A naval variant will also enter service aboard
the Russian Navys new Mistral assault ships on order
from France although weapons for this variant are
unspecified at the moment.
Russian Helicopters is now aiming the Ka-52
squarely at the international market. As a sign
of the times, this Russian military helicopter has
foreign content in the form of Sagem and German
components. Russian Helicopters says they are
also willing to incorporate other French or European
systems or equipment, should customers request it.
Pilatus PC-24 mock-up

Hidden away on the Pilatus static display was a
cabin mock-up of the Swiss manufacturers new
PC-24 business jet. Claimed to be in a business jet
class of its own, Pilatus says that the new aircraft
will combine the versatility of a turboprop (operating
from runways as short as 2,690ft) with the cabin
size of a medium light jet and the performance of a
light jet. One of the unique features of the PC-24
is a large cargo compartment in the rear fuselage
linked to the main cabin which is accessed through
a large (13m x 125m) cargo door. This would
enable the aircraft to carry a standard cargo pallet
or to load stretchers if it were used for medevac
operations. The PC-24 is powered by two Williams
Embraer launches re-engined EJet

At the show, Brazils Embraer finally launched new versions of its popular EJet series of regional jets
with the EJet E2, featuring new wings, new cabin interior and new engines. The E2 will be available
in three versions, the E175 E2, E190 E2 and E195 E2, scheduled to enter service in 2018, 2020
and 2019, respectively. Embraer then gave details of its first orders, consisting of a total of 350 firm
orders, purchase rights, options and letters of intent from seven customers. Five of the customers
were not named but US regional carrier SkyWest has ordered 100 with 100 options and ILFC has
signed a letter of intent for 25 E190 E2s and 25 E195 E2s plus an additional 25 options for each
aircraft.
Embraer
Fantastic
Flanker amazes
Ka-52 Alligator gets its jaws into

exports
New SuperMALE UAV

Hammerhead
surfaces
Unveiled at the show was the P.1HH Hammerhead UAV a joint venture between Piaggio Aero and
Selex ES. The UAV uses a modified Piaggio P.180 turboprop business aircraft as a base, with autonomous
systems and sensors from Selex ES to create what Piaggio term a Super-MALE UAV. The Hammerhead,
says the company, is twin-engined, based on already civil certificated design, can cruise at 45,000ft and has
a speed range of between 135kt and 395kt faster than other MALE UAVs. The demonstrator has already
undergone low-speed taxiing trials in Italy and won the support of the Italian Air Force in developing this
concept.
AgustaWestland
announced a series of new
orders, including three
AW169s, five AW139s and
two AW189s for Lease
Corp International, 15
AW169s, AW139s and
AW189s (five of each) for
Zenisun Investment Group
in China and two AW139s
for Brazilian offshore
transportation company
OHI Group.
(including engines) was dropping. In 2020 the US

Government estimates that a F-35 will cost some
$85m each or less than half of the 2009 initial
examples cost. Adjusted to todays dollars the 2020
price would be $75m each.
However, OBryan was frank in admitting that
challenges still persist especially in the software.
The F-35 computer software has around 86m lines
of code (in comparison an F-22 has around 2m).
While 88% of the code is now flying, the remaining
12% is the most difficult part, explained OBryan,
as it integrates existing simpler functions and
capabilties together into a whole.
Iron Maiden singer Bruce

Dickinson made a personal
appearance at the show
on Monday to announce
that his Welsh aircraft
maintenance and flight
training company, Cardiff
Aviation, has received
5m of inward investment
16m from Welsh
government run Finance
Wales and the remainder
from private investors.
Biofuels get serious
ATR received a $21bn

deal for up to 90 ATR-600
turboprops for Danish
leasing company Nordic
Aviation Capital. The order
breaks down into 35 firm
orders, divided into 30 ATR
72-600s and five ATR
42-600s
WJ44-4A engines and the cockpit is fitted with the

Honeywell Ace avionics system specially developed
for the aircraft. First flight is scheduled for the end
of 2014 followed by type certification in early 2017.
Astrium looks to clean-up orbital

debris
A presentation from European space company
Astrium provided an update of several programmes
that the company is currently engaged on. As well
as looking at ways to evolve the technology from
the Automated Transfer Vehicle (ATV) programme
for future space missions and designing the Ariane
6 successor to the Ariane 5 launcher, Astrium
is also working with the French space agency
CNES to look at ways to locate and remove
non-co-operative space debris from Earth orbit.
Together with Swedish company ECAPS, Astrium
is also developing a new green sustainable space
propulsion system. Company CEO Alain Charmeau
also revealed that the company is still working on
the EADS suborbital tourist SpacePlane project
and is investing in necessary technology and
propulsion while looking for financial partners.
F-35 cautiously optimistic at the

tipping point
Were not declaring victory just yet, said Lockheed
Martins VP Steve OBryan of the new cautiously
optimistic (as described by Pentagon procurement
chief) outlook that infuses the F-35 Joint Strike
Fighter project. However, it was clear in a
presentation to the aviation media at Le Bourget
that things were now starting to go in the troubled
fighters direction the positive news, said OBryan,
meant the programme was at a tipping point. With
65 F-35s now flying, flight testing is ramping up
quickly, with 50% of all flight tests done in the past
12 months. In addition, both the US Government
and the GAO had confirmed that concurrency was
finally starting to pay off and the flyaway cost
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Two years ago in Paris saw biofuels go high-profile

with transatlantic demo flights from both Boeing and
Honeywell. Does that mean that interest in aviation
alternative fuels has evaporated? Quite the opposite
said stakeholders at a dedicated Alternative Aviation
Fuels pavilion in the Halls. In fact, they argued that,
with over 1,500 flights undertaken, the status of
alternative fuels for aviation is well past demo flight
and now into productionising the fuels and scaling
it up. Paul Steele from ATAG (Air Transport Action
Group) also notes that alternate fuels are now
closing the gap with regular jet fuel in cost terms making the economic case increasingly solid.
Big evidence of this is in United Airlines recent
tie-up with Los Angeles (LAX) airport where the
airline will begin biofuel flights next year from that
hub.
3D spare parts on demand
Diamond-wing
Spacejet
Spotted on the outside
displays was an innovative
diamond joined-wing personal
aircraft design the AOK
Spacejet. The 4m wingspan,
single-seat Spacejet is billed
as the most compact twinengined jet in the world.
Jeff DeGrange, VP of Direct Digital Manufacturing

for US 3D printing specialists Stratasys, showed
off a model of a 3D printed tactical UAV airframe.
One potential application of the new technology, he
said, is that armed forces could use a 3D printer in
forward locations to print new components for UAVs
on demand.
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AUGUST 2013
37
SHOW REPORT
Paris Air Show 2013
Eurocopter has begun

work on constructing a
new manufacturing and
research site at Le Bourget
which will consolidate work
previously carried out at
other locations.
Bombardier is considering
setting up a new European
maintenance facility for its
CSeries regional airliner.
No site has yet been
finalised but the company
expects to make a decision
before the end of the year.
Following a technical
evaluation of its future
needs, UK low-cost
operator easyJet
announced its intention
to order 100 Airbus
180-seat A320neos and
35 A320ceos fitted with
sharklets. The order is
subject to shareholder
approval.
Raytheon celebrated the
the delivery of the 5,000th
AIM-9X Sidewinder.
The Block II AIM-9X is
attracting attention on the
export market, not only for
its air-to-air function but
also because its sensitive
seeker has a capability to
lock-on and attack ground
targets too.
38
Getting a grip on green

taxiing
Honeywell and Safran announced that the two
companies have completed the first major lowspeed taxiing and manoeuvres phase of their
electric green taxiing system (EGTS). During the
air show, they gave a public demonstration of
the system on an Airbus A320. EGTS utilises the
aircrafts auxiliary power unit (APU) to power the
main landing gear, enabling an aircraft to perform its own pushbacks and taxiing to the runway without the
need for cargo tugs. The system is claimed to be able to reduce fuel burn per flight by up to 4%, as well as
reduce CO2 and NOx emissions and noise at airports.
BAE locks on F-16 upgrades

BAE Systems, having been selected by South
Korea to upgrade its 134 KF-16s, is now targeting
the worldwide Viper operator market. The need for
upgrades is being driven by affordability says BAE,
with its aim to fill the generation gap between
a legacy F-16 and a fifth generation fighter by
upgrading its mission computers and avionics. BAE,
of course, is not the original OEM for the F-16
but says that in the past, its companies have been
responsible for 40% of the F-16s avionics. It has
already upgraded US ANG and is updating Turkish
F-16s. While around 1,000 F-16s are the most
eligible for a fifth generation avionics makeover, BAE
does not discount early A or B models too, which
could be given an update better than the MLU.
While BAE awaits the decision on South Koreas
deal to conclude, other F-16 opportunities may arise
with Singapore and Indonesia. The company also
does not rule out other legacy fighters being given
this treatment, such as the F/A-18 Hornet.
Finmeccanica restructures and

blasts Russian Superjet partners
At a press conference at troubled Italian group
Finmeccanica, CEO Alessandro Pansa outlined the
restructuring steps being undertaken to restore
the groups battered reputation, deliver business
efficiencies and target international markets. Pansa
revealed the group was focusing on governance,
with internal audits and shorter reporting lines. In
conjunction, the group is also working to restore its
international reputation, reaffirming the brand and
its global presence. Rationalisation is also a key goal
of the restructuring to boost business efficiency.
However, Pansa had harsh words too for
Russian partners of the Sukhoi Superjet and
called for a thorough restructuring of that project.
It had been a very difficult and very expensive
partnership, he said, and was significantly
unsatisfactory.
Rockwell Collins focus on helicopter

safety
Rockwell Collins used the show to launch a new
range of products aimed at increasing the safety of
rotary-wing operations by enhancing the situational
awareness of pilots. Named HeliSure, the first two
products are Helicopter Synthetic Vision System
(H-SVS) and Helicopter Terrain Awareness and
Warning System (H-TAWS) which provide 3D
visualisation of complex airspace.
Meanwhile, the companys latest Pro Line
Fusion flightdeck now has around 100 systems
flying, according to SVP, International and Service
Solutions, Colin Mahoney. The secret of Fusions
success, says Mahoney, is its open system
architecture which is highly scalable and equips
the Bombardier Global 5000, 6000 and Gulfstream
G280. It also is set to appear on the AW609 tiltrotor
and Embraers KC-390 military transport.
Raytheon to Pentagon give our

JSOW-ER a shot
Well be pushing back on this, said Harry
Schulte VP Air Weapon Systems, Raytheon, of
the Pentagons decision to skip any procurement
competition and hand the upcoming LRASM (Long
Range Anti-Ship Missile) to Lockheed Martin.
Briefing reporters on the companys range of guided
munitions, Schulte pointed out that Raytheons
extended range, powered variant of the air-launched
JSOW glide bomb, should be in contention.
Raytheon is privately funding the JSOW-ER and
argues that its solution would be a third or fourth of
the cost of LMs LRASM, which is being developed
from the JASSM-ER.
Public perceptions of civil UAS

Can the aerospace industry and stakeholders work
together to counter negative perceptions of UAVs
(or drones) and unlock a huge civil market? US
Bell Helicopters
Thkan Buskhe, CEO of

Swedish company Saab,
revealed the company is
considering an optionally
piloted version of the
Gripen which could be
flown as a manned fighter
or as a UCAV.
industry group Aerospace Industries Association

(AIA) believes so. It had commissioned a landmark
study by the Christian Science Monitor to poll the
public about their attitudes to civil uses of UAS. As
might be expected, there were obvious concerns,
with privacy being number one (60%), followed by
safety number two (57%).
However, there were surprises in particular
that, despite the poll being carried out at the height
of the NSA surveillance scandal in mid-June,
54% supported or strongly supported increased
non-military uses of UAS, if their concerns were
addressed. Those outside the US, interestingly,
were even more supportive of non-military UAS
applications.
construction and operation of a fleet of 24 heliumfilled rigid airships fitted with 6712191m
internal cargo compartments which would be
deployed around the world to carry oversize or heavy
cargoes, including multiple ISO freight containers,
point-to-point to remote areas of land, or on sea for
mining, power and energy companies. The airships
would be fitted with a control of static heaviness
(COSH) system which would enable the airships to
change altitude without the need for venting gas or
jettisoning ballast. The airships would be operated
by a single pilot who would also act as load master
and also would require no ground infrastructure.
Biggest small aerospace company
In a press conference for United Aircraft

Corporation (UAC), President Mikhail Pogosyan
announced that the Russian conglomerate currently
had 25bn worth of orders for over 740 aircraft,
one third of which were for civil designs. UAC is
investing in new composite aircraft production
facilities at its Sukhoi Superjet 100 and MC-21
aircraft programmes in plants in Ulyanovsk and
Kazan. The first of an order for 20 Superjet 100s
has been delivered to Mexican carrier Interjet.
Growing at 25-35%, the UKs Midlands-based

Sigma Components which supplies precision
engineered components to the industry, is aiming to
be the biggest and best small aerospace company,
according to MD Mark Johnson. Established in
2004, the company has tapped into a niche by
providing high-quality components at the lower
tiers of the supply chain, close to the OEMs new
facilities in emerging markets. Johnson explained
that Sigma started off by asking how do we make
parts cheaper in China, but has evolved to how do
we develop on a regional basis, where most of the
OEMs are wanting you to make locally. Next on the
companys plans is an acquisition of a US factory.
Is lighter-than-air back?
Among the exhibitors at the show was Aeroscraft,
a US company with an ambitious vision to
revolutionise the role of the cargo airship. The
company is the brainchild of company President
and CEO Igor Pasternak who is planning the
UACs military/civil balance shifting
Countdown to MRJ first flight

Company President Teruaki Kawai, together
with Marketing Director Yugo Fukuhara gave an
update on how the Mitsubishi Regional Jet (MRJ)
programme is progressing. The first test aircraft
is now under construction and is expected to fly
before the end of the year. A further six aircraft (four
flight test and two static test) aircraft are then to
be built with the first delivery of the MRJ scheduled
for 2015. Mitsubishi currently has 165 orders for
the MRJ plus 160 options from ANA, Skywest and
Trans States Holdings.
Bell reveals
single-engine
JetRanger
successor
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In perhaps the best

kept surprise news
at Le Bourget, Bell
Helicopters revealed
it is to develop a
successor to its
iconic JetRanger
single-engine turbine
helicopter. The new
(as yet not properly
named) civil five-seat
short light single (SLS)
engine helicopter
will be powered by a
Turbomeca Arrius 2
engine.
Careers plane
inspires
One eye-catching exhibit at
the show was The Careers
Plane. Constructed in the
shape of an aircraft fuselage
and wings, the exhibit
consisted of a series of
workstations manned by
employees from different
sectors of the aerospace
industry who explained their
jobs and demonstrated their
skills to visitors. The aim
of the Careers Plane was
to encourage more young
people to consider careers in
aerospace.
VistaJet increased its total

orders for Bombardier
business jets with an order
for 20 Challenger 350s
plus 20 options.
EADS and Rolls-Royce
revealed details of
E-Thrust, a new hybrid
power system to reduce
CO2 emissions by powering
aircraft with six electricallydriven fans mounted on
the wing powered by a gas
turbine.
Aircraft lessor ILFC
signed a firm contract
for 50 additional Airbus
A320neos.
Thales new RBE2 AESA
radar is set for delivery to
the first front-line French
AF Rafale squadrons.
Enstrom Helicopters is
set to develop a new twoseat piston single-engine
helicopter for the training
market.
Boeing announced that
the entry into service (EIS)
date for the 737 MAX is
to be brought forward by
three months from Q4 in
2017 to Q3.
AUGUST 2013
39
SHOW REPORT
Paris Air Show 2013
Paris total aircraft orders

$687bn
$66bn
orders & commitments for
firm and provisional orders for

A380
Airbus aircraft
Boeing aircraft
787
A320
A350
orders
466
442
A330
777
35
30
A320(1)
A320
20
A321
(firming-up of order placed in March)
Spirit
(also converted 10 A320s to A321s)
EasyJet
HKAC
HKAC
ILFC
Lufthansa
Lufthansa
100
40
20
50
35
35
A320neo(1)
A320neo(3)
A321neo(3)
A320neo(1)
A320neo
A321neo
3
6
25
30
A320neo(3)
A330-300(2)
A350-900(1)
A350-900
4
10
A350-900(2)
A350-1000
(firming-up of order placed in March)
Syphax Airlines
Sri Lankan
Air France-KLM
Singapore Airlines
(plus 20 options convertible to A350-1000s)
Sri Lankan
United Airlines
orders
737MAX
A320neo
EasyJet
Lufthansa
737
747
Oman Air
Ryanair
Unidentified
CIT Aerospace
Travel Service
TUI Travel
Skymark Airlines
Unidentified
Korean Air
Korean Air
Qatar Airways
Qatar Airways
Air Lease Corp
GECAS
Air Lease Corp
IAG/British Airways
Singapore Airlines
5
175
20
30
3
60
4
20
5
6
2
7
3
10
30
12
30
737-900ER(1)
737-800(1)
737(2)
737 MAX8(1)
737 MAX8(2)
737 MAX(2)
737 MAX(2)
737 MAX(1)
747-8(2)
777-300ER(2)
777-300ER(1)
777-300ER(2)
787-9(2)
787-10(2)
787-10(2)
787-10(2)
787-10(1)
(also upgraded its previous order for 25 A350-900s to larger A350-1000s)
Doric Lease Corp
20
A380(3)
orders
orders
Skywest
100 175-E2s(1)
(plus 100 options)
ILFC
ILFC
25 E190-E2s
25 E195-E2s
(plus options for 25 E190-E2s and 25 E195-E2s)
Five undisclosed
65 EJet-2s
Nordic Aviation Capital

Nordic Aviation Capital
5
30
42-600
72-600
HGI Aircraft Division/Passaredo 10
72-600
(plus 55 options)
(plus 10 options)
Air Lease Corporation

LIAT
Undisclosed
5
2
25
72-600
42-600
72-600
72-600
(plus 25 options)
Undisclosed
40
1. Firm order 2. Commitment 3. MoU

Afterburner
www.aerosociety.com
Diary
16-17 September
Unmanned Aviation:
Challenges for Growth
RAeS Unmanned Air Systems
Group Conference
NASAs Ikhana unmanned

science demonstration
aircraft, a civil variant of
General Atomics Predator
B, lifts off from Grey Butte
airfield in California. NASA.
42 Message from RAeS

- President
It was a great privilege for me to present the
Churchill Medal to Capt Pip Lines of REME
awarded for outstanding achievements in
engineering and technical advancement in support
of military operations.
44 Book Reviews
54 Corporate Partners
Les Avions Tipsy Airplanes, British Private Aircraft

and The Piston Engine Revolution.
Three new members join the Societys Corporate

Partner Scheme.
47 Library Additions
55 NATS Swanwick
Books submitted to the National Aerospace Library.
48 Obituaries
- Chief Executive
Professor John Stollery and Bill Gunston.
The Society organised two international events in

June demonstrating its standing on a global platform.
Boscombe Down Branch visit.
56 Elections
New Society members elected in the past month.
52 Diary
Find out when and where around the world the
latest aeronautical and aerospace lectures and
events are happening.
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AUGUST 2013
41
Afterburner
Message from RAeS

OUR PRESIDENT
Jenny Body
Last night I attended the annual Professional

Engineering Institutions (PEI) Defence Lecture this
year hosted by the Society and given by Cdre R
Thompson OBE CEng MRAeS and Gp Capt Willy
Hackett MBE on Lightning II A next generation
capability. We welcomed Philip Dunne MP, Minister
for Defence Equipment, Support and Technology,
representatives of all the armed forces and the
main PEIs together with Society members to No.4
Hamilton Place. It brought home to me just what a
fantastic resource we have for lectures, meetings,
debates and networking. It was also a great privilege
for me to present the Churchill Medal to Capt
Pip Lines of REME awarded for outstanding
achievements in engineering and technical
advancement in support of military operations.
My first Council meeting took place on 10 June.
As Trustee business is now being handled by the
Board of Trustees, we were able to have a healthy
debate on the membership offering and what it
means to different groups. This will contribute to the
Strategy Review 2013-2017. During Septembers
Council meeting we will be discussing technology,

knowledge and learned output.
That evening, ACM Sir Stephen Dalton RAF,
gave the Sir Sydney Camm Lecture with specific
reference to Remotely Piloted Air Systems (RPAS)
reminding us that defence remains a human
endeavour with people, pilots and engineers,
at its heart. We must embrace and control new
technology and tackle the legal and ethical issues
(see The 21st Century Character of Air Power, p 12).
Finally I was delighted to attend the Paris Air
Show, albeit briefly, and despite attempts by the
train systems and weather to sabotage my journey.
I was thrilled to see the A400M in French Air Force
colours flypast and the British Airways A380 make
a stunning display. I met with the President and
other officers of 3AF, the Association Aeronautique
Astronautique de France. Having reviewed the
results of our 2012 membership survey they
were very impressed by our Branch activities. We
discussed opportunities for collaboration on future
conferences and publications.
RAeS GOLF DAY
Left: Fred Cahill of Cobham

Antenna Systems wins the
Singles Stableford Trophy.
Middle: Cobham Antenna
Systems win the Texas
Scramble.
Right: James Sturman of TAG
Farnborough Engineering
wins the Nearest the Pin.
Another sunny
day for RAeS
Golfers
Players on the Royal Aeronautical Society Golf Day
enjoyed perfect weather conditions for 27 holes
of challenging golf at Frilford Heath Golf Club in
Oxfordshire. It was a successful event with players
from companies representing a variety of sectors
within the aerospace community.
The Singles Stableford competition was won by
Fred Cahill from Cobham Antenna Systems, who
received the trophy and an overnight stay for two
42
at the InterContinental London Park Lane. Other

winners were: Singles Stableford 2nd Prize, Michael
Tyrrell, Vector Aerospace; 3rd Prize, Ken Doig,
Vector Aerospace; Longest Drive, Craig Harrison,
Creative Benefits; and Nearest the Pin, James
Sturman, TAG Farnborough Engineering. The
Cobham Antenna Systems team were the clear
winners of the afternoon Texas Scramble competition, and the FlightSafety International team came
second.
The Society would like to thank the InterContinental London Park Lane, Dish and Frilford Heath
Golf Club for their generosity in providing prizes for
this event and FlightSafety International for kindly
providing top quality golf balls and tees, as well as
other golfing merchandise.
OUR CHIEF EXECUTIVE

Simon C Luxmoore
OVER 20 NEW
ORGANISATIONS
HAVE JOINED
THE CORPORATE
PARTNER
SCHEME IN THE
FIRST HALF OF
THE YEAR, WITH
PARTICULAR
GROWTH IN THE
MRO SECTOR
@aerosociety
The Society organised two international events

in June demonstrating its standing on a global
platform; partnering with IATA on the Improving Training Provision Conference and hosting
the International Forum on Aeroelasticity and
Structural Dynamics (IFASD) in Bristol, which
was a huge success attracting almost 300
international delegates. Our international
activity continued with the Society hosting
the June meeting of the Council of European
Aerospace Societies (CEAS) and we now look
to September and the forthcoming CEAS
Conference in Sweden.
Over 20 new organisations have joined the
Corporate Partner scheme in the first half of
the year, with particular growth in the MRO
sector. Other leading organisations to join
include Singapore Airlines and MOOG, while
QinetiQ signed a five-year commitment to its
on-going Corporate Partner membership.
Atlantic AirVenture in Shannon, County Clare,
recently hosted an RAeS Cool Aeronautics day
and then, on 19 June, followed this up by hosting an RAeS lecture evening. It is hoped that
the lecture evening will be the first of many and
act as a pre-cursor to eventual Branch formation in the Shannon area.
The event in Shannon is another example
of Cool Aeronautics going from strength to
strength. RAeS Foundation money has enabled
this aerospace day to reach over 800 children
between the ages of 7-11 and their teachers
from 30 schools in the first six months of 2013
alone. The events are taking place up and down
the country and locations have also included
Swansea and Heathrow as well as Hamilton
Place. The planned programme for autumn and
winter will see events taking place in locations
including Prestwick, Pontefract, Coventry and
Tyneside with the target of reaching over 1,000
children being well in sight.
Jenny Body OBE FRAeS, President of the
Royal Aeronautical Society, has been awarded
the Lifetime Achievement award at the 2013
Women 1st Shine Awards. The awards recognise outstanding female success and diversity
achievement in the hospitality, passenger
transport, travel and tourism industries. The
committee assessing the nominations recognised that not only is Jenny the first female
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www.aerosociety.com
President since the Societys foundation in

1866, she is also an inspirational role model to
many women as demonstrated by the resounding welcome from delegates at the 2012
Women in Aviation and Aerospace Conference.
We enjoyed a five-year Review Visit from our
colleagues at the Engineering Council. It was a
very positive visit by all accounts and our thanks
for this go to the efforts of both Lynn Beattie
and her team and the volunteers from the
Professional Standards Committees. We look
forward to the formal outcome in due course.
Further to my report last month on the formal
launch event of the industry-government
backed Aerospace MSc Bursary Scheme, Im
pleased to note Aerospace Growth Partnership
(AGP) Board endorsement including that
of the Government on the progress we are
making with the Royal Academy of Engineering in managing this important initiative, with
the target of 100 bursaries offered for the next
academic year predicted to be met.
Continuing on the theme of the work of the
AGP, the Society has also been instrumental in
the formation of a new AGP People and Skills
Engagement Board which will provide oversight
and leadership for the skills issues in the sector
and will be complemented by a new Education
and Skills Committee which met for the first
time on 7 June and reports to the Professional
Standards Board.
Initial indications seem to suggest that the rollout of our new Journal editorial system, Aries,
launched in June, is going well.
Visitors to the National Aerospace Library will
now see a selection of our Society posters,
as canvass boxes, now adorning the corridor
walls and members are reminded that these
are available at the Mary Evans Picture Library
(search in Galleries at www.prints-online.com).
The Society has continued to enjoy increasing
media coverage, with good exposure, particularly throughout the Paris Air Show, where CNN
included Society tweets on their own media
channel.
We hosted the 2013 PEI (Professional
Engineering Institution) Defence Lecture on 3
July where Commodore Rick Thompson OBE
CEng MRAeS gave a talk on the Lightning II
Project Team.
AUGUST 2013
43
Afterburner
Book Reviews
LES AVIONS TIPSY AIRPLANES
By V Jacobs
Published by Fonds National Alfred Renard, c/o
Didier Campion, 97/1 Rue Royale, 1000 Brussels,
Belgium (E campion@cfigroup.be). 2011. 256pp.
Illustrated. 35 plus postage/packing.
Ernest-Oscar Tips was born in October 1893 and,
by the age of 14, was already helping his elder
brother Maurice in the construction of a biplane
glider made of bamboo and canvas. So started the
aviation career of a man who, until his retirement in
1960, came to be admired and respected as one of
the most fertile designers of light aircraft to come
out of Belgium. This nicely produced book follows
his career and charts the development of all his
designs.
The book describes how E O Tips left Belgium
in 1915 and became one of the earliest employees
of Fairey Aviation. He was closely involved with
many Fairey designs and, when, in 1928, the
Belgian military decided to order 25 Fairey Firefly
II aircraft on the condition that they were manufactured in Belgium, Tips was the obvious man
to establish Avions Fairey at Gosselies, north of
Charleroi. This new company flourished and became
a mainstay of the Belgian aircraft industry. By 1935
Tips was designing his own aircraft for the civil
market, which were manufactured by Avions Fairey
in parallel with its own military models.
The main part of the book is an in-depth look at
all E O Tips light aircraft designs culminating in the
Junior, the Belfair and the Nipper which is undoubtedly the best known of all. For the seven major
designs described, the author ably discusses each
from both operational and technical viewpoints. He
covers the performance of each type in some detail
and gives a history of each aircraft produced as
far as is known. It is the wealth of technical detail
presented that will probably appeal most to students
of light aircraft design. Copies of many original
drawings are presented, the reproduction of which
is good enough that all the dimensions and text can
Did you know?

Artist (Gerald Leake), Bank Note Engraver (Thomas
Macdonald), Brewer (William Goff Davis Goff), Commander Royal Navy (Robert Falcon Scott Scott of the
Antarctic), Dramatist (Samuel Franklin Cody), Experimentalist (Patrick Y Alexander), Farmer (Frederick William
Bishop), Headmaster (Charles Arundel Verity), Master
Tailor (Samuel Dalziel), Peer (Lord Montagu of Beaulieu)
and Tinplater (Samuel Cattle) are some of the diverse
professions recorded on the original application forms of
early members of the Aeronautical Society of Great Britain
held in the archives of the National Aerospace Library at
Farnborough.
44
Above: Tipsy T66 Nipper Mk2, OO-LEO. Geoff Collins.

Below: Tipsy T66 Nipper Mk1, OO-NIF. RAeS (NAL).
be read, albeit with the use of a magnifying glass.

These drawings, combined with details of weight
breakdown and aircraft performance, make this
book a useful source for all aspirant light aircraft
designers.
The book has the original French text presented in parallel with an English translation which,
although quite adequate, is by no means perfect;
where the translator has been uncertain of the
correct English word for some of the more technical terms, he has left the original French word
by default. Having the text essentially presented
twice has naturally limited the amount of detail the
author has been able to include; he offers tantalising glimpses when he discusses the differences in
opinion between the Belgian and English flight test
authorities but does not then follow through with
any analysis of why these occurred.
These small points notwithstanding, this book
would be well worth reading and keeping for reference for anyone with an interest in Tipsy aircraft in
particular or in light aircraft design in general. University libraries could do much worse than acquire a
copy for the benefit of their aerospace engineering
students.
Dr Alex Ellin
CEng MRAeS
Kingston University School of Aerospace and
Aircraft Engineering
For the seven

major designs
described,
the author
ably discusses
each from both
operational
and technical
viewpoints
BRITISH PRIVATE AIRCRAFT

Vol 1 The Re-awakening
Years 1946-1970
By A W J G Ord-Hume
Mushroom Model Publications, 3 Gloucester Close,
Petersfield, Hants GU32 3AX, UK (www.mmpbooks.
biz). 2012. 318pp. Illustrated. 60. ISBN 978-8361421-46-7.
Arthur Ord-Hume was fascinated by light aircraft
from childhood. He became highly active in this
field, acquiring and restoring a pre-war Luton Minor,
helping to found the Ultra Light Aircraft Association
(ULAA), then Popular Flying Association (PFA),
challenging the onerous regulations following
the war years and in redesigning both the Luton
Minor and the French Minicab to provide plans for
home builders. He also worked professionally as
a designer, notably for Britten-Norman where he
was active on the development of crop-spraying
and dusting equipment. Inheriting extensive family
collections of material on musical instruments and
on the earlier years of light and civil aviation, he
developed both of these and established them as
important historical archives. He has used them as a
basis for numerous publications
This book then covers a subject close to his
heart, during a period when he was both an active
participant as well as a keen observer. It is a large
book, profusely illustrated with many excellent
black and white photographs. Ord-Humes historical
account is a very personal interpretation, a point
that he freely acknowledges in the preface. With
his easy writing style it makes for a fascinating
record of the trials and tribulations experienced by
many in the years following WW2, either in trying
to create or recreate their businesses or more
simply getting their homemade aircraft designs
into the air. Difficulties included the dire economic
conditions with shortages and rationing, government
preoccupation with growing air transport and
indifference towards light aircraft and the changed
social attitudes towards flying after the experiences
of war.
The anticipated return to normality and the
pre-war status quo provided the initial suite of
disappointments, such as there being no provision
for restoring Permits to Fly, the selling back of
flying fields sequestered from the flying clubs at
the outbreak of war and the unbelievable waste of
ex-military equipment. Creation of the British Gliding
Association, the ULAA and the PFA, are described
followed later by the sometimes low expectations
of a whole generation that had grown up in a time
of restriction. Comparisons are made with the
American light aircraft industry which had come out
of the war much stronger. Ord-Hume particularly
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Above: Beagle B206 Series 1, G-ASOF. RAeS (NAL).

Below: Miles M65 Gemini, G-AJKS. RAeS (NAL).
Ord-Hume is
outspoken in
his views and
not afraid to
attribute blame
where he feels
it lies
criticises the disdain with which the British treat

their inventors and is in no way surprised at the
resulting brain drain. The creation of Beagle and its
subsequent demise are described in some detail,
including a review of the perceived mistakes made
in this last-ditch attempt to compete head on with
the dominant American industry.
Ord-Hume is outspoken in his views and not
afraid to attribute blame where he feels it lies.
His humour can be quite dry and caustic. But he
has also clearly gone to much trouble to try to
represent both sides of each story. The result is
a very human tale of hopes and dreams and of
frequent disappointments. From his experience he
is not inclined to be too optimistic about a recovery
to another golden age of British light aircraft, but
he does hail the demonstrated response to change
exemplified by the homebuilt movement, which
he feels supersedes the need for a light aircraft
manufacturing industry in this country.
This is a very comprehensive book, thoroughly
indexed. It is easy to dip into, having lengthy
captions to the many illustrations, but it is also
thorough in looking at the subject from different
angles. This is a very welcome and valuable addition
to published British aviation history. It will be an
essential reference book for any future students of
the subject. Highly recommended.
Publication of the second volume of this
history, which promises extra technical material and
numerous drawings, is imminent.
John M Robertson
CEng MIMechE MRAeS
www.aerosociety.com
AUGUST 2013
45
Afterburner
Book Reviews
THE PISTON ENGINE REVOLUTION
OLUTIO
ON
Papers from a Conference on
the History of Reciprocating
Internal Combustion Engines
held at the Museum of Science
and Industry, Manchester,
14-17 April 2011
Edited by F Starr et al
Newcomen: the International Society for the History
of Science and Technology, The Science Museum,
London SW7 2DD, UK (E booksales@newcomen.
com). 548pp. Illustrated. 35 inclusive of postage/
packing. ISBN 978-0-904685-15-2.
A comprehensive volume from the Newcomen
Society in contemplation of the latter history of the
internal combustion engine, this both for contemporary readership and for the record of posterity. The
Society is positively recognised as of international
standing in the history of engineering and technology, with a breadth of coverage belying the assumptions of its celebrated title.
This volume consciously adds content to prior
scholarship and holdings concerning the history of
power, and it is thus more than a record for those
attending the seminar, or regretting their inability to
do so.
The Society, from its inception in the 1920s, has
stood alongside the British engineering institutions in buttressing their own papers and publications on historical development and thus ensures a
broadened depth in the field. It is regrettable that, in
recent years, modern design has not been presented in the traditional manner by its creators and
masters. Consider the prime succeeding modern
development in motor car engines, and motor sport.
Marketers and journalists have displaced the place
of the engineers, partially as consequent on sensitivity in immediacy of trade information. But this to the
loss of integrity in the overall record.
Stepping back in perspective, the history of the
internal combustion engine pre-dates that of the
steam engine which overtook it in 1876 and, in the
1880s, the internal combustion sequence initiated
by use of town gas was succeeded, with liquid fuels
allowing mobility and the subsequent development
of aviation. The present volume, with its excellent
introduction, supplements the record and covers
example through 20 chapters, of which eight are
of particular reference to the aircraft engine, this
signalling its importance in the overall subject study
and in the specific interest to be satisfied in aeronautical readership.
Graham Mottram covers work of the early
pioneers inclusive of Manly with Langley, and that
46
of the Wright brothers, and then through WW1

including the Rotary engine phase. Patrick Hassell
then covers the sleeve valve engines through from
the single sleeve configuration of Burt and the then
persistence of Sir Roy Fedden. P Whiteman also
gives good account of the post-war Fedden activity
with the little-reported flat six engine endeavour.
Alan Vessey maintains his dedication to the
Napier saga and its engines inclusive of Sabre and
Deltic, etc., in a perspective from the firms early
days. Chapters by D Morrison and C C J French
cover work by Ricardo recognised as an ongoing
influence on aircraft engine affairs. B Price covers
aero engines in war from 1915 to 1950, and
M W Vincent is specific per the role of Blackburne
engines. Daniel Schaad takes a refreshing view of
engines from the first 50 years of powered flight, his
perspective being that from Santos Dumont 14bis
of 1906 to the Lockheed L-1649 Starliner of 1956.
Most pleasing! E L Marshall reverts to Ricardo
recognised territory on the criticality of octane
number tests in fuel development.
Two other contrasting chapters add value in
reference. F Starr of the Newcomen Society considers in depth the critical role of exhaust valve cooling
for high performance. Graham White describes
in some depth the remarkable R-4360 four-bank
radial Pratt & Whitney engine, entering service postwar in both military and commercial service, their
ultimate in proven development of the aircraft piston
engine as prior to the succession of jet propulsion.
This latter in good happenstance with the account
of the Wright turbo compound in Daniel Schaads
paper.
An excellent book for the reference library of
the in-depth enthusiast.
Peter Stokes
CEng MRAeS
This volume
consciously
adds content to
prior scholarship
and holdings
concerning
the history of
power...
Above: The Bristol Hercules
engine installation on a
Vickers Varsity at the 1950
SBAC show at Farnborough.
RAeS (NAL).
Below: Lesseps monoplane

fitted with an Anzani engine.
RAeS (NAL).
Library Additions
BOOKS
GENERAL
IHS Janes All the Worlds
Aircraft: Development &
Production 2013-2014.
Edited by P Jackson et al.
IHS Global Limited, Sentinel
House, 163 Brighton Road,
Coulsdon, Surrey CR5 2YH,
UK. 2013. 1030pp. Illustrated.
705. ISBN 978-0-71063040-7.
AIR LAW
Assembly 37th Session
Plenary Meetings Minutes:
Montreal, 28 September
- 8 October 2010. ICAO
Doc 9982. International Civil
Aviation Organization, 999
University Street, Montreal,
Quebec, Canada, H3C 5H7.
2013. 53pp.
AIR TRANSPORT
333. International Civil Aviation

Organization, 999 University
Street, Montreal, Quebec,
Canada, H3C 5H7. 2013.
152pp. Illustrated. ISBN 97892-9249-187-1.
Manual on Access to Air
Transport by Persons
with Disabilities. ICAO
Doc 9984 First edition.
Irregular pagination.
Aircraft Type Designators.

ICAO Doc 8643/41 41st
edition. International Civil
2013. Irregular pagination.
HISTORICAL
Airwork: a History.
K McCloskey. The History
Press, The Mill, Brimscombe
Port, Stroud, Gloucestershire
GL5 2QG, UK. 2012. 272pp.
Illustrated. 17.99. ISBN 9780-7524-7972-9.
Speedbird: the Complete

History of BOAC. R Higham.
I B Tauris & Co Ltd, 6 Salem
Road, London W2 4BU, UK.
2013. 492pp. 30. ISBN 9781-78076-462-7.
Global Air Transport
Outlook to 2030 and
trends to 2040. ICAO Circ
@aerosociety
Ocean Sentinel: the Short

Sunderland. J F Hamlin et
al. Air-Britain (Historians),
41 Penshurst Road, Leigh,
Tonbridge, Kent TN11 8HL,
39.95. ISBN 978-0-85130400-7.
Airport Economics
Manual. ICAO Doc 9562
Third edition. International
Civil Aviation Organization, 999
Designators for Aircraft
Operating Agencies,
Aeronautical Authorities
and Services. ICAO Doc
8585/164 164th edition.
Irregular pagination.
Finished with Engines: the

Story of Qantas Longhaul
Flight Engineers 19412009. C Lock. Published by the
author, Cronulla, NSW 2013.
347pp. Illustrated. ISBN 9780-646581-56-9.
A detailed account of
the important role that flight
engineers played in the
evolution and development of
the air operations of Qantas
over the years, concluding with
a compilation of biographical
career summaries of those
who served in the role.
GL5 2QG, UK. 2013. 200pp.

German Air Projects 19351945 Vol 4: Attack, multipurpose and other aircraft.
M Rys. Published by Stratus,
Poland, on behalf of Mushroom
Model Publications, 3
Gloucester Close, Petersfield,
Hants GU32 3AX, UK (www.
mmpbooks.biz). 2013. 112pp.
Arranged alphabetically by
manufacturer, an informative
compilation summarising
numerous projected (largely
unbuilt) aircraft and missile
project designs concluding
with a number of colour artist
impressions of how they would
have appeared.
Churchill and his Airmen:
Relationships, Intrigue
and Policy Making 19141945. V Orange. Grub Street,
4 Rainham Close, London
SW11 6SS, UK. 2013. 314pp.
Illustrated. 25. ISBN 978-190811736-6.
Miles Aircraft The

Wartime Years:
Production, Research and
Development during World
War II. P Amos. Air-Britain
(Historians), 41 Penshurst
Road, Leigh, Tonbridge, Kent
TN11 8HL, UK. 2012. 432pp.
+ diskette. Illustrated. 47.50.
ISBN 978-0-85130-430-4.
Flying with the Larks: the
Early Aviation Pioneers
of Lark Hill. T C Brown.
Spellmount, The History
Press, The Mill, Brimscombe
Port, Stroud, Gloucestershire
linkedin.com/raes
facebook.com/raes
Lockheed P-38J-L
Lightning. R Peczkowski.
Published by Stratus, Poland,
on behalf of Mushroom Model
Publications, 3 Gloucester
Close, Petersfield, Hants
GU32 3AX, UK (www.
mmpbooks.biz). 2013. 128pp.
Illustrated. ISBN 978-8361421-69-6.
Numerous contemporary
photographs and colour
diagrams of the famous
twin-boom fighter aircraft are
reproduced in this book aimed
at aeromodellers.
Flying Rebel: the Story
of Louis Strange. P Hearn.
HMSO, London. 1994. 183pp.
Illustrated. ISBN 0-11www.aerosociety.com
290500-5.
A biography of one of the
leading airmen of the 1920
and 1930s, who was to serve
in both World Wars, having
originally learned to fly in 1913
and soon becoming a notable
figure in the pioneering days of
British aviation.
Financial history and
contract evolution of
the Hawker Hurricane
and Bristol Blenheim
(Confidential). Air Ministry.
1940. 17pp.
Detailed analysis of the
unit cost breakdown (raw
materials, labour and by
section of the airframe) for
each aircraft type including a
chronology of the financial/
contract arrangements made
with the manufacturers.
Comparative Performance
Charts (including bomb
load/range) for Handley
Page Halifax I (Merlin X)/
Halifax II (Merlin XX),
Short Stirling (Hercules
XI) and Avro Lancaster/
Manchester. R N Liptrot.
1941. 11pp.
LIGHTER-THAN-AIR

PILOTING
Airmanship. C Edwards.
Blacker Limited. 2013.
Distributed by The Aviation
Bookshop (www.aviationbookshop.com). 173pp.
Illustrated. 19. ISBN 978-1897739-66-2.
PROPULSION
Company brochures for
the Jumo 205/210/211
engines (three items).
Junkers Flugzeug und
Motorenwerke, Dessau.
c.1936-1937.
Includes performance
charts for each engine type
and detailed arrangement
diagrams of the Jumo 210.
SERVICE AVIATION
Air and Sea Power in
World War I: Combat and
Experience in the Royal
Flying Corps and the Royal
Navy. M Philpott. I B Tauris &
Co Ltd, 6 Salem Road, London
W2 4BU, UK. 2013. 288pp.
59.50. ISBN 978-1-78076151-0.
The Lightning Boys 2:
True Tales from Pilots and
Engineers of the RAFs
Iconic Supersonic Fighter.
R Pike. Grub Street, 4 Rainham
Close, London SW11 6SS, UK.
2013. 186pp. Illustrated. 20.
ISBN 978-1-909166-13-4.
Complementing the
earlier book The Lightning
Boys (2011), a further
compilation of over 20 informal
reminiscences of flying the
famous military jet aircraft
recounted by former Lightning
pilots.
Falling Upwards: How We

Took to the Air. R Holmes.
William Collins, HarperCollins
Publishers, 77-85 Fulham
Palace Road, London W6 8JB,
25. ISBN 978-0-00738692-5.
NAVIGATION
Performance-based
Navigation (PBN) Manual.
ICAO Doc 9613 Fourth
Global Navigation Satellite
System (GNSS) Manual.
ICAO Doc 9849 Second
SPACE
Blue Streak Technical
Data. Hawker Siddeley
Dynamics Ltd Space
Division, Stevenage. 1969.
100pp. Illustrated.
A handbook of data
describing the F11 vehicle
designed as the first stage
of the ELDO Europa II multistage satellite launch vehicle.
For further information

contact the National
Aerospace Library.
T +44 (0)1252
701038 or 701060
E hublibrary@aerosociety.com
AUGUST 2013
47
Afterburner
Obituaries
Professor John Leslie Stollery
CBE FREng HonFRAeS FCGI FAIAA
1930-2013
A distinguished engineer who contributed

to the understanding of high-speed flight,
who inspired three generations of students
to follow aerospace-based careers and
who served as a reforming President of
the Society, John Stollery, the son of Edgar
and Emma Stollery, was born in Sible
Hedingham, Essex, on 21 April 1930.
He attended East Barnet Grammar School in North
London from 1941 to 1948. Like so many others
of his generation, he built model aeroplanes and,
in a sign of what was to come, he was President
of the Cockfosters Model Aero Club. After passing
his School Certificate examinations, he looked for
a job with the Aeromodeller magazine, taking a
Wakefield class rubber powered model aircraft with
him to an interview at Eaton Bray. However, he so
impressed the editor that, rather than offer him a
job, he urged him to return to school, sit the Higher
School Certificate and apply for a place at university
to study aeronautical engineering.
Taking this advice, he duly gained a place
at Imperial College, London, in the prestigious
Department of Aeronautics led by Arnold (later Sir
Arnold) Hall. His studies resulted in a BSc (Eng) in
1951, followed by an MSc (Eng). In 1952, he moved
into the aircraft industry, joining the Aerodynamics
Department at de Havilland. This was an exciting
and challenging time for the company, since their
Comet airliner entered service in the same year.
However, notwithstanding this and while he was
undoubtedly gaining valuable practical experience
with de Havilland, he nonetheless found himself
being drawn back to academia.
1956 was an important year in his life for
two reasons. The first was his marriage to Jane
Reynolds and the second was his appointment as
Lecturer in Aerodynamics in the Department of
Aeronautics at Imperial College.
He proved to be an outstanding teacher
and an exceptional researcher. His forte was
experimentation, which he saw as a means of
exploring the physical world. He worked with Donald
Campbells design team on both the Bluebird car
and boat. This included the installation of a novel,
moving floor in one of the departments wind tunnels
to correctly reproduce the flow around vehicles
with very small ground clearance. More significantly,
throughout the 1950s and 60s, there was an
international race to produce ever faster aircraft
and to solve the problems associated with manned
48
A DISTINGUISHED
ENGINEER WHO
CONTRIBUTED
TO THE
UNDERSTANDING
OF HIGH-SPEED
FLIGHT, WHO
INSPIRED THREE
GENERATIONS
OF STUDENTS
TO FOLLOW
AEROSPACEBASED CAREERS
AND WHO
SERVED AS A
REFORMING
PRESIDENT OF
THE SOCIETY...
space flight. It was clear that, as flight speeds

increased, new problems would be encountered
and new engineering solutions would be needed;
not least of these being the management of the
extremely high thermal loads associated with
atmospheric re-entry. At this time, experimentation
was the only reliable tool, but these problems
required the invention of new test facilities and
John Stollery was a pioneer in the development and
use of the gun tunnel. This device uses a reservoir
of high pressure air to drive a piston down a long
narrow tube while compressing a fixed volume
of gas ahead of it. This driven gas passes into a
contoured test chamber containing the model and
measuring equipment. His Number 2 gun tunnel
could deliver a gas slug with a speed of about 3km/
sec corresponding to a Mach number of nine for
about ten milliseconds. Making measurements in
this environment was very challenging and was at
the limits of high frequency data capture and high
speed photography. This facility enabled John and
his students to make important contributions to the
understanding of high energy flows.
In recognition of this work, he was promoted to
Reader in Aerodynamics in 1962. His increasing
reputation produced a number of invitations to work
with other groups, most notably Cornell Aeronautical
Laboratories in Buffalo (1964) and the US Air Force
Aeronautical Research Laboratories in Dayton
(1971). Further recognition of the quality of his work
came in 1972 with the award of a DSc degree.
In 1973, he was offered the Chair of
Aerodynamics at the College of Aeronautics,
Cranfield Institute of Technology. This was a great
opportunity but a big step for the family. However,
the only difficult issue he faced was raised by his

sons, who wanted to know how they could possibly
continue to support Chelsea when living in Bedford.
This move was a great success; not only for him,
but also for the College of Aeronautics. In 1976, he
succeeded Professor David Keith-Lucas as Head of
the College; a position that he held with distinction
until 1986 and again from 1992 until 1995. He
was also Dean of the Faculty of Engineering from
1976 to 1979 and Pro-Vice Chancellor from 1982
to 1985. Notwithstanding his administrative duties,
he maintained his international links through visits
to the National Aeronautical Laboratory, Bangalore,
India (1977), Beijing Institute of Aeronautics
and Astronautics (1979) and the University of
Queensland, Brisbane, Australia (1983).
Outside Cranfield, he served as Chairman of
the Defence Technology Board at the UK Ministry
of Defence from 1986 to 1989, Chairman of the
Aviation Committee at the Department for Trade and
Industry from 1986 until 1994 and as a member of
the Airworthiness Requirements Board at the Civil
Aviation Authority from 1990 until 2000.
He was a life-long supporter of the Royal
Aeronautical Society, which he served in almost
every capacity. He was the Societys President in
1987 at a time when the Society was facing some
challenging financial and managerial issues. An
independent report commissioned by the Council
had recommended that a set of radical and far
reaching proposals be adopted; including the
creation of the post of Director. John Stollery had
the difficult task of steering the Society through
these changes. He did it well, exercising both
wisdom and humanity. In addition, and on his own
initiative, he persuaded Council to limit the total
length of service of its members so that there
would be more opportunity for younger people to
be elected. In later years, he was the first President
of the Cranfield Branch, he was the Editor of The
Aeronautical Journal from 1996 to 2006 and an
Associate Editor until his death. Some would say
that he saved the Journal from extinction and all
would agree that he improved its quality and its
intellectual standing considerably.
In recognition of his contributions, he received
many honours and awards. He was an Honorary
Fellow of the Royal Aeronautical Society (1995),
Fellow of the City and Guilds Institute of London
(1984), Fellow of the American Institute of
Aeronautics and Astronautics (1988) and a Fellow
of the Royal Academy of Engineering (1992). In
1994, he was made a Commander of the Order of
the British Empire (CBE).
Outside work he had a life-long passion for
football and, in recent years, he had returned to
building and flying model aircraft. Jane taught him
pottery and he developed his own line of pots that
were marketed successfully through the Woburn
Heritage Centre.
@aerosociety
linkedin.com/raes
facebook.com/raes
John Stollery had the ability to inspire and he

could get the best from students and employees
alike. He did not suffer fools gladly, he always
spoke his mind and he could be very challenging.
However, those who rose to that challenge found a
good friend and a strong supporter for life. He was
generous with his time and he was always ready to
provide enthusiastic endorsements for applications,
nominations and proposals.
His teaching style was simple and direct and,
as a means of guaranteeing attention in class, he
would occasionally invite a student to take over for
a while. His lectures were models of clarity and,
despite all the developments in advanced teaching
technology, were always delivered with nothing
more than traditional blackboard and chalk. As a
supervisor of academic research, he had few equals.
Many of his PhD students have gone on to lead
very significant research teams throughout the
world, so far, at least four have achieved professorial
positions and there is plenty of time for this number
to increase. Therefore, his intellectual legacy and his
influence in both the aerospace profession and in
the field of high speed aerodynamics are going to
continue for many years.
In February of this year his former students,
colleagues and friends attended a one-day
colloquium on High-Speed Flows at Cranfield to
celebrate his long and distinguished career. This
was a very well attended and truly international
affair with participants from as far afield as the USA,
Japan and Korea.
Although he formally retired from Cranfield
University with the title Emeritus Professor in 1995,
he never stopped working with students; supporting
both teaching and research until his health finally
failed. He died at home on 28 June. Jane died in
2009 and he is survived by their four sons; Simon,
Edward, Richard and Ben.
Opposite page: John Stollery

at the time of his Society
Presidency, 1987-1988.
RAeS (NAL).
Above from left: Lee

Balthazor, then RAeS
President, presents John
Stollery with the Sir Robert
Hardingham Sword in
December 2002 for
outstanding services to the
Society. RAeS (NAL).
Professor Ian Poll

OBE FREng FCGI HonFAIAA FRAeS
www.aerosociety.com
AUGUST 2013
49
Obituaries
William Tudor Gunston
OBE FRAeS
1927-2013
Born on 1 March 1927, William Tudor Gunston got

the aviation bug early in life. As a ten-year-old boy
he travelled to Germany (with a well-connected
uncle with links to British intelligence) and met
Willy Messerschmitt. He was shown the Bf109 and
the prototype Bf110 fighters. (According to family
sources, post-1945, he had the opportunity to fly
several German aircraft, including the Bf109 Gustav,
Ju88 and He111.)
Educated at Pinner County School, he became
a member of the Air Training Corps, also forming
Club No.301 in the National Association of Spotters
Clubs, taking part in numerous national competitions
and being national winner three times.
In 1945 he joined the RAF and attended
University College, Durham University on an RAF
cadetship. In 1946, he was posted to 4 Flying
Training School (FTS), Heany, Bulawayo, Southern
Rhodesia (now Zimbabwe) where he trained as
a pilot. He went to 5 FTS Thornhill, Gwelo (now
Gweru) where he continued training and became an
instructor on Harvards. Bill once told me hed flown
the de Havilland Mosquito and his last flight was
in another DH type the Vampire F3 single-seat
fighter. He was demobbed from the RAF in 1948 at
the Aircrew Allocation Unit, South Cerney.
Back in civvie street, Bill attended Northampton
Engineering College now London City University
until 1951. From there he joined the editorial
staff of Flight magazine under its legendary editor
H F (Rex) King, with the by-line of W T Gunston
and was known as by all-and-sundry there as WTG.
He was appointed Technical Editor of Flight in April
1955.
According to J M (Mike) Ramsden, another
legendary editor of Flight, Bill: Was the most
infallibly well-informed aviation person I have ever
known. He became famous for his technical probes.
His desk was covered with references to jigs and
widgets which he had spotted in publications like
Aircraft Production. One of Bills probes resulted
in a visit to Rexs office by an Air Ministry security
official.
50
IHS Janes.
With the passing of Bill Gunston on 1 June

2013, the mould was broken and the world
of aviation journalism is all the poorer. A
former Technical Editor of Flight magazine,
he was the Associate Editor of IHS Janes
Aero-Engines and author of over 375 books
on aviation.
BILL WAS
UNCANNILY
CLEVER AT
ANALYSING
PHOTOS AND
DRAWINGS OF
NEW AIRCRAFT,
DETAILS OF
WHICH WERE
STILL SECRET
OR RESTRICTED.
I RECALL THAT
OUR [FLIGHT]
LOCKHEED
F-104G ARTICLE
AND CUTAWAY
DRAWING
NEARLY CAUSED
MELTDOWNS IN
THE PENTAGON
AND THE UK AIR
MINISTRY
He was a real technical editor. I remember

the disbelief of industry that he had no access to
security or classified sources. He worked closely
with our [Flight] team of technical artists, notably
Arthur Bowbeer, Frank Munger and John Marsden.
Bill was uncannily clever at analysing photos
and drawings of new aircraft, details of which were
still secret or restricted. I recall that our [Flight]
Lockheed F-104G article and cutaway drawing
nearly caused meltdowns in the Pentagon and the
UK Air Ministry.
He was unfailingly generous with his
knowledge and time. You could ask Bill anything and
if he didnt know (a statistically negligible probability)
he would find out: Tailskid part number of Albert
Balls Sopwith Camel? Ask Bill!
In 1964 Bill launched Science Journal, taking
the post of Technology Editor. As his freelance work
expanded (requiring a subtle change of by-line to
Bill Gunston), he resigned from what is now the
Reed group (on the last day of 1970) to devote his
time to writing. While aviation was, of course, his
prime subject, he tackled many other engineering
and scientific subjects. He once boasted to me that
he had even written a book on submarines (and
there is a reported sighting of one on dinosaurs).
Bill had the knack of imparting knowledge in
a readable way, inspiring his reader with his own
enthusiasm. He was able to write at the rate of
several thousand words a day: feature articles took
hours, books days! Prolific was, indeed, an apt
adjective when describing Bills work yet, in addition,
he made over 600 radio and TV broadcasts.
In 1969, Bill joined the Janes team to assist

with the Engines section of Janes All the Worlds
Aircraft (JAWA), taking it over the next year, and
has contributed to JAWA ever since. Ken Munson
(Deputy Editor of JAWA) endorsed Mike Ramsdens
remarks about Bills thoroughness. After Bills
book on Attack Aircraft of the West (Ian Allan,
1974) appeared, he passed Ken his notes for the
chapter on the Tornado, an aircraft about which
much was still classified at that time. On a whole
sheaf of pages, there was scarcely a square inch of
unoccupied space, including all four margins.
When his Engines section was spun off as a
separate title in 1995 Janes Aero-Engines he
was appointed Editor, a post in which he remained
until 2007, when he became Associate Editor. He
was elected a Fellow of the Royal Aeronautical
Society in 1991 and was twice Chairman of the
Circle of Aviation Writers.
Bill was a supporter of the British aviation
industry but a critic of its fragmented nature and
the lack of coherent leadership to move complex
projects forwards, unlike the French. Members of
the Flight editorial team still talk of the Gunston Bet
with the-then editor, that the Airbus A300 family
would outsell the Boeing 727. During the early/
mid-1970s, Bill worked as a consultant for Airbus
Industrie, enjoying executive jet travel in a company
HS125 from Hatfield to Toulouse on several
occasions.
I first met Bill during the late 1970s, when I was
contributing to the Weapons & Warfare part-work,
published by Phoebus. Already a name in aviation
journalism, he came across as an unassuming guy
and was patient with the muted admiration shown
by a young tyro and generous with his advice and
knowledge. He was a true gentleman.
Although I never worked directly with Bill, over
the years as our paths crossed, I would sound his
opinion on specific queries. He never failed to help.
After I joined the Janes group myself, he would
occasionally consult me on a matter of detail about
which he thought my knowledge of detail was
greater than his; thus demonstrating the secret of
an expert that if he did not know the answer, he
had a jolly good idea who might.
Among his many books deserving of a highlight,
I must mention his Flight Handbook the theory
and practice of powered flight my own copy (sixth
edition, 1962) has been well-thumbed over 51
years the Janes Aerospace Dictionary (produced
over three editions) and his 1983 tour de force a
comprehensive history of Aircraft of the Soviet Union
for Osprey. His Bombers of the West (Ian Allan,
1973) and the subsequent volumes on fighter and
attack aircraft remain a valued aide-mmoire of the
types he described and their capabilities.
In 1996, he was appointed an Officer of
the Order of the British Empire for his services
to aviation journalism. I remember ringing to
@aerosociety
linkedin.com/raes
facebook.com/raes
congratulate him and he could not fully comprehend

why. I honestly believe he had no comprehension
of the impact his writing had made on young airminded boys of my generation (and, it emerged at
his funeral, neither did his family). I asked if he knew
what it meant? Other Buggers Efforts was his
response.
I then reminded him of an old BBC radio sketch.
Tony Hancock was berating the Government for, yet
again, omitting him from the New Years Honours
listing. His compadre, Australian Bill Kerr, responded
by accusing Hancock of jealousy because he (Kerr)
was an OBE. Hancocks response was instant: Bill
you were Ordered OUT of the British Empire!
Gunston roared with laughter on the other end of
the phone.
In 2007, Bill was awarded the RAeS Decade of
Excellence Award at the Aerospace Journalist of
the Year Awards. This award was for consistently
outstanding aerospace journalism over the past
ten years, especially journalism that has covered
multiple aspects of the global aerospace industry.
It was judged by a panel of five internationally
recognised aviation journalists.
Bill married his former secretary, Margaret, who
was a glider pilot, so she not only knew Bills world
of aviation but the way he worked. She and their two
daughters, Jeanette and Stephanie, survive him.
The final accolade must be credited to my
colleague Peter Felstead, Editor of IHS Janes
Defence Weekly, who provided this caption to
the photo which accompanied Bills obituary in
his magazine: Bill Gunston, who leaves behind
him a legacy of aviation journalism that inspired a
generation.
Michael J Gething
MRAeS
This obituary has been compiled from many sources
and contributions, including his family and former
colleagues, Dennis Baldry, Paul Jackson, Ken
Munson, Mike Ramsden and Ann Tilbury; to all of
whom I offer my grateful thanks.
www.aerosociety.com
AUGUST 2013
51
Afterburner
Diary
EVENTS
www.aerosociety/events
LECTURES
www.aerosociety/events
16-17 September
Unmanned Aviation: Challenges for Growth
Unmanned Air Systems Group Conference
17 September
Lanchester Lecture: The Aerodynamic Challenges of
Aero-Engine Gas-Turbine Combustion Systems
Prof James McGuirk, Professor of Aerodynamics,
Loughborough University
Aerodynamics Group Named Lecture
19 September
STOVL Flight Control Testing
Justin Paines, Fixed Wing Chief Flying Instructor, ETPS
Flight Test Group Lecture
25-26 September
Annual International Flight Crew Training Conference: Upset
Prevention, Recognition and Recovery Training
25 September
Capt Ray Jones Lecture
Larry Rockliff, Chief Test Pilot, Tianjin FAL, Airbus
Flight Simulation Group Named Lecture
1 October
Cierva Lecture
Rotorcraft Group Named Lecture
7 October
Aerospace Medicine Autumn Lecture
Aerospace Medicine Group Lecture
14 October
British Overseas Airways Corporation 1940-50
Capt Dacre Watson
Historical Group Lecture
15 October
Greener by Design 2013: Airports & Aircraft Noise
21 October
Young Persons Annual Conference
22 October
Aerospace Technology: The Road Ahead
Presidents Conference
6 November
Brabazon Lecture
Richard Deakin, CEO, NATS
8 November
Careers in Aerospace LIVE 2013
11 November
Light Aircraft Design: Methods and Tools 2013
General Aviation Group Conference
11 November
Aerospace and Aviation Book Fair
All lectures start at 18.00hrs unless otherwise stated.

Conference proceedings are available at
www.aerosociety.com/news/proceedings
52
An F/A-18A Hornet about to refuel from a KC-30A Multi Role Tanker Transport wing pod. EADS.
The F/A-18F Super Hornet will be described by Wg Cdr John Haly at Canberra on 13 August and
KC-30A testing will be discussed by Flt Lt Tim Spackman at Adelaide on 27 August.
ADELAIDE
Engineers Australia, Level
11, 108 King William Street,
Adelaide. 6 pm.
E adelaidebranch@raes.org.au
27 August KC-30A airair refuelling testing the
Australian approach. Flt Lt Tim
Spackman, ARDU.
BEDFORD
ARA Social Club, Manton
Lane, Bedford. 6.30 pm.
Marylyn Wood, T +44 (0)1933
353517.
11 September Shapechanging structures for
aerospace applications. Dr
Keith Seffen, Senior Lecturer,
Department of Engineering,
University of Cambridge.
23 October Airbus future
concepts. Bob Lange, Airbus.
BELFAST
Peter Froggatt Centre,
Queens University Belfast.
7 pm. Malcolm Cloke, T +44
(0)2890 465650.
19 September The Spitfire
and Seafire. Rob Dean.
17 October Developing
the final frontier: The space
revolution. Robert Hill Director,
Northern Ireland Space Office.
CAMBRIDGE
Lecture Theatre O of
the Cambridge University
Engineering Department,
Trumpington Street,
Cambridge. 7.30 pm. Jin-Hyun
Yu, T +44 (0)1223 373129.
10 September Flying the
SR-71. Col Richard Graham,
USAF Retd. Note date change.
10 October Concorde a
real life time machine. Capt
David Rowland. Joint lecture
with IMechE.
CANBERRA
Military Theatre, ADFA. 6 pm.
Jon Pike,
E jonpike@grapevine.net.au
13 August F/A-18F Super
Hornet. Wg Cdr John Haly.
10 September
Autonomous nav-guidance
for UAVs. Brad Yelland, BAE
Systems.
CHESTER
Auditorium, Customer Support
Building, Airbus UK, Chester
Road, Broughton. 7.30 pm.
Keith Housley, T +44 (0)151
336 1805.
11 September The Trident.
Neil Lomax.
9 October RAF flying. Wg
Cdr Philip Spencer.
CHRISTCHURCH
Lecture Theatre Block,
Wallisdown Campus,
Bournemouth University. 7.30
pm. Roger Starling,
E rogerstarling593@btinternet.
com
26 September Wings
over Stonehenge where
the seeds of British military
air power were sown. Ted
Mustard.
24 October From first to
last a life in aviation. Peter
Hunt.
COVENTRY
Lecture Theatre ECG26,
Engineering and Computing
Building, Coventry University.

7.30 pm. Janet Owen, T +44
(0)2476 464079.
16 October Flight testing
in the university environment.
Dr Mike Bromfield, Coventry
University. John Boyd Dunlop
lecture.
CRANFIELD
Vincent Auditorium, Building
52, Cranfield University.
6.15 pm.
15 October Solar Orbiter.
Andy Whitehouse, Solar
Orbiter Programme Manager,
Astrium.
CRANWELL
RAF Cranwell. 7.30 pm.
7 October A history of
aircraft fatigue from Comet
to Dreamliner. Dr Andrew
Halfpenny.
FARNBOROUGH
Park Centre, BAE Systems,
Farnborough. 7.30 pm. Dr
Mike Philpot, T +44 (0)1252
614618.
10 September Title TBC.
Sir Gerald Howarth MP.
15 October Satellite
technology. Mike Healy,
Astrium.
GATWICK
Conference Rooms 1&2 at
CAA Safety Regulation Group,
Aviation House, Gatwick (next
to the Beehive). 6.30 pm. Don
Bates, T +44 (0)20 8654
1150.
11 September Volcanic
ash. Padhraic Kellerher, Head
of Airworthiness, CAA.
UNPARALLELED
PROFESSIONAL
NETWORKING
THROUGH
EVENTS AND
INVOLVEMENT
WITH THE
SOCIETYS 24
SPECIALIST
GROUPS AND 67
BRANCHES
A Tornado GR4 aircraft of 617 Squadron, Royal Air Force, flies high over its parent station of RAF Lossiemouth, Scotland.
SAC Kay-Marie Bingham, RAF/Crown copyright.
RAF Lossiemouth operations will be described by Gp Capt Ian Gale at the Highland Branch on 14 August.
HAMBURG
Hochschule fr Angewandte
Wissenschaften Hamburg,
Berliner Tor 5 (Neubau),
Hrsaal 01.12, 20099
Hamburg. 6 pm. Richard
Sanderson, T +49 (0)4167
92012.
24 October Future
freighter aircraft converted
passenger aircraft or dedicated
freighters? Lecture in German.
Dr-Ing Dieter Schmitt, formerly
Airbus. Joint lecture with
DGLR andVDI.
HATFIELD
University of Hertfordshire. 7
pm. Maurice James, T +44
(0)7958 775441.
25 September
Sophisticated small satellites
from Surrey. Dr Stuart Eves,
Lead Mission Concepts
Engineer, Surrey Satellite
Technology Ltd.
HEATHROW
Community Learning Centre,
Waterside, Harmondsworth.
6.15 pm. For security
purposes please contact
David Beaumont, E secretary.
raeslhr@gmail.com
12 September 100 years
of world-class aircraft from
Kingston upon Thames. David
Hassard.
10 October Subject TBC.
Keith Williams, CEO, British
Airways.
@aerosociety
HIGHLAND
The Gallery, Elgin Library.
7 pm. Alex Gray,
T +44 (0)1224 319464.
14 August RAF
Lossiemouth operational
activity today and in the near
future. Gp Capt Ian Gale. Elgin
Town Hall.
11 September North Sea
helicopter operations. Mike
Simon.
LOUGHBOROUGH
Room U020, Brockington
Building, Loughborough
University. 7.30 pm. Colin
Moss, T +44 (0)1509 239962
15 October F-35B JSF.
Graham Tomlinson, BAE
Systems Senior Pilot.
MANCHESTER
The Deanwater Hotel,
Wilmslow Road, Woodford.
7 pm. John Pedley, T +44
(0)161 653 7104.
18 September First flight
of ATP. Robby Robinson.
16 October F1 race car
aerodynamics. Steve Fenwick,
Senior CFD Aerodynamicist,
Lotus Cars. Newton Building,
Salford University.
OXFORD
The Magdalen Centre, Oxford
Science Park, Oxford. 7 pm.
Nigel Randall,
E oaktree.cottage@btinternet.
com
linkedin.com/raes
facebook.com/raes
17 September Survivable
loads on the pilot and the
crashworthiness of glider
cockpits. Dr Tony Segal.
PRESTON
Personnel and Conference
Centre, BAE Systems, Warton.
7.30 pm. Alan Matthews,
T +44 (0)1995 61470.
18 September FAAM
The Facility for Airborne
Atmospheric Measurements
Snoopys successor. Guy
Gratton, Head of FAAM and
Visiting Senior Research
Fellow at Brunel University.
9 October Greenbird
Land Yacht Speed Record.
George Seyfang, BAE Systems
(retired).
PRESTWICK
Aviator Suite, Terminal Building,
Prestwick International Airport.
7.30 pm. John Wragg, T +44
(0)1655 750270.
9 September Naval air
power in the 20th century and
beyond. David Bradley, Abertay
University.
14 October 55 years of
flying fun. Clive Rustin.
SEATTLE
William M Allen Theater,
Museum of Flight, 9404 East
Marginal Way, South Seattle,
Washington. 6.30 pm.
17 September Kenmore
Air. Craig ONeill, Director of
www.aerosociety.com
Marketing & Sales, Kenmore

Air.
SWINDON
The Montgomery Theatre,
The Defence Academy of
the United Kingdom, Joint
Services Command Staff
College, Shrivenham. 7 pm.
Colin Irvin, T (0)7740 136609.
2 October Flapping wing
technology. Dr Nathan Phillips.
SYDNEY
Sydney University, Shepherd
Street, Darlington. 6.30 pm.
E adkins@bigpond.net.au
28 August QF32 A380
over Singapore. Capt David
Evans.
18 September Sir Charles
Kingsford-Smith lecture. Ian
Thomas, President, Boeing
Australia. Club Burwood
(RSL), 96 Shaftesbury Road,
Burwood, Sydney.
YEOVILTON
Nuffield Bar, Little Yeovilton,
RNAS Yeovilton, Ilchester,
Somerset. 6.30 pm. Lt Mike
Harris, T +44 (0)1935
455122.
24 September Aerospace
in 2050. Prof Graham Roe.
Make sure your AeroSociety

contacts are up to date
Almost five years ago, the Societys website
domain changed from www.raes.org.uk to www.
aerosociety.com and, at the same time, all staff
members email addresses were updated
accordingly. We will soon be halting the
re-direction that is in place from the previous
website and email addresses so please check
the contact records you may have stored in
your address book and also that you have the
correct website bookmarked. If you have any
questions, please email raes@aerosociety.com
or call +44 (0)20 7670 4300.
AUGUST 2013
53
Afterburner
Corporate Partners
NEW PARTNERS
The Royal Aeronautical Society would like to
welcome the following as Corporate Partners.
SINGAPORE AIRLINES
Chiswick Park, Building 11, 566 Chiswick High
Road, London W4 5YS, UK
T +44 (0)20 8563 6767
E uk_feedback@singaporeair.com.sg
W www.singaporeair.com
Contact
Dominic Allen, Maintenance Manager London
Singapore Airlines is a global company dedicated
to providing air transportation services of the
highest quality and to maximising returns for the
benefit of its shareholders and employees.
Singapore Airlines has come a long way since
our founding in 1972, evolving from a regional
airline to one of the most respected travel brands
around the world. We fly one of the youngest
aircraft fleets in the world to destinations
spanning a network spread over six continents,
with the Singapore Girl as our internationallyrecognisable icon providing the high standards
of care and service that customers have come to
expect of us.
EVENTS
Please note: attendance at Corporate Partner Briefings is strictly
exclusive to staff of RAeS Corporate Partners. Unless otherwise
advised, registration for Corporate Partner Briefings is at 16.30 hrs.
Thursday 26 September 2013 / London
How does the UK maintain leadership in Air ISTAR?
Corporate Partner Briefing by Bob Delorge, Chief Executive & Managing
Director, Raytheon UK
Sponsored by Raytheon UK
Wednesday 16 October 2013 / London
CSeries and Bombardiers New Facility in Belfast
Corporate Partner Briefing by Michael Ryan, Vice President & General
Manager, Bombardier Aerospace
Sponsored by Bombardier
Thursday 21 November 2013 / London
Corporate Partner Briefing on Cyber Security
Richard Nethercott, VP of National Security, CGI
www.aerosociety.com/events
For further information, please contact Gail Ward
E gail.ward@aerosociety.com or T +44 (0)1491 629912
EUROPEAN TRAINING SIMULATION

ASSOCIATION
Crawford House, Hambleton Road, Denmead,
Waterlooville, Hampshire PO7 6NU, UK
T +44 (0)7722 234752
E admin@etsa.eu
W www.etsa.eu
Contact
Steve Wilkinson, ETSA Company Secretary
European Training and Simulation Association
(ETSA) represents the European training
and simulation community and provides an
environment for users and suppliers to exchange
opportunities, ideas, information and strategies
on training and simulation technology and
methodology. ETSA brings together all those
that have a professional interest in improving
the effectiveness of training and training-related
interoperability, standards and codes of practice.
It represents to governments and other users of
training and simulation the non-partisan business
interests of the industry.
ETSA exists to promote effective efficient
training, and the use of modelling and simulation,
for the benefit of providers, practitioners and
users.
54
SYSTEMS CONSULTANTS SERVICES LTD

Arlington House, 1025 Arlington Business Park,
Theale, Reading, Berkshire RG7 4SA, UK
T +44 (0)118 909 0200
E info@scs-ltd.co.uk
W www.scs-ltd.co.uk
Contact
Bill Bird
Contact:
Simon Levy
Corporate Partner Manager
E simon.levy@aerosociety.com
T +44 (0)20 7670 4346
SCS provides expert advice and services to public

and private sector customers in the defence and
security markets. SCS has deep expertise across
a broad range of delivery areas, including safety
and regulatory, training, complex systems and
engineering support and support to operations.
SCS provides technical support services
to the Defence Equipment and Support
Organisation, building an extensive corporate
knowledge of air platform designs at both the
whole aircraft and sub-system level, Continued
and Continuing Airworthiness, Production and
Sustainment Policy, Process, Procedure, People
and Products, delivered by suitably qualified and
experienced persons (SQEP).
SCS also supports major defence exercises
at the strategic/command post levels, and has
provided these services to the Permanent Joint
HQ for a number of years.
Society News
NATS SWANWICK
NATS aims to
deliver a further
120m of savings
On 20 June, 15 members of the Boscombe Down
Branch of the Royal Aeronautical Society were
privileged to partake in a guided visit of the NATS
Swanwick Control Centre. The centres operation
room opened in 2002 (combining the London Area
Control Centre, London Terminal Centre and the
Military Air Traffic Control) and manages en route
traffic in the London Flight Information Region,
which includes en route airspace over England and
Wales up to the Scottish border and also traffic
below 24,500ft flying to or from Londons airports.
This area, one of the busiest in Europe, extends
south-east towards the coast, west towards Bristol
and north to near Birmingham. The military controllers provide services to civil and military aircraft
operating outside controlled airspace and work
closely with civilian controllers to ensure safe
co-ordination of traffic.
Within the building itself, we were greeted by a
large screen presenting information and
statistics about NATS. UK airspace only covers 11%
of European airspace but it handles 25% of Europes
air traffic. The Swanwick centre alone handles a
staggering 19m flights per year, with flights peaking
at 8,500 per day. NATS impressively boasts to have
reduced the average flight delay from 130 seconds
to a mere 16 seconds over the ten-year period
since Swanwick became operational, to the benefit
of passengers and airlines alike. Another impressive
statistic has been achieved through the introduction
of NATS intelligent future area control tools (iFACTS)
which enhances safety nets and also simplifies
the task of allowing continuous climb departures,
continuous descents, as well as most direct point-topoint routeings. In 2012 this allowed measurable fuel
efficiency savings of 25,000 tonnes (worth 17m)
and NATS aims to deliver a further 120m of savings
to the airlines over the next three years.
@aerosociety
linkedin.com/raes
facebook.com/raes
So what does it take to be an Air Traffic Controller? From an initial batch of 3,000 applicants, after
initial computer-based aptitude tests, scenariobased examination and initial interviews, only 25
will be selected to undertake three years of training
at the NATS ATC training college, of which only 20
will be successful and gain full validation. If you are
successful, the career rewards are substantial; a six
figure salary was stated as not being uncommon,
with working shift patterns of six days on followed
by four days off. According to our host, another
benefit is that at the end of your shift you do not
take any stress home with you. He went on to say
that the job is very low stress; although this is
presumably down to the type of person recruited
rather than the job itself. Testament to this concept
can be seen when looking out of the observation
windows on to the operations room below, far from
being a buzzing room of pandemonium with people
running all over the place like headless chickens,
the scene below was one of complete calm and
professionalism.
At the end of the visit we had a Q&A session,
where many questions were asked, such as: What
happens to the centre in the event of a fire? How
did the controllers handle the changes to UK
airspace during the London 2012 Olympic Games?
How are interactions between the controllers and
the aircraft Traffic Alert and Collision Avoidance
System handled?
Overall, the visit was a great success and thoroughly enjoyed by all. We left Swanwick confident
that, despite the density of air traffic over the south
of the UK, next time we take a commercial flight our
safety will be largely in the hands of a professional
and world-class air traffic management service
provider.
To find out more about the Boscombe Down
Branch and what we have to offer, please visit:
http://www.boscombedownraes.org.
Marc Sheridan
MRAeS
Treasurer, RAeS Boscombe Down Branch
E treasurer@boscombedownraes.org
www.aerosociety.com
Top: The Boscombe Down

Branch outside NATS
Swanwick.
Above: The NATS Swanwick
site is surrounded by
woodland and is located
adjacent to the Swanwick
Lakes nature reserve. The
gate guardian is a Harrier
GR3. david.nikonvscanon.
Below: Inside NATS
Swanwick Ops Room. NATS.
AUGUST 2013
55
Elections
FELLOWS
Gerard Brachet
Martin Clark
Richard Day
Mark Deaney
Gordon Evans
Jeffrey Forsbrey
Angela Gittens
Peter Hoffman
Scott McLarty
Alison McMillan
Michael Murray
Philip Osborn
John Price
Grandhi Rao
Ted Richards
Vladimir Shibaev
Alan Siddoway
Robert Stirling
Christopher Wilson
AFFILIATES
Anthony Favaloro
Christopher Baecher
Daniel Hughes
David Greves
Denis Caraire
Edmund Acheson
Jo-Anne Hume
John Molloy
Kurt Grant
Leata Alaimoana
Marian Tomsa
Nicholas Maitland
Paul Woodward
Peter-Jon Solomon
Richard Grant
Richard Mumford
Robert Calladine
Timothy Durkin
SOCIETY OFFICERS
APPRENTICE
AFFILIATES
David Suttie
President: Jenny Body

President-Elect: Air Cdre Bill Tyack
E-ASSOCIATES
BOARD CHAIRMEN
Muhammad Atiq Arshad

Pauly Barratt
Liam Crosbie
Andrew Forrest
Timothy Milne
Luke OBrien
George Thomas
John Walker
Timothy West
Audit and Compliance Chairman:

Prof David Allerton
Learned Society Chairman: Prof Graham Roe
Membership Services Chairman:
Martin Broadhurst
Professional Standards Chairman:
Prof Chris Atkin
DIVISION PRESIDENTS
STUDENT AFFILIATES
Australia: Air Cdre Noel G Schmidt

New Zealand: Gp Capt Frank Sharp
Pakistan: AM Salim Arshad
South African: Prof Laurent Dala
Ruari Brooker
Harry Miller
Adam Philo
Timothy Tanko
MEMBERS
Peter Austin
Charles King
Geraint Laidlaw-Wilson
Iain Thomson
ASSOCIATES
Jonathan Harries
Anas Hassan
Aaron Kabasobokwe
Roger Laguia Barnola
Jack Mellor
Andrew Milligan
Rajesh Odedra
David Oliver
Thomas Pitts
Emile Raya
Adam Todd
56
Vintage Aviation
Posters
Visitors to The Hub building in which the National
Aerospace Library at Farnborough is located can
now view reproductions (40 inch Box Canvas Prints)
of original posters held in the Librarys archives,
displayed along the corridor leading from the Library
to The Aviators caf bar.
A wide range of giftware items and poster/print
reproductions of over 440 vintage colour aviation
posters/magazine covers/air show programmes/
airline timetables/decorative book covers etc.
c.1909-1939 held in the archives of the NAL can
be ordered via the following website:
www.aerosociety.com/printsandposters
The NAL holds probably one of the finest
archives of early ballooning material of its kind
in the world and, via the website, can be viewed
238 images of 18th and 19th century ballooning
lithographs and posters which represents a wide
selection of its pre-eminent collection.
The website has been produced in collaboration
with the Mary Evans Picture Library (www.
maryevans.com) through whom these images can
be licensed for reproduction in books, magazines,
advertising and other media.
For any enquiries regarding this material, please
contact the Librarians at Farnborough
(T +44 (0)1252 701038/701060;
E hublibrary@aerosociety.com)
Paul Bailey.
ASSOCIATE
MEMBERS
NATIONAL AEROSPACE LIBRARY
Christine Woodward.
Philip Bircham
Christopher (Mike)
Boyle
Jaime Gonzalez Solari
Peter Griffin
David Hammond
Mohsin Khan
Peter Lipsett
Scott MacLeod
Tristan McMillan
Yeow Wei Pang
Malcolm Welsby
Robert Westerberg
Adrian Woolven
Zdenek Zaruba
WITH REGRET
The RAeS announces with regret the deaths of the
following members:
Capt Arthur Rodney Cane FRAeS 62
Prof John Frederick Clarke CEng FRAeS 86
Alan James Daley IEng FRAeS 75
Eutelsat keeps on the high ground
Edward David Frith FRAeS 79

Richard Alan Jones CEng MRAeS 39
Alan Norman Knowles CEng MRAeS 90
Prof Martin Vincent Lowson FREng FRAeS 75
John Yeates Mann CEng FRAeS 87
Frank Surgenor Reford CEng FRAeS 69
Prof John Leslie Stollery CBE FREng HonFRAeS
83
David Harold John Symons MBE IEng AMRAeS
84
Philip Walter Syms FRAeS 83
John P Townsend IEng AMRAeS 87
ADVERTISING
To advertise in any of the Royal
Aeronautical Societys publications,
website or e-media please contact:
Emma Bossom
T +44 (0)20 7670 4342
E emma.bossom@aerosociety.com
Thirty years of Europes commercial telecom satellites were celebrated at

No.4HP on 28 June. Stephen Glynn described the success story that is
Eutelsat, which has grown to become one of the largest commercial satellite
operators in the world. He outlined the path from the single ECS-1 satellite
launched on 16 June 1983 to the 31 satellites currently operated by the
organisation, resulting in annual revenues of 12bn and a staff complement of
780, mainly at the HQ in Paris.
Another part of the story is how Eutelsat, more than any other organisation,
has helped strengthen and sustain two suppliers of telecom satellites in Europe
Astrium and Thales Alenia Space. Eutelsat has also favoured the use of
Europes Ariane family of launch vehicles, with occasional use of American and
other rockets in order to avoid being totally dependent on a single supplier.
Originally set up as an international treaty organisation, Eutelsat was eventually privatised leading to an Initial Public Offering (IPO) in 2005. Its business
has, in recent years, been buttressed by the growth of high definition TV, with 3D
and ultra-high definition TV at the demonstration stage.
Its latest Ka-sat satellite illuminates Europe with a matrix of 82 spot beams.
The radio spectrum is re-used in non-adjacent spot beams resulting in the
satellite being able to support a total throughput of 70Gbps. Eutelsats fleet of
satellites stretches across more than half of the equatorial geostationary arc
(35,000km high) from 15 W to 172 E, allowing the delivery of services to
much of Asia, Africa, South America and the east coast of North America, as
well as Europe.
Looking to the future, he envisages Eutelsat continuing to rely on satellites
in geostationary orbit, rather than the low Earth orbits (~1,000km high) used by
some other operators. As concerns the satellites themselves, he outlined trends
towards larger satellites continuing on from Ka-sat and smaller but more flexible
satellites that can adapt to changing market conditions.
Pat Norris
FRAeS
RAeS RECEPTION AT THE PARIS AIR SHOW
During the Paris Air Show, the Paris Branch once

again hosted a champagne breakfast reception
at the Salon International de lAeronautique et de
lEspace (SIAE) chalet. The opportunity was taken
to promote the Societys new members magazine,
AEROSPACE. Here Simon Luxmoore, far right,
shows the June issue to Peter Hall, Public Relations
Manager, Messier-Bugatti-Dowty.
@aerosociety
linkedin.com/raes
facebook.com/raes
www.aerosociety.com
AUGUST 2013
57
The Last Word

COMMENTARY FROM
Professor Keith Hayward
RAeS Head of Research
The Entente Aerospatiale:

time for action
GIVEN
THAT BOTH
COUNTRIES
WILL NEED TO
MAKE SAVINGS
IN DEFENCE,
THERE IS STILL
A POWERFUL
CASE FOR
WORKING MORE
EFFICIENTLY
TOGETHER
ON MILITARY
AEROSPACE
PROGRAMMES
For as long as I can remember, American

officials have been moaning about European
unwillingness to spend money on defence.
True enough, and what the continent does
spend it does so very inefficiently. Moreover,
when there is a need to use the stuff, there
always seem to be reluctance on the part of
somebody to commit their share of capability.
In this context, the Anglo-French axis has emerged
as a critical element in developing European defence
capabilities. Although there are still differences in
emphasis especially in respect of the role of NATO
London and Paris are the most ready to act in
defence of European security interests.
The Lancaster House Agreement
Co-operation in a material sense was underpinned
by the 2010 Lancaster House agreement. This
included commitments on joint procurement. But
effective collaboration needs substantive activity,
and financial realities may yet undermine AngloFrench aspirations. Budgetary austerity haunts both
sides of the Channel, but especially so in France,
where the government may struggle to fund its
share of a new anti-ship airborne missile.
There is also the question of what to do about
unmanned systems, one of the central points
of the Lancaster House accord. Work on the
Telemos project has stalled, although a decision
is imminent on how (or if) to proceed with a more
advanced UCAV joint development, in effect the
leading contender to meet the UK Future Combat
Aerospace System outline requirement.
Given that both countries will need to make
savings in defence, there is still a powerful case
for working more efficiently together on military
aerospace programmes. A strong Anglo-French
axis could drive reform in the way collaborative
programmes are organised and work shares
allocated. They would still have to address German
and Italian concerns but a series of bilateral joint
initiatives strongly supported would contain an

element of fait accompli to shape wider European
efforts.
Differences still remain
Despite the putative Entente Aerospatiale there
are still issues that divide the two countries.
Britains links with the US places its industry in a
very different medium-term environment; the F-35
offers security of production if not the highest
level of technology, and certainly not the way to
maintain central design integration skills. Rafale
competes with Typhoon for immediate business.
And while the UK is thinking about privatising its
procurement agency, the French government is in
a tangle over its control (or lack of control) over
its defence industrial base, despite, or perhaps
because of, its continuing shareholding in key firms.
In principle, this latter dichotomy should not prevent
co-operation, but it does suggest continuing,
fundamental differences about how to handle
defence industrial and procurement questions,
which might in the future give rise to difficulties
about, for example, transatlantic defence trade.
But action is needed and soon
However, both countries need urgently to address
an emerging threat to vital defence aerospace
capabilities. The Royal Aeronautical Society and the
French Academy of Air and Space have both called
for commitments to a future generation of combat
platforms or at least the technology to support
new concepts in particular the need to start a full
UCAV development programme.
A recent conference in Paris sponsored by the
Academy underlined the seriousness of the threat
and outlined possible avenues to meet it. The threat
to leading-edge design teams is imminent and
the time for talking about launching a coherent
programme to support a vital element of European
aerospace is pretty well exhausted.
See Cour des comptes, Les faiblesses de ltat actionnaire dentreprises industrielles de dfense, http://www.ccomptes.fr/Actualites/A-la-une/Les-faiblesses-de-l-Etat-actionnaire-d-entreprises-industrielles-de-defense
58
UAS Conference
UNMANNED AVIATION:
CHALLENGES FOR GROWTH
UPSET PREVENTION, RECOGNITION

& RECOVERY TRAINING
LONDON / 16 - 17 SEPTEMBER 2013
8TH ANNUAL INTERNATIONAL FLIGHT CREW TRAINING

CONFERENCE
This years annual UAS

Conference focuses on
the successes already
accomplished in getting to a
European Remotely Piloted
Aircraft System (RPAS)
Roadmap covering all 27
member states, developed by
the European RPAS Steering
Group.
LONDON / 25 - 26 SEPTEMBER 2013

The 2013 Conference will
examine and discuss the
challenges of upset prevention
and recovery training.
The Conference will address
the remaining challenges
in training programmes
and processes from the
perspectives of aircraft
operators, makers and users
of training systems, training
providers, researchers and
regulators.
With a timeframe stretching

out to 2028 there is much still
to happen for the European
UAS industry to emerge into a
more secure and sustainable
future.
Sponsored by
The conference includes an Innovation Award for student RAeS members
Sponsored by:
A S I A
P A C I F I C
A I R L I N E
T R A I N I N G
S Y M P O S I U M
Presidents Conference
AEROSPACE TECHNOLOGY:
THE ROAD AHEAD
LONDON / 22 OCTOBER 2013
Technology and its
implementation continues to
be the key differentiator for
aerospace.
This conference aims to be
the premier conference for
the international aerospace
community. It will draw on
expertise from other sectors
and address the strategic
challenges, consider changes
to current philosophies and
set out a vision for the future.
Celebrating the presidential year of Jenny Body OBE, the
2013 Presidents Conference will inaugurate an exciting
new series of annual conferences by examining how
aerospace technology may best be fitted for the future.
Conference By:
Shaping the future of airline

training for the region
1718 September 2013
Centara Grand Convention Centre
Bangkok, Thailand
REGISTER NOW
EARLY BIRD
RATES END 31 JULY
For more information, visit
halldale.com/apats
Platinum Sponsor:
Gold Sponsor:
June 2013 marks 75 years of Boeings partnership

with the UK. Were proud of what we have built
together and we will continue to rely on our UK
partners customers, employees, suppliers
and researchers as we innovate for our shared
future. As Boeing continues to deliver aircraft to
UK airlines and remains a committed supporter
of the UKs Armed Forces, we cant think of a
better place to grow. Together, well soar even
higher in the next 75 years. Learn more at
www.boeing.co.uk

Raes August2013 Aerospace 1308

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Elegant setting for

A choice of stylish rooms

No.4 Hamilton Place is a classic Edwardian building which has an

Excellent service with

Capacity for 10 - 300 guests

No.4 Hamilton Place, London W1J 7BQ

The 21st Century

Flying for your lives

20 Awaiting the pilot

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AEROSPACE / AUGUST 2013

Electric VTOL dreams

Siberian chopper crash

fire after crashing in the

Tiger changes its stripes

safely with180 injured.

NTSB stated that the 777

Asian budget carrier Tiger

for customers. as well

Reaction Engines gets

AEROSPACE / AUGUST 2013

Cessna has begun

The European Commission

Five people, including

travellers and will take over

First Italian spacewalk

grapple bars delivered by

BAE to upgrade RAAF Hawks

control multiple types of

The Royal Navy has chosen

The Australian Transport

AEROSPACE AIR TRANSPORT

the incident was caused by

The President of Bolivias

Edward Snowden was

Double delivery delight for BA

The Russian Kondor E-1

system in the NASA

The Terrafugia Transition

Thai Airways will now delay

Pratt & Whitney has

BAE Systems has reported

AEROSPACE / AUGUST 2013

of Typhoon with Raytheons

Impulse has completed

North America to Thailand.

France to buy Reapers in

The package also includes

400 not out for Phenom

EC releases UAV roadmap

the integration of civil

current ban on using such

Saad Hammand, formerly

become the new VP

has been in charge for the

AEROSPACE / AUGUST 2013