JANUARY 2023

AIRBUS SUMMIT
FLRAA DOWNSELECT
SWIFT AIRCRAFT

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187 Research papers are solicited on all aspects
January 2022

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January 2023

EDITORIAL Contents
Seizing the initiative on contrails Regulars
It is welcome news that the importance of sustainability in safeguarding 4 Radome 12 Transmission
the future of aviation (and, of course, the wider planet) is now gaining The latest aviation and Your letters, emails, tweets
aeronautical intelligence, and other social media
momentum across the globe with the industry coming together on the analysis and comment. feedback.
path to decarbonisation. Regular readers will already be aware of the
11 Pushing the Envelope 58 The Last Word
groundbreaking work by the RAeS Greener by Design Group, with key
Rob Coppinger discusses Keith Hayward looks at the
contributions from the late Dr John Green, which turned its attention to NASA’s inflatable return to the Moon some 50
the non-CO2 impact of aviation and the challenge of persistent contrails. decelerators that will allow years after mankind last left
Reducing or mitigating a tiny fraction of contrails that warm the planet payloads to land on Mars. the lunar surface.
by having small numbers of airliners reroute to avoid them, would be ‘low
hanging fruit,’ argued Dr Green and would deliver a massive reduction in Features
the impact of aviation on climate change for minimal cost and be achievable 14 Airbus – the view from 30 The importance of
the summit being early
almost overnight. Though, some argue, more research is needed, this idea
November’s Airbus Summit EgyptAir Flight MS804 was
is now spreading more widely with the news that Delta Air Lines and MIT highlighted progress towards lost in 2016, but six years
are also to study the impact of non-CO2 emissions and persistent contrails. sustainable aviation. later no accident report has
yet been published. Why?
However, in the UK, Whitehall seems strangely reluctant to prioritise a pilot

Bell
project on contrail reduction. Quizzed by AEROSPACE on fast-tracking this, 18

Swift Aircraft
at the recent Airbus Summit (p14), Ben Smith, Director of Aviation, UK DfT
32
admitted that, while non-CO2 emissions were “one of the key policy areas
we want to take forward as part of the Jet Zero strategy [there was] quite
a big package of different measures and we would be now moving quickly Valor resonates with US Army
into how we prioritise and take forward the measures contained in it,” The US Army’s Black Hawk Swift progress
replacement programme The former RAF Coltishall
suggesting there is still some bureaucratic lag between words and action. is set to become a hive of
selects the Bell V-280 Valor.
Although this is a race to save the planet, rather than be ‘first’, it would be activity as the Swift training
sad to see the UK, having done the homework on non-CO2 impact, pipped aircraft moves towards
24 Turbulence ahead a maiden flight. Could it
at the post by countries now surging ahead and putting it into action. Will What does the ‘great become the RAF’s next ab
the UK be left behind on this? resignation’ mean for an initio trainer?
industry navigating today’s
aviation talent landscape?
38

Charlotte Bailey
Tim Robinson FRAeS, Editor-in-Chief
Virgin Orbit

tim.robinson@aerosociety.com @RAeSTimR
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Editorial Office
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 Blueprint
INTELLIGENCE / ANALYSIS / COMMENT

Fuel cell
In the fuel cell, hydrogen and oxygen
react to produce electricity and water. The
Proton Exchange Membrane (PEM) cells
are connected in their hundreds to create
a stack which are then combined into
Propeller ‘channels’ to produce megawatt levels of
power.
The concept model
revealed an eight-bladed
scimitar propeller which
Airbus Helicopters is
assisting in developing.
Potential applications
include Airbus’
six-engine pod ZEROe
concept or a regional
turboprop-class airliner.

Electric motor
DC power from the fuel cell is converted into
AC by inverters. This is then used to drive
an electric motor and, through a reduction
gearbox, the propeller. Airbus is aiming at a
2MW power system for its 100-seat 1,000nm
range ZEROe airliner.
Airbus

4 AEROSPACE
Hydrogen tank Clean exhaust
Hydrogen from a fuel tank is supplied to the
fuel cell with oxygen. The only by-product of a
hydrogen fuel cell engine is
water. This year, Airbus is set
to study the effect of contrails
produced by hydrogen-
powered engines under its
Blue Condor project.

Thermal management
Heat from the fuel cell is dissipated via the
cooling system and heat exchangers.

AEROSPACE

Airbus reveals fuel cell engine

At the Airbus Summit in November (see p14) the company revealed it was now working on a zero-
emission hydrogen fuel cell engine as part of its ZEROe future airliner initiative. The fuel cells, which
were co-developed under the Aerostack joint venture formed with ElringKlinger in 2020, are now
undergoing testing at Airbus’ e-aircraft facility in Otterbrunn, Munich, in an ‘Iron Pod’ test centre,
where ground tests will continue until the end of this year. Set to be flight tested aboard an A380
demonstrator, the engine is one of the potential solutions for ZEROe, intended to enter service in 2030.

JANUARY 2023 5
 Radome
AIR TRANSPORT AEROSPACE

Ryanair to accelerate Last-ever 747 rolled out

uptake of SAF

Europe’s largest airline,
low-cost carrier Ryanair,
has signed an agreement
with Shell to advance
the rollout of sustainable
aviation fuel (SAF)
across its 200 bases.
The agreement will see
Ryanair potentially get
access to 360,000t of
SAF between 2025 and
2030 with the goal of
saving 900,000t of CO2
emissions.
Boeing
The SAF itself will come
from “multiple different
technology pathways
and a broad range of
sustainable feedstocks,”
according to the two
companies. Ryanair,
meanwhile, is aiming
to achieve 12.5% SAF
by 2030 and net zero
emissions by 2050, with On 6 December, after 54 years of production, the last-ever Boeing 747 was rolled out
the latest agreement with from the company’s factory in Everett, Washington State. The last airframe, a 747-8F, is
Shell providing around destined for cargo airline, Atlas Air, and is set to be handed over in early 2023. Since
20% of its 2030 goal. production began, 1,574 jumbo jets have been built.

UKRAINE CONFLICT
DEFENCE DEFENCE

Ukraine strikes bomber air bases UK to supply Sea Kings

deep in Russia to Ukraine
MAXAR

The UK’s Defence to be supplied by Britain

Secretary, Ben Wallace,
has revealed that the UK
will supply three surplus
Sea King helicopters to
In early December two Russian airbases were struck in apparent long-range drone Ukraine for use in the
strikes by Ukraine. Engels-2 airbase, located in Saratov Oblast, is just 400km from SAR role. Crews and
Moscow and roughly 700km from the border with Ukraine. It is home to the 121st maintainers have already
and 184th Heavy Bomber Aviation Regiments, operating Tu-160M Blackjack and been trained in the UK, with
Tu-95M Bear bombers respectively, and has been used to launch Kh-101 cruise the first Sea King already
missile strikes. The large explosion occurred on the morning of 5 December with delivered. The transfer of
early reports suggesting three people were killed, six wounded and two aircraft were the Sea Kings to Ukraine
damaged. Another explosion hit a military airbase near the city of Ryazan.
is the first piloted aircraft
to Kyiv since the onset of
hostilities.
 Meanwhile, Russian
forces are set to resume
strikes on Ukraine’s critical
infrastructure with Iranian-
built loitering drones after
a pause of around three
weeks to replenish stocks
and also to adapt the
armed UAVs to the cold
winter weather.

NEWS IN BRIEF
Marshall Aerospace and
Defence Group will be
vacating Cambridge Airport
by 2030 and has signed
an option to lease land at
Cranfield. A final decision
on a new location has
not been made but it is
expected that a planning
application for the new
facility will be submitted
early in 2023.
European low-cost carrier
easyJet has unveiled a
new recruitment drive
aimed at encouraging
over-45s to join as cabin
crew. The airline has
already seen a 27%
increase in new cabin
crew over the age of 45
in the past four years,
with a 30% increase in
those over 60 in the past
year. The airline says
older cabin crew bring a
‘‘wealth of life experience
and transferable skills.”
Dassault Chairman
and CEO Éric Trappier
announced on 1
December that the
company had finally
reached an industrial
agreement with Airbus
on the next-generation
fighter aircraft (NGF), a
key component of FCAS
after two weeks of on-off
reports. “We have an
agreement with Airbus,”
Trappier said.
On 11 December, a
SpaceX Falcon 9 rocket
launched from Cape
Canaveral carrying the
UAE’s Rashid Rover –
the first Arab mission to
the Moon. If successful,
Rashid Rover, to be landed
on the lunar surface by
the Japanese HAKUTO-R
lander, will make the UAE
the fourth country to land
on the Moon after the US,
Russia and China.
According to the General
Aviation Manufacturers
Association (GAMA),
deliveries of GA aircraft
rose in the third quarter
of 2022. Total aeroplane
shipments rose 6.7%
and total rotorcraft
shipments increased
6.3%, compared to the
same period last year.
Total aeroplane billings
rose 4.8% to $14.1bn and
helicopter sales revenue
went up 5.3% to $2.6bn.
The piston-powered
aeroplane segment saw
the largest overall increase
(8.8%) with 1,012 aircraft
delivered.
French-based H3
Dynamics has conducted
the first flights with its

6 AEROSPACE
GENERAL AVIATION
1930s style Speedster for a
new generation
Colorado-based Timber
Tiger Aircraft, best known
for its kit-built scale
replica of the Ryan STA,
has announced plans to
create a 1930s inspired
two-seat homebuilt. The
Speedster is expected to
have an empty weight of
less than 1,000lb, a gross
weight of around 1,800lb
and has been designed
to be powered by 125-
180hp engines. It will be
SPACEFLIGHT
ESA names new members of
astronaut corps
The European Space Agency (ESA) has revealed its new cadre of 17 astronauts.
Divided into full-time career and reserve astronauts, the intake of nine men and eight
women also features the first parastronaut, British paralympian John McFall who will
investigate human spaceflight for those with disabilities.
hydrogen propulsion
nacelle technology
mounted on a sub-scale
prototype. The system
places hydrogen and
smaller fuel cells across
a series of collaborative
propulsion nacelles
under the wings, avoiding
the need to store large
amounts of gas or liquid
hydrogen inside the main
fuselage.
As AEROSPACE goes to
press in mid-December,
Air India is tipped to
stressed to +6/-3G and
have a cruise speed of
around 145kt. Unusually, it
will be available with either
a taildragger or tricycle
landing gear and kits will
cost between $25,000
and $55,000 depending
on options. Expected cost
to complete is $60,000
to $85,000. The company
aims to have a flying
prototype ready to exhibit
at Oshkosh in July 2023.
announce a giant order
which could include
up to 150 Boeing 737
MAXs and 50-100 Airbus
A350s as part of a fleet
upgrade strategy.
The UK RAF has axed
plans to buy additonal
Airbus A400 military
transports beyond the
contracted 22 as being
unaffordable. Separately,
it has been revealed that
the delivery of the first
Boeing E-7 Wedgetail
AEW&C aircraft to the
DEFENCE
UK, Japan and Italy unveil Global
Combat Air Programme
On 9 December, it was announced that the UK and Italy are to merge their Tempest future
fighter programme with that of Japan’s F-X to create a new Global Combat Air Programme.
(GCAP), with the goal of the three nations jointly developing a next-generation combat air
platform to enter service by 2035.
ESA
RAF has now slipped to
2024.
At a high-level ESA
Council Meeting at
Ministerial level in Paris,
ESA member nations
agreed to funding of
€16.9bn for the next three
years. The funding includes
support for ISS operations,
EL3 lunar cargo and the
ExoMars programme.
Bombardier has officially
opened its expanded
MRO and service centre
BAE Systems
AEROSPACE
R-R claims world-first in
hydrogen engine run
Rolls-Royce, in aircraft engine. Green
partnership with budget hydrogen for the tests
airline easyJet, has was supplied by EMEC
successfully conducted (European Marine Energy
ground testing of what Centre), generated using
they refer to as the renewable energy at its
world’s first modern hydrogen production and
aero engine to run on tidal test facility on Eday
hydrogen fuel. The in the Orkney Islands,
ground run took place UK. The team now plans
at a test facility at MoD a second phase with an
Boscombe Down using all-up ground test using
a converted Rolls-Royce a Rolls-Royce Pearl 15
AE 2100A turboprop turbofan engine.
at London Biggin Hill November. The assembly
Airport, making it the was completed at
largest business aviation Lockheed Martin’s Skunk
maintenance facility in Works facility in Palmdale,
the UK. The footprint California, and the aircraft
has been doubled to remains on schedule for a
250,000sq ft while a new maiden flight in early 2023.
hangar can accommodate
14 Global bizjets at the The EU says it will now
same time. allow airline passengers
to use their 5G mobile
NASA installed the phones while in flight and
General Electric F414- has assigned frequencies
GE-100 powerplant in the it says will not interfere
X-59 Quiet SuperSonic with critical avionics
Technology (QueSST) functions. No date has yet
research aircraft in mid- been set for rollout.
JANUARY 2023 7
 Radome
SPACEFLIGHT
Orion splashes down after United places record Dreamliner order
translunar flight
On 11 December, NASA’s
uncrewed Orion capsule
splashed down in the
Pacific Ocean off the coast
of Baja, California. The
landing was the culmination
of the Artemis 1 test flight,
which saw Orion, which
was launched by the SLS
rocket from Cape Canaveral
on 16 November, travel the
furthest away (270,000
miles) from the Earth by a
human-rated spacecraft with
DEFENCE
B-21 comes out of the black
On 2 December the US unveiled its first strategic bomber in over three decades when
the Northrop Grumman B-21 Raider was unveiled at the company’s Plant 42, Palmdale,
California. Six airframes are already being built and the USAF intends to acquire around
100 of these next-generation stealth aircraft which will replace B-1s and B-2s in the
US bomber fleet.
NEWS IN BRIEF
Speaking on national
radio, Colombia’s Defence
Minister, Ivan Velasquez,
revealed that the country
is evaluating the Saab
Gripen fighter as a
replacement for its current
Kfir fighters, which are due
to retire in 2023.
The historic first launch
of a satellite from UK
soil using Virgin Orbit’s
horizontal launch system
from Cornwall has been
delayed. It was revealed
that a launch attempt set
8 AEROSPACE
a translunar flight around the
Moon. The capsule touched
down 50 years after the
last splashdown by the last
Apollo mission – with Apollo
17 returning to Earth on
19 December 1972. The
next scheduled test flight,
Artemis-2, will see astronauts
flown aboard Orion in late
2024, with the following
one, Artemis-3, the planned
human landing on the Moon,
in late 2025 or 2026.
for 14 December had
been scrubbed due to
technical and regulatory
issues. As AEROSPACE
goes to press in mid
December a new date has
not yet been announced.
Ampaire’s hybrid-electric
Eco Caravan performed
its maiden flight from
Camarillo, California,
on 18 November. It is
powered by a 550hp
RED Aircraft AO3 V12
diesel (burning SAF)
to provide the base
power and Ampaire’s
AIR TRANSPORT
On 13 December, United Airlines announced an order for 100 787 Dreamliners, the
largest ever 787 order in history – along with options for a further 100. It has also firmed
up orders for 100 737 MAX airliners, exercising options for 44 and with 56 new orders.
At list prices the order for 200 aircraft is worth about $43bn.
USAF
electrical system to add
peak power, battery and
charging system. The
aircraft was airborne
for 33 minutes with test
pilot Elliot Seguin at the
controls. Ampaire says
the Eco Caravan will
be the first electrified
regional aircraft to enter
commercial service and
is aiming for certification
in 2024.
Boom Supersonic
has announced the
engine partners who
will develop and supply
AEROSPACE
Water injection engine
given boost
A conglomerate of aerospace
firms is collaborating to
develop hybrid-electric and
water-enhanced turbofan
technology for future airliner
propulsion. The Sustainable
Water-Injecting Turbofan
Comprising Hybrid-Electrics
(SWITCH) project will seek to
combine the MTU-led Water-
Enhanced Turbofan (WET)
and hybrid-electric propulsion
with the existing architecture
of Pratt & Whitney’s Geared
the powerplants for
its Overture Mach 1.7
airliner. The companies
are Florida Turbine
Technologies, a sub-unit
of drone developer
Kratos Defense &
Security Solutions, GE
Additive and MRO firm
StandardAero. Florida
Turbine Technologies
will reportedly lead the
design effort. Boom
has turned to these
suppliers after the aero-
engine OEMs, including
GE, Pratt & Whitney,
Rolls-Royce and Safran
Boeing
Turbofan (GTF). The planned
powertrain will be able to
run on SAF and will also be
developed to be ready-to-use
hydrogen fuel in the future.
MTU Aero Engines, Pratt &
Whitney, Collins Aerospace,
Airbus and GKN Aerospace
said that work backed by the
EU’s Clean Aviation aims to
increase fuel efficiency and
reduce CO2 emissions from
short and medium-range
airliners by up to 25%.
backed away from the
project.
UK cargo airline
CargoLogicAir (CLA) has
entered administration
as a result of Western
sanctions imposed on
Russian-businesses in
the wake of Moscow’s
invasion of Ukraine. CLA’s
majority shareholder,
Alexey Isaykin, who was
previously president of
Russia’s Volga-Dnepr
group had been targeted
by UK government
sanctions. The effect was
AEROSPACE DEFENCE

Embraer hones in on Energia concepts FLRAA awarded to Bell V-280

Valor

Embraer
The US Pentagon has rotary-wing procurement in
downselected the Bell four decades. The V-280
V-280 Valor tiltrotor as first took to the air in
its replacement for the December 2017, and flew
ubiquitous UH-60 Black over 214hrs and reached
Hawk utility helicopter, a speed of 305kt during
of which there are the fly-off between the two
approximately 2,000 in FLRAA contenders. The
US Army service. The next phase will see Bell
V-280 beat a rival bid deliver Valor prototypes to
Brazil’s Embraer has revealed more details of two out of the four Energia family of future from Boeing/Sikorsky’s the US Army by 2025, with
airliner concepts it announced in 2021. It is now focusing on two concepts - a hybrid- coaxial Defiant to secure the goal of an in-service
electric 19-seater and a hydrogen fuel cell 19-seater, with rear-mounted engines, clean the Future Long-Range date of 2030. (See ‘Valor
wing and T-tails. Both could be upsized to 30 seats with the hybrid-electric version available Assault Aircraft (FLRAA), resonates wth US Army’
by 2030 and the hydrogen fuell cell variant five years later. the US Army’s largest p18).

AIR TRANSPORT GENERAL AVIATION

First C919 delivered to Electric R44 goes cross-country

China Eastern

On 9 December, Chinese
manufacturer COMAC
delivered the first C919
narrowbody airliner to launch
customer China Eastern
Airlines at a handover
ceremony in Shanghai. First
flying in 2017, the aircraft was
developed as a Chinese-built
competitor to the Airbus A320
and Boeing 737 families but
features signficant Western
components, such as the
CFM LEAP engines. For
magniX
China Eastern which ordered
the aircraft in 2010, the
airliner is configured with 164
seats in a two class layout
and the carrier has ordered a
total of 20 C919s. It expects
to take delivery of four by
the end of 2023, with initial
commercial services to begin
this year between Shanghai Tier 1 Engineering’s electric-powered Robinson R44 helicopter conducted the world’s
and Beijing. COMAC has first all-electric cross-country helicopter flight on 29 October. For the 24-mile/20 minute
now amassed over 970 sortie the eR44 was carrying two people and a 50lb payload designed to simulate a
orders and commitments for transplant organ care system. It is powered by a magniX powerplant and reportedly had
the C919. 50% charge remaining after landing.

the airline faced increasing a combined Airbus, RAF

difficulties in doing
business, according to its
administrator.
An RAF Airbus Voyager
took off from RAF Brize
Norton on 18 November to
conduct a flight test using
100% sustainable aviation
fuel (SAF) in both engines.
This was a world first
for an in-service military
transporter and also the
first 100% SAF flight of
any aircraft type carried
out in UK airspace. The
90-minute flight, flown by
and Rolls-Royce flight-test
crew, replicated an air-to-
air refuelling sortie.
On 8 December, a SpaceX
Falcon 9 rocket, launched
from Kennedy Space Center,
Florida successfully put 40
satellites for rival broadband
mega-constellation developer
OneWeb into orbit. OneWeb
had formed an agreement
with SpaceX for three
launches after its launch deal
with Arianespace’s Soyuz
was suspended due to the
Russian invasion of Ukraine.
Having begun test flights ON THE MOVE
(from land) in March, the
New Zealand-designed Petteford as its new
Vickers Wave amphibian Drew Feustel has been Strategic Adviser. He has
has now completed the named Chief of NASA’s 26 years experience in the
first stage of water tests. Astronaut Office. aviation industry, including
time at Oxford Aviation
Correction Vertical Aerospace has Academy (now CAE) and
In the December 2022 of appointed David King L3Harrris (previously CTC
AEROSPACE on page 24 it as its Chief Engineer. Aviation).
was stated in the introduction King was formerly Chief
that one of the authors was Engineer on the Leonardo Jeremy Greaves, VP
Professor Iain Grey. It should,
of course, be Professor Iain
AW609 tiltrotor. Corporate Affairs and
Gray. Strategy, Airbus UK,
UK-based training is now additionally the
We apologise for any provider FTA Global company’s new Head of
confusion caused.
has appointed Anthony UK Heritage.

JANUARY 2023 9
 By the Numbers
Understanding the world of Aerospace through data

Belltotiltrotor
Bell tiltrotor replace USto replace
Black Hawk U.S. Black Hawk
The
The US U.S.
Army has Army
selected has
Bell’s selected Bell’stoV-280
V-280 Valor tiltrotor replace Valor tiltrotor
the UH-60 to replace
Black Hawk the has
helicopter, which
been flying since the 1970s.
UH-60 Black Hawk helicopter, which has been flying since the 1970s
BELL V-280 VALOR: Tiltrotor design allows rotors and

Graphic News
driveshafts to pivot while engine nacelles remain in place
Engines: Two Rolls-Royce
AE 1107F turboshafts
Plan view
Fuselage Both rotors can be
Composite driven by single engine
construction in case of engine loss

V-tail and
ruddervators Retractable undercarriage

Side doors: Allow troops to quickly Attack variant Gun turret

enter and exit, and provide door (projected)
gunners with wide field of fire
Vertical flight
Can take off,
land and hover
like conventional
helicopter Internal bay and outboard pylons
for guided missiles and rockets
Specifications V-280 UH-60
Forward Cruise speed 518km/h 268km/h
flight Range 1,480km 520km
Speed, range Useful load 5,440kg 4,695kg
and payload
superior to Crew 4 2
helicopter Troops 14 12
Sources: Army Technology, Global Security, Janes, Lockheed Martin, Reuters © GRAPHIC NEWS

Valor resonates with the US Army p18

10 AEROSPACE
Pushing the Envelope
Exploring advances on the leading edge of aerospace
Inflated return
F
or future human missions, NASA wants to
be able to land 40t on the surface of Mars.
That is almost twice the mass of its Orion
spacecraft that recently returned from the
Moon and a 20m+ diameter inflatable
decelerator/heat shield is the key technology.
NASA’s largest Mars rovers, Curiosity and
Perseverance, weigh about one tonne each, so
placing 40 times that mass onto Mars’ surface
requires a new approach, one that was successfully
tested in November in the form of a 6m wide
inflatable decelerator – an idea that has been around
since the 1960s. This size will be inadequate for a
human Mars mission but it was the maximum size
possible for this trial as the prototype was only a
secondary payload on a rocket launch.
Cargo ferry
Following the November test, on 6 December,
Outpost Technologies announced NASA had
awarded it a small business contract to develop the
company’s Cargo Ferry system. This would return
cargo from the ISS. The development of Outpost’s
Cargo Ferry includes collaboration on NASA’s
hypersonic inflatable aerodynamic decelerator
(HIAD), the term used to describe inflatable entry,
re-entry technology.
NASA’s Low-Earth Orbit Flight Test of an Inflatable
Decelerator (LOFTID) re-entry vehicle launched in
November last year aboard a United Launch Alliance
(ULA) Atlas V as a secondary payload where it was
released and put on a re-entry trajectory.
Previously, NASA had tested supersonic inflatable
aerodynamic decelerators (SIAD) which were
launched to high altitudes by sounding rockets since
Mars’ atmosphere is about the same as 100,000ft
altitude above Earth.
NASA Langley Research Center LOFTID project
manager, Joseph Del Corso, explained that, while
inflated, the decelerator is as rigid as a car tyre and
‘very hard’. Commenting on the November test, he
said that, overall, the flight achieved the sort of levels
of heating that would be experienced by Martian
atmospheric entry. For past robotic Mars missions, the
entry speed has been above Mach 15.
Recalling past studies, Del Corso, explained how
different destinations on Mars would mean different
Robert Coppinger
payload masses for a given diameter of decelerator.
With no oceans on Mars, the landing zone can be
substantially higher or lower than the mean surface
level of the planet. To set down on Mars’ southern
lowlands, Del Corso estimated a 22-25m aeroshell
could land up to 40t. For the southern highlands,
however, he expected that an 18-20 decelerator
would only help land about 20t.
Deceleration
The re-entry system for robot missions has used
parachutes, retrorocket propulsion and airbags.
A system combination of decelerator followed by
parachutes followed by retrorockets and finally
airbags could be envisaged but Del Corso expects
only a decelerator and parachutes is more likely.
For the LOFTID inflatable aeroshell, the focus was
to demonstrate spin stabilised ballistic entry and
a successful splashdown in the ocean. For Mars,
the HIAD could use a skip-entry manoeuvre, also
known as aerobraking, to reduce its speed and
after the descent into the atmosphere has begun
the decelerator could fly itself towards a particular
surface location.
Basic flight control mechanisms will give the big
blunt bubble of a nose cone the ability to steer it and
its payload through the atmosphere. NASA tested
flight control technology for HIAD with its July 2012
Inflatable Re-entry Vehicle Experiment (IRVE-3).
For IRVE-3, the centre of gravity of the SIAD was SOMETHING
deliberately offset which Del Corso said showed that THAT IS
it was possible to control the lift vector and the plane INFLATABLE MAY
of the turn during entry. NOT SOUND
Another method of controllability would be to LIKE AN OBJECT
simply deflate a small part of the decelerator and
THAT CAN
deform it to create additional drag on one side or
another. Because the decelerator is effective at
WITHSTAND THE
very high altitudes, 100,000ft over Mars, Del Corso TREMENDOUS
explained there is plenty of time to control the entry HEAT OF
using “very simple mechanisms,” and his team is ENTERING AN
working on those now. ATMOSPHERE
Del Corso expects the first use of HIAD will be to AT HIGH MACH
return ULA’s rocket engines from its in-development
Vulcan booster. The first stage engines will be
BUT A THERMAL
recovered but not the first stage’s tankage. The first BLANKET AT THE
flight of Vulcan is planned to take place by the end of FRONT IS ALL
March 2023. THAT’S NEEDED
JANUARY 2023 11
 Transmission
LETTERS AND ONLINE @aerosociety in Find us on LinkedIn f Find us on Facebook www.aerosociety.com

The elephant in the room Skills gap

I was interested to read the Editorial
titled Gambling the future [AEROSPACE
December 2022].
Of course, the UK’s last flight of a new
airliner was more than 41 years ago (the
BAe146 in 1981). In my lifetime, I was livid
to see the closure of Hatfield, Woodford,
Weybridge and Filton and the UK concede
defeat in airliner design and manufacture.
Similarly, as I write, the US Marines
and Spanish AF still fly the Harrier, while
following the cancellation of the Nimrod
MRA.4, its US-built replacement has cost far
more than if the UK had continued with its
own programme.
Personally, I feel the Harrier and the
MRA.4 would have been a far better
@thesavvyinvest1
proposition for the UK balance of payments
[Replying to ADS’ Kevin
if the capabilities had been retained, rather
Craven speaking at
than constantly buying sub-standard
American aircraft. @AeroSociety conference:
The betrayal has gone too far. With “There have been 10,000
Boeing and Airbus not likely to produce a aerospace vacancies in the
clean sheet design in the next 15 years, @scottiebateman UK for the last three months,
surely the “elephant in the room” is that, [Replying to UK/Japan how can we inspire the next
having closed most of the UK’s aircraft
Tempest collaboration[2]]: generation of aerospace
manufacturing sites, there is nil ambition to
I just don’t see how this professionals?”]: That ship
come up with a fresh design?
With only the Tempest for you to report partnership can fund a sailed years ago with the
on, as far as I see – the UK has no civil project of this magnitude demise of “the airport kid”.
aircraft programmes of its own and, thus, and complexity. It feels Not to mention the cost of
no future. This is far more than a national like MRA.4. Great idea learning to fly.
disaster: it is now, increasingly, embarrassing. but when it comes to the
Peter Bishop decision point…we’ll realise
it was a political attempt @exMerlinboss Improve/

The case for firefighting Hercules to punch above our weight

I read, with great interest, the article ‘A
Burning issue’[1] with the question “does
the UK need its own aerial firefighting
capability?”
The simple answer is ‘Yes!’ The only
difference between ground-based and
aerial firefighting is the vessel that moves
the firefighter to the fire.
I also agree with Richard Thomasson’s
pick of the C-130 Hercules aircraft. It
carries a good payload without being
‘too’ large – can you imagine a retardant
drop at 200ft in a 747 five miles east of
Manchester?
Could two Hercules be sourced from
with minority partners. And
overhaul our education
model. Make higher
the RAF for the duration of the season? If eventually (like we will here) education affordable. Stop
not, the USAF has a surplus of C-130s in the we realised it’s cheaper to asking graduates for x years
‘boneyard’, many maintained in near airworthy buy than develop. Seven of experience. Pay them an
condition and presumably costing nothing
years from now, I’ll eat my appropriate salary. Provide
near what a new aircraft would. With London
and Glasgow as support bases, I would hat if it looks like we’re going alternative education and
recommend a retardant refill station midway to put these into production. training avenues. Take your
between. Although many retardant products Tough fiscal times ahead pick but preferably chose all
are corrosive to aircraft, I have read positive and this is ripe for binning. the above.
reviews about Guardian, manufactured
by Carylym. This can be loaded in 55gal @CJAyres21 Commit to
containers, made of a corrugated cardboard-
@WRC_Broder_Aero the design, manufacture and
type material, that can be simply rolled out of
the ramp at the rear of the aircraft. Industry 4.0 modernisation then buying of aircraft within
Hugh Taylor Fraser (RAeS Affiliate) and sustainability is key the UK. Pay engineers for
in keeping the UK A&D their skills.

From the RAeS photo archives industry at the top – it’s an

exciting time to get involved. Raider rollout
RAeS/NAL

Northrop Grumman
@MichaelJPryce Sushi,
ramen & tempura?
Risotto, gnocchi & gelato?
Or cheese & onion pie at
Warton? The real ‘diplomacy’
emerges! @SuperTrayScott Looks
like the intakes are pretty
Congrats from Aldrin much completely sunken
- single main wheels axle
@TheRealBuzz Hearty suggests it’s not got the
To celebrate inverted flight by two of its members, Bentfield Hucks and Gustav Hamel, the congratulations to the same MAUW as the B-2 –
Hendon Aviators gave an ‘Upside Down Dinner’ at the Royal Automobile Club on 16 January Ingenuity #MarsHelicopter some sort of Heavy Tactical
1914, eating their meal upside down and backwards. Before the dinner, Club members had team! You’ve certainly earned Fighter?
been sent invitations in reverse writing that had to be read in a mirror. The diners arrived the@AeroSociety’s Gold
to find the tables upside down and arranged in the form of a loop. Napkins were the same
Medal for a good reason, as
canvas used in making aircraft wings, reported the New York Tribune, and diners ate Soufflé
à la Hucks and Looping Lobster under an inverted Blériot suspended from the ceiling. your work helps us attain @h_thoreson It looks like a
Entertainment was provided by a popular music hall comedian who sang while standing on better understanding of flying saucer
his head. Claude Grahame-White presented medals to Hucks and Hamel and gave a speech Mars. Getting to know the
that began ‘and finally’ and ended with the prelude ‘Good evening’. Red Planet is a mission I @BuddyRabozo Casper?
Standing guests from left: Gustav, Claude Grahame-White (Chair) and Hucks. wholly support! Great work!

12 AEROSPACE
The great single-pilot operations debate – pros & cons
in f

Heart Aerospace
@Bobmaverick88 Every
pilot in the world should Sam Worthington- Jean-Louis Delezenne
stand up against these Leese The saving is in Tell that story after reading
‘improvements’. Just think cash on a second pilot’s about the American Eagle
about what happened in salary, pure and simple. It’s co-pilot who recently landed
the Alps with Germanwings unsafe in the real world the jet after the pilot in
and I can swear that not a of commercial ops, with command was incapacitated
single passenger will dare long days and sometimes and passed away. Unless a
Speaking at the RAeS Aerospace in 2035 conference, to travel with only one pilot. complex and high workload remote control option could
Prof Don Harris from Coventry University said: “We have situations. be studied as a backup?
the technology to introduce single-pilot commercial ops @OzSciGeek It’s the
today and the need for weight saving in electric aircraft weight of the extra coffee, Mike Willers I have no Ian Fallon I think I’d rather
could make it essential.” Here is a selection of the
meal, overnight bag. desire to either operate or have two pilots flying it from
responses via our Twitter, LinkedIn and Facebook feeds.
be a passenger on a single the ground than one in the
@ECMLfan I’d rather pilot commercial aircraft. air.
pay a tenner more for the To play devil’s advocate
additional battery capacity, though, single-pilot ops Mike Shreeve If electric
knowing there is a qualified already happen from small operations are so marginal
@LimayeVaibhavi Wow! @DadSpots No. Just human backup while I’m piston aircraft to business that saving the weight of
To reduce weight you let go nope. As a passenger, I’ll cruising at 3,000ft. jets. What is proposed one crew member makes a
of the co-pilot? And what choose a different carrier. is not a radical position, significant difference, they
happens when that only @AeroworkUK Similar merely a change of aircraft will never, ever be viable.
pilot has a heart attack as @Flying4Living Airline arguments surrounded the size for an existing way of
has been happening over flying is fatiguing. What demise of flight engineers operating. If the aircraft is Ben Chapman There are
the last few months. There happens when your single and the move from four/ designed for single-pilot many aviation solutions that
have been five cases in the pilot falls asleep? Safety is three engine aircraft to ops, uses all the advantages do not require endurance,
last few weeks. the price of cost savings. ETOPS. Personally, I don’t of modern technology such as island connectivity
like it but suspect that one and works in a regulated for passengers and cargo.
@KiriakosKappa Sorry @StevenJ71930553 Try day soon we will see single environment, why would The cargo ops are already
that’s a hard NO. Private driving your car alone for crew flight decks. it be any less safe than single-pilot heavy, flying light
aviation, sure, we should be two to three hours, while existing single-pilot ops? twins and turboprops.
able to fly on our own and exhausted, and see how @taciteloquence For
we do. But airliners? easy you find it to stay anything important, two is Stephen van Dijck Dave Hadfield What
awake. one and one is none. I think the move to single- disastrous nonsense.
@MenTourPilot A: The pilot operations for short
technology is not here. B: @isaac_agu96 Weight @JohnRKing Insurers haul will happen... but an Andy Sephton As a
weight saving? Really? saving is a very lame have already voted in the electric 19 seater will never professional pilot/test
If the power density of excuse for removing the BizAv world. They hate it. happen. pilot with over 50 years
batteries cannot sustain an first officer. And we are Maybe with fuel cells, but experience I would not fly on
electric aircraft well enough certainly far from having not with batteries alone. a single-pilot airliner.
to carry professionals to fly the technology to introduce @BilGriffith I’ve seen So, using the electric
it, I highly doubt passengers single-pilot aircraft. Even thousands of people buy a commuter as a catalyst for Tony Richards For short
will be very interested. if we did, I’d rather fly with ticket that didn’t include a the ‘need’ of a single-pilot range, keep the second pilot
dual pilots on board. Why? meal or a reserved seat nor set-up is moot. and save weight by dumping
@HowatSteve The vast Because of human error the ability to interline their the awful food. Surely people
majority of electric aircraft and medical emergencies. bag in order to save $5. Yes Matthew Robson I’ll can survive a few hours
will be eVTOLs doing short – many people will fly on an happily do single-pilot without eating.
hop, low altitude trips with @LadyMontyA350 aeroplane with one pilot as airline ops if I’m in perfect
greater autonomy. Two Can’t imagine a more the cheapest option. health, trained like a NASA Andrew Simmons It is an
pilots makes no economical isolating or boring job if it astronaut, the aeroplane fixes evolutionary dead end – go
sense in that scenario. But was just one of us up there. @seanayre23 Won’t ever itself, you can guarantee straight to no pilots!
adding an extra battery and It will be retirement day happen because of 1) pilot me 12 hours perfect sleep
more density is not such a for me if it happens in my unions 2) passenger views before I go to work, I fly twice Lukas Willcocks Insanity
simple task. career! 3) MAX crashes prove a month and I have no life continues – profit over
automation can be lethal. stresses whatsoever. backup and no real world
training for junior pilots.
1. https://www.aerosociety.com/news/a-burning-issue-does-the-uk-need-aerial-firefighting-aircraft/
2. https://www.aerosociety.com/news/wind-of-change-tempest-goes-global/

JANUARY 2023 13
 AEROSPACE
Airbus Summit report
Airbus – the view
from the summit
TIM ROBINSON FRAeS reports from the 2022 Airbus Summit in late November, where
the airframer highlighted its progress towards sustainable aviation and net zero by 2050.
A
t a nondescript facility in Otterbrunn,
near Munich, Germany, the future
of sustainable aviation is coming
together. Two years on from Airbus’
public announcement of its vision of
hydrogen airliners, real hardware is now under test
for this and other projects that will realise zero-
carbon flight. The Otterbrunn facility, opened in
2019, is Europe’s largest R&D centre dedicated
Gui
to electric flight, and features test bays that
are now filled with fuel cells, electric motors,
batteries and power cables while two large
hydrogen tanks outside give a glimpse of
the zero-carbon future. Inside, engineers
are busy working on hydrogen fuel cells for
a regional airliner, propulsion systems for
OUR SECTOR the CityAirbus eVTOL, and superconducting
cryogenic power cable – as well as even more
NOW HAS A futuristic projects to not only beam power from
CREDIBLE space to Earth using microwaves, but also from
PATHWAY TO space to aircraft in flight and onwards, promising a
NET ZERO IN dynamic, reconfigurable power grid where electricity
is wirelessly transmitted to where it is needed.
2050
The path to net zero
Guillaume
Faury A tour of this hi-tech e-aircraft facility was part of a
CEO, Airbus two-day Airbus Summit held in late November/early
14 AEROSPACE
Airbus
December in Toulouse and Munich for members
of the world’s aviation press, providing an update
on Airbus’ future product strategy, innovation
and its partnerships on the path to net zero in
2050. The latter, partnerships, are critical given
the scale and speed of the climate challenge that
aviation must address and a reminder that even
for a corporate behemoth like Airbus, it cannot go
ll ume Faury
a
it alone. The summit, thus, saw news of
at
Ai new relationships with companies and
r
organisations, such as SAF producer
bu
ss
Neste, carmaker Renault and
um
European research lab CERN – all
mit
(Airbus)
focused on accelerating progress
in decarbonisation. These new
partners join a growing ecosystem
of airports and airlines that Airbus is
working with around the world.
The theme of the summit, “action in a
time of crisis,” according to Airbus CEO Guillaume
Faury, highlighted the growing momentum in recent
years that has now been supercharged by dire
warnings from last year’s global COP27 climate
summit and the adoption by ICAO of long-term
aspirational goals (LTAG) on aviation sustainability
at the 41st Assembly. Despite this rapid change,
Faury expressed impatience at the pace: “Is the
world moving fast enough to net zero? Is aviation
moving fast enough to net zero? Realistically - not
yet”. Yet despite the war in Ukraine, supply chain
issues, skills, uncertainty over China and the threat
of global recession, decarbonisation is still the
number one challenge for the aviation industry to
secure a future where air travel can grow and still
be sustainable.
Airbus fuel cell engine
However, the summit demonstrated that the
pace of sustainability is now accelerating - with
ground testing of hardware for Airbus’ ZEROe
project now under way, which aims to develop a
H2 powered airliner by 2035. In particular, Airbus
used the summit to reveal it had been working on
a second hydrogen propulsion system as part of
its ZEROe project. (See BLUEPRINT, p4). Instead
of burning hydrogen as a fuel, this would use a
hydrogen fuel cell that would generate electricity,
to drive an electric motor, and then a propeller. With
ground testing of the H2 fuel cell stacks already
under way in an ‘Iron Pod’ test cell in Otterbrunn
(complete with giant machine to put representative
in-flight propeller loads through the entire system),
the engine will be flight tested in 2026 on board
Airbus’ A380 prototype, MSN1, mounted on a
a pylon on board Airbus’ A380 prototype. This
aircraft is already earmarked as the test bed for a
H2 combustion propulsion flight testing with a GE
Passport and will now test two alternative systems.
To that end, Airbus revealed it was partnering with
space launch company, Arianespace to develop
a special hydrogen fuelling station at Toulouse-
Blagnac Airport specifically for these test flights.
With the first ZEROe application likely to be
in the smaller regional 100-passenger/1,000nm
range bracket, the development of a propeller
H2 fuel cell engine gives additional flexibility to
Airbus in deciding its pathway to zero-carbon flight,
although it says it also welcomes the other engine
manufacturers, such as Rolls-Royce with its recent
Opposite page: A380
MSN1 will now test a
hydrogen fuel cell engine
developed in-house by
Airbus.
Below: The ‘Iron Pod’
hydrogen fuel cell test in
Otterbrunn.
Airbus
H2 engine ground test, joining the ‘panorama’ of
future options that could be available.
The exact configuration and propulsion, though,
for the first ZEROe airliner is still undecided but
Glenn Llewellyn, VP, Zero-Emission Aircraft, noted
that, of the ZEROe concepts revealed, the BWB
(blended wing body) version was least likely to be
chosen, due to the challenge of integrating a radical
flying wing airframe with a novel new propulsion
system. That, he said, would likely push the schedule
rightwards from the target date of 2035.
To further support the ZEROe initiative, early
this year will see the first powered flight tests of
Airbus’ Blue Condor hydrogen contrail study in the
US, where two gliders (one with a small jet engine
burning kerosene and the other burning H2) will fly
at representative airliner cruising altitude. In the very
first test of this kind, a chase aircraft will measure
non-CO2 emissions produced by a hydrogen engine.
Hydrogen and SAF – the production
challenge
However, one constraint on this vision of Airbus’ goal
of future carbon-free flight could be the availability of
‘green’ hydrogen (made by renewable power) around
the world, as well as the vast task ahead in scaling up
the supply of sustainable aviation fuel (SAF), despite
the growing demand from the world’s airlines. Said
Airbus CEO Faury: “Availability or lack of availability of
clean hydrogen at the right quantity in the right place
at the right price in the second half of the decade is a
big concern for me. The infrastructure for producing
and distributing green hydrogen is still in the early
stages of development but the clock is ticking for it to
be in place to fuel commercial aviation by the 2030s”.
Airbus’ ZEROe aircraft plan, thus, hinges on the
availability of green hydrogen as fuel.
In parallel, although there is now widespread
agreement for the rollout and scaling up of SAF,
the supply still lags behind. At the summit, Thorsten
Lange, EVP, Renewable Aviation, Neste (the world’s
biggest producer of SAF), revealed that the company
had produced just 100,000t of SAF in 2022 and
despite bringing online production facilities capable
of producing over 1 million tonnes in 2023, this
would still fall short of what will be needed. In fact,
he noted the world would need “40 more Nestes” to
achieve the goal of 10% SAF by 2030. While Airbus’
airliners are already certificated for 50% SAF blend
and the company is aiming for 100% compatibility
by 2030, Faury noted, that in this case, there was no
need to hurry, given the lack of SAF available. To that
end, Airbus announced at the summit that it would
be partnering with Neste to accelerate and ramp up
the rollout of SAF worldwide.
However, Airbus still sees hydrogen as the
“most powerful” tool from all the other measures in
meeting long-term net zero targets, according to its
CTO Sabine Klauke.
JANUARY 2023 15
 AEROSPACE
Airbus Summit report
The Moon – the answer to Earth
green energy shortage?
With a piece of European-built Airbus space hardware
having powered the Orion module, as part of NASA’s
successful Artemis 1 translunar mission, there was
also a session on Airbus’ vision for sustainable lunar
exploration and (whisper it quietly) exploitation –
particularly for the material resources needed to
power the zero-carbon economy of the future.
Laura Todd, Airbus VP Space Exploration - Future
Programmes, pointed out that Earth’s supply of
lithium, crucial for the lithium-ion batteries that power
everything from mobile phones to cars and eVTOLs,
will, under current projections, run out in 2075/80.
This could be even sooner, given the way in which
decarbonisation is driving demand for batteries.
However, she explained that on the Moon there are
40 million tonnes of lithium awaiting extraction, as
well as the tantalising prospect of Helium-3 isotope
on the lunar surface, which potentially could provide
almost limitless green energy in nuclear fusion. Some
critics might balk at the idea of mining the Moon for
raw materials but if the alternative is the zero-carbon
revolution comes to a shuddering halt at the end of
the century, despite resources being (comparatively)
close at hand, then might the sustainable future of
Earth depend on the Moon?
Defence gets sustainable
Another part of Airbus’ business previously not known
for sustainability is its defence arm, where the war in
Ukraine had been a wake-up call to European nations
to rethink their attitudes to defence companies and
how a robust military is key to protecting hard-won
individual freedoms, democracy and societal progress.
“The importance of defence has been re-recognised,”
due to Ukraine, said Airbus Defence chief Michael
Schoellhorn who noted that, when he took over as
16 AEROSPACE
CEO the previous year, the big debate was around
the ESG (environmental, social and governance)
values of the defence industry – particularly in
Germany.
Furthermore, as well as decarbonisation and
climate change, the issue of sustainability is also
linked to the security of supply chains and energy
dependence. Schoellhorn, for example, revealed
that the commercial arm of Airbus is now rapidly
decoupling from its reliance on titanium from Russia
– and this would be complete in “months not years”. Above: Glenn Llewellyn,
However, he warned that: “We need to make sure VP, Zero-Emission Aircraft,
that we don’t make ourselves dependent on US,” at the summit with a model
of the hydrogen fuel-cell
pointing out that Europe could end up swapping its
engine.
dependence on Russian energy for dependence
on US weapons as it seeks to rearm and replenish
depleted munition stocks in the wake of the war in
Ukraine. Berlin, for example, has already chosen the
Lockheed Martin F-35, Boeing P-8 Poseidon and
could well end up selecting the AH-64E Apache,
despite the presence of this home champion.
Up next at UpNext
Another partnership announced at the summit by THE
Sandra Bour Schaeffer, CEO of Airbus’ innovation DISRUPTIVELAB
lab UpNext, was with European nuclear research
entity CERN, best known for smashing atoms in the HELICOPTER
Large Hadron Collider. With Airbus, it will assist in DEMONSTRATOR
developing thin cryogenic superconducting cables IS AIMED AT
which would allow for the transfer of large amounts
TESTING NEXT-
of electrical power with maximum efficiency, utilising
the physical properties where electrical resistance GEN GREEN
disappears in ultra low temperatures. For designers TECHNOLOGY
of future electric aircraft, who may need to snake TO BE INCLUDED
power cables through exotic configurations or
incorporate distributed propulsion into their designs,
IN NEW
these small diameter superconducting cables are ROTORCRAFT
the Holy Grail of electric aircraft allowing for power
to be distributed across the whole airframe.
Airbus

Talking to AEROSPACE, Bour Schaeffer also
revealed progress on other UpNext projects, including
fello’fly – which mimics the efficiency of migrating
birds by having airliners fly in close formation. This
approach, which would see airliners indicate their
availability to others to join a ‘car share in the sky,’
can save 5% in fuel burn and has already been
demonstrated as technically feasible using A350s.
This project has now been shifted from UpNext to the
main Airbus entity for commercialisation.
Another exciting project from UpNext is the
eXtra Performance Wing demonstrator, set to fly
in 2024. This will see a standard Cessna Citation
VII bizjet have its existing wings removed to
convert it into the world’s most advanced full-scale
aerodynamics demonstrator. Replacing those wings
will be an ‘intelligent wing’ incorporating a high-
aspect ratio design and semi-elastic movable wing
tips, developed from the AlbatrosONE subscale
demonstrator. Fitted with active gust controls, LIDAR
in the nose will see ahead to spot turbulence while
multifunction trailing edge devices will continuously
morph and adapt the wing to all stages of flight.
Airbus will fly the XPW demonstrator early this
year to establish baseline performance of its
aerodynamics before modifying with the new
wing to fly from Cazaux Air Base, France in 2024.
Interestingly it will be remotely piloted from the
ground, rather than with a pilot on board as Airbus
say it intend to push the wing technology to the very
limits. All in all, said Bour Schaeffer, the wing could
deliver “huge fuel savings of 5-10%”. She also said
that this new wing could be available for all future
Airbus products, a hint that it could potentially be
considered for a rewinged A320neo.
DisruptiveLab chopper breaks cover
Meanwhile, the summit also showed how,
despite only amounting to less than 1% of
emissions compared to commercial aviation, the
decarbonisation agenda is now spreading to the
rotary world. “The trend is there, the commitment is
Above: Airbus’ eXtra
Performance Wing
demonstrator was tested
in the wind tunnel at Filton
in 2022.
Airbus
there,” said Bruno Even, CEO of Airbus Helicopters
with customers now weighing sustainability/
ESG factors when choosing a new helicopter.
Like airlines, helicopter operators are now seeing
increasing numbers of passengers opt in to net zero
carbon offset schemes when offered the choice.
The summit also saw Airbus Helicopters reveal
a new green rotorcraft demonstrator. Based on the
already sleek H120, the DisruptiveLab features
parallel hybrid propulsion, integrated skids, a 20%
drag reduction on the fuselage and a 40% reduction
in parts of its Fenestron tail rotor. It also features a
more compact and reduced drag rotor head to again
increase efficiency, as well as reduce noise. This
demonstrator, in conjunction with other initiatives,
such as the FlightLab and the high-speed RACER
project is aiming for 50% fewer CO2 emissions from
vertical flight.
Summary
This summit then showed the remarkable progress
that has been achieved so far since Airbus revealed
its ZEROe ambitions in 2019 - not only in actual
hardware being tested, but also in the wider
hydrogen ecosystem and partnerships that are
coalescing around Airbus’ leadership. However,
while the hydrogen-powered ZEROe programme
is probably the most visible, radical and ambitious
of Airbus’ sustainable projects, it is important
to remember that is only part of the company’s
wider drive towards net zero, with others including
electric, hybrid-electric, ultra-efficient aerodynamics
and SAF that will all play their part. Furthermore,
with the entire aviation sector having publicly
declared that it will accelerate its efforts over the
past few years, there will be “no hiding place for us
if we fall short,” said Airbus chief Faury.
However, the progress shown was extremely
positive, with Faury concluding that “our sector now
has a credible pathway to net zero in 2050”. With
technical barriers falling, the real question is: can the
supply of these new fuels scale up in time?
JANUARY 2023 17
 DEFENCE
US Army FLRAA selection
Valor resonates
with US Army
The US Army’s Black Hawk replacement programme, which pitted two different
rotorcraft technologies head to head, is now moving forward with the downselection
of a tiltrotor design. PETER FELSTEAD reports.
T
he path forward for the US Army’s Future
Long-Range Assault Aircraft (FLRAA)
programme, intended primarily to replace
the service’s long-serving fleet of Sikorsky
UH-60 Black Hawk helicopters, became
clearer on 5 December when the service announced
that it had downselected the Bell V-280 Valor tiltrotor
to move the programme forward.
“This downselect represents a strategic pivot
for Army Aviation to the transformational speed
and range our Army needs to dominate future
battlefields,” said Major General Walter Rugen,
director of the service’s Future Vertical Lift
(FVL) Cross-Functional Team. “The prototyping
and risk-reduction efforts allowed the army to
significantly reduce the time needed to get to today’s
announcement.”
The road to FLRAA
As part of the army’s FVL family of systems, FLRAA
is described by the service as a “medium-lift, tactical
assault and medical evacuation capability [that]
will augment the army’s H-60 Black Hawk utility
helicopter fleet to provide combat aviation brigades
with long-range, high-speed options that are
survivable in contested environments.”
FLRAA, the army says, “will provide power
projection from relative sanctuary with significantly
increased range, speed, mobility and payload
capabilities over current army and US Special
Operations Command (SOCOM) aircraft.”
Brigadier General Robert Barrie, head of the
US Army’s Program Executive Office for Aviation
(PEO Aviation), wrote in the introduction to its FY22
Strategic Plan: “Future Vertical Lift (FVL) is one of
the Army’s top modernisation priorities and the Future
Attack Reconnaissance Aircraft (FARA), Future Long
Range Assault Aircraft (FLRAA) and the Future
Unmanned Aircraft System (FUAS) are essential for
future Army Multi-Domain Operations. This is our
highest priority, along with implementing Modular
Bell
Open Systems Approaches (MOSA).”
18 AEROSPACE
PEO Aviation has described MOSA as “a
foundational element for all Army Aviation efforts”
that “allows for the accelerated integration of new and
emerging capabilities.”
It was in 2014 that two distinctly different
rotorcraft designs were chosen by the army to
participate in the Joint Multi-Role Technology
Demonstration (JMR-TD) process: the Bell V-280
Valor tiltrotor and the Lockheed Martin (Sikorsky)/
Boeing SB>1 Defiant compound helicopter.
Responding to AEROSPACE questions in
November, PEO Aviation was keen to point out that
the “government and industry investment in the JMR-
TD aircraft has had a significant impact in reducing
risk prior to moving into the FLRAA program of
record.” It additionally noted of the FLRAA acquisition
process: “The FLRAA team is able to remain on
schedule and meet the army’s objectives through the
use of a hybrid acquisition approach. This approach
includes three main phases: (1) risk mitigation
activities using Other Transaction Authority (OTA)
agreements, (2) rapid prototyping using Middle Tier
of Acquisition (MTA) authorities and (3) tailored Major
Capability Acquisition weapons system development
with a Milestone B in FY23.”
Following the JMR-TD initiative under this hybrid
acquisition strategy, the respective Bell and Sikorsky-
Boeing teams were issued a Request for Proposals
(RfP) for the army’s FLRAA requirement in July 2021,
to which they responded the following September.
From that point the V-280 and the Defiant X
(Sikorsky-Boeing’s official FLRAA offering based
on the SB>1 Defiant demonstrator) were pitched
head-to-head for the FLRAA spoils, which constitute
the biggest chunk of the FVL cake. Although the army
has not yet established a final number for an FLRAA
programme of record, it currently operates around
2,100 H-60-type aircraft.
FLRAA, in the form of the V-280 Valor, will
become the first aircraft in the US Army inventory with
fly-by-wire controls from the outset.
The V-280 is now expected to continue along
a mid-tier acquisition process for a certain period,
 after which will come a Milestone B decision and
an expected progression onto an engineering,
manufacturing and development contract.
The Bell V-280 FLRAA requirements
tiltrotor first flew
According to its original FLRAA Request for
on 18 December Information (RfI), released in mid-2019, the US
2017 and clocked Army stipulated a threshold maximum cruise speed
up 215 flight of 250KTAS (objective 280KTAS), a threshold
unrefuelled combat radius of 200nm (objective
hours before
300nm), a threshold unrefuelled ferry range of
concluding its 1,725nm (objective 2,440nm), a passenger capacity
test programme for 12 fully equipped soldiers and a threshold cargo
in June 2021. It hook capacity of 10,000lbs (objective 13,100lbs).
The RfI also stated that it “desires a materiel
has now been solution that supports, at minimum, the following
selected as the affordability objectives: $43 m AUMC [Average Unit
FLRAA solution. Manufacturing Cost].”
Valor
The Bell V-280 first flew on 18 December 2017 and
clocked up 215 flight hours before concluding its
test programme in June 2021. During its time in the
air, the Valor flew with five army test pilots, with Carl
Coffman, Bell’s Vice President for Military Sales and
Strategy, noting to AEROSPACE in November that
those pilots were confident enough in the aircraft to
pilot it when it had just 15 flight hours on the clock.
In developing the V-280 Valor, Bell has clearly
drawn from its experience in developing and
producing the Bell-Boeing V-22 Osprey tiltrotor,
which has now conducted several hundred thousand
operational flight hours, yet in many respects the
V-280 is quite a different aircraft. Most obviously, the
Valor is a much smaller, sleeker aircraft, having an
empty weight of 8,200kg compared to 15,177kg for
an MV/CV-22B.
JANUARY 2023 19
 DEFENCE
US Army FLRAA selection
Also, whereas the entire engine and prop-
rotor assemblies on the V-22 rotate forward as
it transitions to horizontal flight, the twin General
Electric T64-GE-419 engines that power the V-280
are non-swivelling, with only the aircraft’s rotor pylons
moving from the vertical to the horizontal. Whereas
the larger V-22 has a rear fuselage ramp, the V-280
has two 6 ft-wide doors on either side of the fuselage
and can accommodate 12 combat-equipped troops in
addition to the pilot, co-pilot and two crew chiefs.
In terms of performance the V-280 meets or
exceeds the FLRAA objective requirements, having
a speed in excess of 280kts and an unrefuelled
combat range of more than 500nm, a very useful
capability should the US military return in earnest to
its ‘Pacific pivot’ and, thus, have to deal with the vast
ocean spaces of that theatre.
While the V-280 can be airlifted by a C-17
transport with its wings and nacelles removed and
will be capable of aerial refuelling should the army
maintain that as a requirement, Coffman noted
that the 500nm range of the V-280 can obviate
the requirement to use forward area refuelling
points (FARPs) or rely upon strategic lift to deploy.
“The risk on a mission goes up when you have to
execute a FARP,” he said. “So, if you don’t have to
do that, you take risk out of the mission and you add
a considerable amount of speed to action. If you
want to strat-lift or sealift the aircraft you certainly
can, but we’re offering the option that reduces
that requirement. With the long-range surveillance
and strike capabilities of our per adversaries, the
traditional reception stage and onward movement
that was done in the past, where you spent four to
five days at an airfield, you’re at considerable risk
when you’re sitting there as you get your aircraft
back together and get them test flown and back into
the fight. What the V-280 offers you is the ability to
strategically deploy and immediately tactically employ
an aircraft.”
20 AEROSPACE
Bell
Consequently, asserted Coffman, the agility of Above: Bell V-280 in flight.
the V-280 is more than tactical. “Tiltrotor agility in this Opposite page: The
aircraft is immense, but the agility discussion is more Boeing-Sikorsky SB>1
than an agility discussion at the X [landing zone] or Defiant demonstrator and,
point of action,” he said. “We will be agile at the X, but consequently, the Defiant
X that was proposed for
when I can go a 500nm radius I’ve got a significant FLRAA, employ a coaxial
amount of strategic agility now that I don’t have with a rigid-rotor system and rear-
traditional rotorcraft.” mounted pusher propeller.
Bell has also learned much from V-22 production
to enable greater efficiencies with the V-280. “We built
the first V-280 wing in half the time we build V-22
production wings,” said Coffman. “With our investment
in the Manufacturing Technology Center in Fort Worth,
we’ve made some assumptions and investment
up front which will continue to inform the way we
manufacture advanced composite components, drive
systems, castings, and forgings so we are working to
reduce not just the scrap rate but the time it takes to
build key components of the aircraft.”
Defiant X
The SB>1 Defiant, meanwhile, first flew on 21
March 2019 and, as of early December 2022,
having concluded its flight test campaign a little after
the V-280, had logged 63.9 flight hours. As with the
Valor, several army experimental test pilots flew the
SB>1 Defiant.
The Sikorsky X2 technology on which the SB>1
Defiant demonstrator and, consequently, the Defiant
X are based comprises a coaxial rigid-rotor system
and rear-mounted pusher propeller, combined with a
digital fly-by-wire system. The rear prop is crucial in
providing acceleration or pitch pointing the aircraft,
with the pilot able to use it to maintain a nose-low
attitude – and, thus, better all-round visibility – when
rapidly approaching a landing zone. However, the
rear prop is not flight critical, unlike a tail rotor and
can be disengaged if the aircraft takes significant
combat damage.
 In January 2022 the Sikorsky-Boeing team

Boeing-Sikorsky
announced that the SB>1 Defiant had successfully
concluded a series of test flights focused on the
FLRAA mission profile. “We fully demonstrated
Defiant’s ability to execute the FLRAA mission profile
by flying 236kts in level flight, then reducing thrust on
the propulsor to rapidly decelerate as we approached
the confined, and unimproved, landing zone,” Bill Fell,
Defiant chief flight test pilot at Sikorsky, was quoted as
saying. “This type of level body deceleration allowed us
to maintain situational awareness and view the landing
zone throughout the approach and landing without
the typical nose-up helicopter deceleration. This
confined area was extremely tight, requiring us to delay
descent until nearly over the landing spot, followed by
a near-vertical drop. We landed Defiant precisely on
the objective with little effort as we descended into this
narrow hole while maintaining clearance on all sides.”
Regarding the flight test campaign more generally,
a spokesperson from Boeing-Sikorsky’s Team Defiant
told AEROSPACE on 1 December: “We tested and
built the SB>1 Defiant technology demonstrator
differently than other rotorcraft platforms available
today and, using, highly accurate models and
simulation, we didn’t have to rely on a costly flight test
programme to prove our technology. Our aggressive
flight test programme significantly reduced and retired
risks for the FLRAA programme by using our mature
development and testing approach.”
The spokesperson noted that, among its flight test
accomplishments, the aircraft had achieved 247kts;
completed multiple flights at low altitudes, highlighting
its tree-top manoeuvrability at speeds greater than
200kts; demonstrated low-speed agility with fly-by-
wire controls; tested greater-than-60° banked turns;
and demonstrated mission-relevant cargo capacity
by lifting a 5,300lb Guided Multiple Launch Rocket
System storage pod as an external load.
Compared to the SB>1 Defiant, the Defiant X
airframe was designed with enhancements to improve
aerodynamics and reduce its thermal signature,
but the key change was a move from the SB>1’s
two Honeywell T55 turboshafts which each deliver
5,000shp to a pair of more advanced Honeywell
HTS7500 turboshafts. Selected in February 2022,
these powerplants each provide 7,500shp which
Honeywell describes as a 42% improvement in power
over the T55s.
According to an official Boeing-Sikorsky fact
sheet, the Defiant X would have a cruise speed of at
least 230kts (426km/h), a range of at least 470nm,
the capacity to internally carry 3,980lb (equating to 12
fully equipped troops in addition to the crew) within a
cabin volume of 396ft3/11.3 m3 and an external lift
capacity of 9,500lb/4,309kg).
Beyond the capabilities of their aircraft, Sikorsky
and Boeing also went into the FLRAA contest with
the advantage of having collectively provided 90%
of the US Army’s current aviation inventory with
helicopters, like the Black Hawk and CH-47 Chinook.

JANUARY 2023 21
 DEFENCE
US Army FLRAA selection
Procurement effects in Europe
There is little doubt that the US FLRAA programme
will have a significant influence on rotorcraft
procurement in Europe. This is evident in the fact
that the US government signed a ‘Future Vertical
Lift Cooperative Program Feasibility Assessment’
agreement with the UK on 14 February 2022, as well
as a similar accord with the Dutch government on
20 July, to explore co-operation on future vertical lift
programmes. However, how this will affect European
rotorcraft procurement initiatives, such as NATO’s
Next Generation Rotorcraft Capability (NGRC) effort,
remains to be seen.
Initiated in November 2020, with the concept
stage launched on 16 June 2022 at the NATO
Defence Ministerial Meeting in Brussels, NGRC
brings together France, the UK, Italy, Germany,
Greece and the Netherlands in a joint effort to
define their future medium, multi-role helicopter
fleets. According to a NATO press release at the
time, “in co-operation with industry, the participants
will start from a clean sheet to explore how to match
their [rotary-wing] needs with the latest technology
on the market, looking at options, such as hybrid
and electric propulsion, a systematic open-system
architecture, and the delivery of radically improved
flight characteristics.”
NGRC notwithstanding, the Italian armed forces
have shown interest in the US FVL work. In October
the Italian Air Force chief, General Luca Goretti,
advocated Italian participation with the US in its
development of coaxial-rotor helicopters. Speaking
to Defense News, the general claimed that “the
Americans have asked Italian industry to participate,
and I hope that, just as we did with the F-35, we
join at the start.” This, of course, only applied to the
Sikorsky-Boeing Defiant X in relation to FLRAA, as
well as Sikorsky’s S-97 Raider coaxial helicopter
bidding for the Future Attack Reconnaissance Aircraft
(FARA) aspect of FVL.
22 AEROSPACE
Notwithstanding the fact that a tiltrotor solution Bottom of page: The
has now been chosen for FLRAA, Gen Goretti’s focus Defiant coaxial technology
on coaxial helicopters was perhaps a little surprising, demonstrator in flight at
given that Agusta co-developed with Bell the civilian West Palm Beach, Florida.
AW609 tiltrotor, which first flew on 6 March 2003. Below: The Bell V-280
first flew on 18 December
It should also be pointed out that, within the Italian
2017.
military, the army and air force operate the majority
Far left: Clockwise: In
of rotary-wing assets, with the air force’s small November the Airbus
contingent of helicopters dedicated mostly to combat Helicopters H175M,
search and rescue. Leonardo Helicopters
When asked by AEROSPACE about this in AW149 and Sikorsky
November, a spokesperson for Italian rotorcraft S-70M Black Hawk
manufacturer Leonardo replied that “Leonardo, as dynamic pre-qualification
questionnaire (DPQQ)
with the entire European industry, is carefully looking
stage of the UK’s New
at the evolution of US requirements and the relevant Medium Helicopter
FLRAA/FARA programmes, considering that specific programme. One of these
initiatives and studies for future rotorcraft military is expected to replace the
endeavours are being held at both NATO level Westland Puma in RAF
(NGRC) and EU level (the EDF-funded European service.
Next-Generation Rotorcraft Technologies (ENGRT)
study), although these are not dependant on or linked
to the US programmes.”
Interestingly, the spokesperson added that the
Italian Ministry of Defence has requested “a joint
Lockheed Martin/Leonardo study to assess the
potential of one of the fast rotorcraft technologies.”
“Leonardo is actively contributing to the European
initiatives with several other industry players,” the
spokesperson said. “These study initiatives are
considering the widest scope of possibilities in terms
of capabilities, technology enablers and architectures
to ensure the industry can meet clear national
operational needs once these are better defined,” the
spokesperson added. “Any assumption of possible
convergence between US programmes and NATO or
European initiatives, from an industry perspective, is
premature at this stage.”
Airbus, as Europe’s other major helicopter
manufacturer, is co-ordinating the first phase of the
ENGRT programme, with a particular emphasis on
determining whether speed “is really a key factor for
Boeing-Sikorsky

the next generation of military rotorcraft,” a company
spokesperson told AEROSPACE in November. “That
is why the first phase of the ENGRT programme
… will focus on studying concepts of operations to
assess the benefits of different technical options.
Beyond speed, other factors are crucial like stealth,
connectivity, manoeuvrability, crewed/uncrewed
teaming and availability,” the spokesperson added.
On 6 September 2010 Airbus Helicopters (then
Eurocopter) first flew the X3, a rotorcraft based
on the AS365 Dauphin to which was added two
tractor propellers, located on short wings either
side of the main fuselage, that provided increased
speed and countered the torque effect of the main
rotor by having different pitches. On 12 May 2011
this aircraft reached a speed of 232kts (430km/h).
Airbus then put its experience in developing the
X3 into the Racer (Rapid and Cost-Effective
Rotorcraft), unveiled at the 2017 Paris Air Show,
which is similarly configured to the X3 but for the
substitution of pusher propellers. Originally due to
Bell
fly in 2020 but delayed by the pandemic and other
issues, the Racer is now expected to take to the air
in 2023.
“If speed is indeed a key requirement, Airbus
Helicopters believes that the hybrid configuration,
demonstrated with the X3 and that will be further
experimented with Racer, represents a good trade-off
between performance, cost and complexity,” said the
Airbus spokesman.
However, it should be noted that Racer is
purely a demonstrator and its design would not be
appropriate for an FLRAA-type requirement, given
that the laterally mounted propellers would present
an obstruction and potential hazard to the ingress and
egress of troops from the cabin.
Airbus Helicopters
Leonardo Helicopters
UK MoD/ Crown copyright
Sikorsky
New Medium Helicopter
The UK, meanwhile, is pressing ahead with its New
Medium Helicopter (NMH) programme. The schedule
for an RfP for NMH has recently slipped. Originally
expected this autumn, a UK Ministry of Defence
(MoD) spokesperson confirmed to AEROSPACE
on 21 October that it was now expected “later this
financial year,” meaning that it could come as late as
the first week of April 2023.
The out-of-service date (OSD) for the RAF’s
fleet of 23 Puma HC2s, which form the bulk of the
NMH requirement, is March 2025, meaning that
the programme schedule is now looking quite tight.
However, the MoD spokesperson noted that this
OSD “will remain under review based on operational
and non-operational commitments.”
There has, at least, been some progress with
NMH, with news emerging at the beginning of
November that Airbus Helicopters, Leonardo
Helicopters, and Sikorsky respectively bidding the
H175M, AW149, S-70M Black Hawk– had all passed
the dynamic pre-qualification questionnaire (DPQQ)
stage of the programme. Boeing too had passed the
DPQQ, but had not offered a specific platform.
Speculation that the UK MoD had one eye on
FLRAA as it proceeded with its NMH programme
was initially supported by its consideration of a
low-cost bid by non-OEM contender AceHawk
Aerospace, which was offering digitally upgraded
Black Hawks remanufactured in Teesside. Any
serious consideration of this bid could have
suggested the UK was eyeing an interim NMH
purchase while waiting to see how the FLRAA
contest would develop. However, the prospects of
such an interim solution being taken up came to a
halt in November when AceHawk did not make the
DPQQ cut for NMH.
JANUARY 2023 23
 AEROSPACE
Recruitment and retention

Turbulence ahead

ARPAD SZAKAL, Principal Consultant at Cormis Partners, looks at what the ‘great
resignation’ means for the aviation industry navigating today’s aviation talent

‘T
landscape.
he great resignation’ movement of
2021(1) caused a significant shift
of power from the employer to the
people they are looking to hire. This
trend impacted the aviation industry
with significant consequences on attracting and
retaining talent.
The past couple of years gave people the rare
opportunity to reflect and think about what they
really wanted to do with their careers and lives.
As a result, some left the industry to pursue new
careers while others turned to freelancing or self-
employment.
Now that businesses in the aviation sector are
once again looking to invest in new talent to help
drive recovery and growth, there simply are not
enough candidates out there to deliver the skills
and expertise required. This is evident across all
levels of seniority.
The rules of the talent game have changed.
While executives are demanding (and receiving)
higher compensation, we have experienced that
many of them also want more flexibility and
sense of belonging to the culture of their future
employer to accept a permanent role.
In light of these changes, what can aviation
companies do to attract and retain talent?
1. Start the hiring process early
Clients are spending more time at the outset
before launching searches to get all the internal
stakeholders in agreement. Savvy candidates
can smell misalignment from a distance. Hiring
organisations must create a compelling narrative
regarding the opportunity, the broader business
strategy and the compensation package early
on in the process. As a search firm, we observe

(1)
 he Great Resignation describes the elevated rate at which US workers have quit their jobs starting in the spring of 2021, amid
T
strong labour demand and low unemployment.

24 AEROSPACE
that when it comes to recruitment, the most
successful organisations invest a lot of time on
aligning stakeholders to create an impactful story
that outlines the opportunity and benefits for
candidates. Being transparent also builds trust
and helps reduce any risk of miscommunication.
2. R
 ethink the ideal candidate
profile and expand the talent
pool
To compete successfully for today’s talent, hiring
organisations must think more creatively about
candidates. What about the non-
traditional candidates who are not
even on your radar? These might
include ‘boomerang’ employees – those
who return to a business after leaving
– and others currently doing part-time,
consulting or contract work or leading
their own one-person start-ups. Next-
gen and step-up candidates from the
lower ranks in an organisation, who may
be less proven but are highly capable
and motivated, become more appealing.
Do not overlook the importance of
promoting within and give employees
‘stretch assignments’ to train them into
future leadership roles.
3. D
 o not eliminate candidates
too early in the selection
process
If you come across a solid
candidate, but are not quite sure
they are the solution to your
challenges, keep them engaged. It
is quite painful to run a full process
only to realise that one of your earlier
candidates (or top performers) was
the best solution out there after all. In
the current market, chances are they
will no longer be available if you did not
keep them in the process and take them
seriously throughout.
4. T
 hink about retention at the
hiring/onboarding stage
Setting up a reliable and effective onboarding
process is critical. Onboarding should consist of
relevant and purposeful training, regular feedback
and check-ins, along with practical support for
the new hire. A smart onboarding process can
reduce attrition and helps new team members
understand an organisation’s subtle rules and
processes.
5. T
 hink beyond pay: offer
benefits and perks that
actually help employees
Perks and benefits are a huge incentive. The
office will become a more attractive destination
for your staff if you provide help with costs,
such as parking, transportation, as well as meal
plan options. An increasingly diverse workforce
requires flexibility, imagination and innovation
from its employer’s reward and recognition
programme. Traditional one-size-fits-all employee
benefits schemes no longer work.
6. Conduct ‘stay’ Interviews
Do not wait until exit interviews to ask your
staff what they like (and dislike) about
their position. ‘Stay’ interviews are a great
opportunity to ask employees what matters
most to them. You will have the chance to
make changes based on their feedback
and they will be less likely to leave as a
result. If they crave growth and long-
term career progression, show them
the way. Listening to your employees,
anticipating and addressing their
needs and concerns is a great first
step in building longevity in the
workplace.
7. P
 rioritise diversity,
equity, inclusion and
belonging
We have observed that if an organisation is not
diverse and does not promote inclusion and
belonging, their retention rates will likely be
impacted. They often struggle to attract talent
too. Diversity, equity, inclusion initiatives start with
leadership. Employees imitate what they see from
their leaders. Ensuring that your leadership team
is committed to building a culture of inclusion and
belonging will pay off in the long run.
The way forward
Now more than ever, the aviation sector must
redefine attraction and retention strategies
to build a competitive value proposition for
their employees. The longer they wait, the
more burnout they will create among existing
employees, potentially leading to even more
attrition.
JANUARY 2023 25
 SPACEFLIGHT
2023 year ahead preview

Watch this space

Last year was an historic year in space exploration but what is on the horizon for
2023? RICHARD LOWE FRAeS, on behalf of the RAeS Space Specialist Group,
offers some insight.

T
he past year has shone a spotlight on
the importance of space in global affairs.
The role of space in climate monitoring
– providing evidence for both climatic
changes and the pollution that causes
them – is now well established. The COP27 summit
in Egypt drew upon multi-decadal observing records
that span the globe and only satellites can provide
such data at truly planetary scale.
This year also very publicly demonstrated the
tactical and strategic value of space to warfare.
Coverage of the Russian invasion of Ukraine routinely
refers to satellite communications systems (such
NASA/Joel Kowsky
These capabilities have helped to level a playing
field that was hugely tilted in Russia’s favour. The
present situation in Ukraine, at time of writing, would
be very different if Ukraine had not benefited from the
tactical communication, precision guidance and strategic
situational awareness that space is delivering. In a
conflict where neither side can control the air, satellites
are still able to track mechanised deployments, assess
battle damage and provide evidence of war crimes.
Of course, the war has had a wider impact on the
space sector itself too. The role of Russian launch
services has likely been permanently diminished,
Europe’s ExoMars lander mission has been postponed

as SpaceX’s Starlink)(1), satellite navigation systems (including the UK-built Rosalind Franklin Mars Rover),
(such as GPS) and satellite observing systems (such and the decades-long partnership of the International
as ICEYE’s and Maxar’s). Space Station now looks set to end.

(1)
OneWeb is scheduled to complete its own communication constellation in 2023

26 AEROSPACE
Opposite page: NASA’s 2022 achievements

Space Launch System
(SLS) rocket with the Orion
spacecraft aboard is seen
atop the mobile launcher as
it sits on Launch Pad 39B
at NASA’s Kennedy Space
Center in Florida prior to its
16th November 20 launch.
Right: ESA has selected, left
to right; Britain’s Rosemary
Coogan, John McFall and
Meganne Christian as part
of its latest astronaut intake.
Below: SpaceX’s Starship
test vehicle.
UK Gov/Crown copyright
It is not all adversity though. The James Webb
Space Telescope is now earning its place as
Hubble’s successor, providing incredible images of
the cosmos.
NASA’s Artemis 1 moon rocket also made its
debut flight and China completed its own space
station, Tiangong. Elsewhere in the Solar System,
it is heart-warming to note that the little helicopter
known as ‘Ginny’ (Ingenuity) continues its flying Following a successful first flight, the US’ Space
adventures on Mars. Launch System (SLS) will now go on to enable the
As this edition of AEROSPACE went to print, planned Lunar Gateway station, in orbit above the
the UK is poised to achieve a launch milestone, with Moon. The Orion spacecraft carried into space as
its first ever space launch from home soil(2). Virgin SLS’s payload (and like its launcher, very much over
Orbit’s June 2022 target launch date gradually budget and behind schedule) contains a service
slid back throughout the year but customers, module supplied by the European Space Agency,
service providers and regulators all work to make it representing Europe’s down payment for one of its
possible. The launch arguably represents a greater astronauts to walk on the Moon this decade.
organisational achievement than a technical one. A new three-person crew was scheduled to
The launch system is known to work – but there is take over the Chinese Tiangong space station in
been much to do out of the limelight, to ensure that December 2022, following its tripling in size earlier
airspace management, safety, infrastructure and
commercial interests could line up.
The launch of the ‘Start Me Up’ mission, from
under the wing of a modified Boeing 747 called

SpaceX
Cosmic Girl, is set to open up a new period in the UK
with several more launch sites approaching first flight.
The maiden flight of Orbex’s Prime launcher
from Sutherland – potentially in 2023 – will mark
a further milestone as the first vertical UK launch,
with an indigenous UK launcher. At that point, the
UK can more legitimately claim to have its own
sovereign access to space.

On the launch pad for 2023

Personal adventure is fast becoming the primary
driver of human spaceflight. Want to visit space?
Form an orderly queue!
SPACEX AIMS Blue Origin has now conducted six crewed
sub-orbital flights. Each new mission takes six
TO FLY A
passengers to the edge of space. It has not all been
PRIVATE CREW plain sailing though and a recent launch of New
OF FUNDERS Shepard (September 22) failed. Thankfully, it was
AND ARTISTS an uncrewed launch carrying experiments – and it is
also reassuring that the emergency capsule ejection
ALL THE WAY system worked as planned. On detection of a thrust
AROUND THE anomaly, the capsule was ejected and returned
MOON, AS WELL safely to the ground. It is hard to predict if events
AS TAKING like this will boost or reduce confidence of paying
passengers. Spaceflight remains an adrenaline sport.
TOURISTS This year, Boeing intends to finally achieve
TO THE ISS crewed flight to the ISS for its long-delayed
AND DOING Starliner capsule. Meanwhile, SpaceX – so often a
step ahead – aims to fly a private crew of funders
THE FIRST
and artists all the way around the Moon, as well
COMMERCIAL as taking tourists to the ISS and doing the first
SPACEWALK commercial spacewalk.

(2)
Readers may recall that the UK remains the only country in the world ever to achieve its own orbital launch capability (Black Arrow, 1969), then give it up. However, Black Arrow was launched from Australia,
not the UK.

JANUARY 2023 27
 SPACEFLIGHT
2023 year ahead preview

in the year with the addition of two 20-ton modules In the other direction, the New Horizons probe
offering extensive microgravity research facilities. speeds out far beyond Pluto – unlikely to ever
At the end of 2023 the station is expected to be encounter another body but still transmitting.
enhanced once more with the launch of the Hubble-
class Xuntian space telescope that will undertake Launch
sky surveys and will occasionally dock with the
station. Launches are now reaching record levels. In 2022,
ESA’s latest astronaut intake has been just over 150 launches took place and this year will be
announced and includes three UK citizens – an just as busy.
astronomer, a scientist and an Olympic athlete. They SpaceX performed as many launches as China
join 14 other newly appointed European astronauts. (both just over 50) – and represented over 2/3 of
all US launch attempts (77)(3). Impressively, 47 of
SpaceX’s Falcon 9 launches reused hardware from

ESA
earlier launches. By comparison, Europe’s three
launches (four if including a Soyuz from Kourou)
look quite meagre. Astonishingly, the UK may soon
be in a position to overtake the rest of the EU in
launch cadence.
SpaceX’s Starship may already have had its
maiden flight by the time you are reading this. The
super-heavy launcher is designed for full reusability –
which would be a first for any launch system. It is also
designed to put more than 100t into low Earth orbit in
one shot. That kind of lifting power has not been seen
since the days of the Apollo programme and Saturn V.
Nevertheless, it will not be alone. The US also
now has the Space Launch System (SLS), which
successfully launched in November 2022 – but
SLS is not reusable so the economics could stack

Solar System Above: ESA’s JUICE is

expected to be the big
ESA’s JUpiter ICy moons Explorer (JUICE) is the science launch for 2023.
big science launch for 2023. Really significant Solar It will ultimately enter orbit
around Jupiter’s moon
System exploration missions do not come along very
Ganymede.
often, but JUICE must qualify. Its 12-year mission is to
Right: The long-awaited
boldly go where no mission has gone before, entering Ariane 6 might make its
orbit around Jupiter’s moon Ganymede. No previous debut flight in 2023. It will
spacecraft has ever orbited a moon other than ours. underpin Europe’s space
Every time a mission has visited a new place in the programme, giving the
Solar System, the results have been a surprise. EU assured, independent
The icy moons of Jupiter are particularly access to space beyond
low Earth orbit.
promising destinations. Ganymede is an extraordinary
place by any measure. Larger than Mercury but only
half its mass, it is the only moon known to have a
magnetic field (resulting from a metal core). It is also
predicted to host a global saltwater ocean under its
thick, ridged ice layer, containing more liquid water
than all Earth’s oceans.
JUICE will also study Ganymede’s icy neighbours,
Callisto and Europa – both of which undoubtedly
harbour further surprises. It will take eight years to
reach its destination, with various fly-bys on the way.
Elsewhere, a host of missions continue their long
and winding paths – including BepiColombo (ESA,
Mercury); Solar Orbiter (ESA, Sun) and Parker Solar
Probe (NASA, Sun). Each will provide postcards from
time to time, as they edge closer to their final orbits in
the inner Solar System.
(3)
https://en.wikipedia.org/wiki/2022_in_spaceflight#By_country

28 AEROSPACE
Right: EUMETSAT’s
satellites collect weather
and atmospheric data to
monitor climate change.
ESA
up very differently. This will be a pivotal time for the
economics of spaceflight. The sheer scale of what
Starship (and SLS) can do may unlock entirely new
satellite paradigms – if entrepreneurs have the vision
and the finance to pursue them. The entire mass
of the ISS could be lifted in four flights – but the
techniques to assemble large scale structures in orbit
remain in their infancy.
Europe’s long-awaited Ariane 6 might make its
debut flight in 2023. While it will help to sustain and
improve European heavy-lift capability, it is unlikely
to worry SpaceX. Ariane 6 represents a relatively
ESA
incremental improvement over earlier generations
and remains a single-use launcher. Nevertheless,
it has secured an orderbook of customers and
meets a need – giving France and the wider EU
assured, independent access to space beyond low
Earth orbit. Programmes, such as Galileo (European
Navigation system), the MeteoSat series (atmospheric
observation), various communication systems and
ESA’s Solar System exploration will all make use of
it. Just as SpaceX is underpinned by the US space
programme, so too is ArianeSpace by Europe’s.
Blue Origin’s New Glenn launcher might also
make a flight in 2023. Both New Glenn and Ariane
6 are tentatively scheduled for the last quarter of
the year.
Earth observation
ESA’s long-running series of ‘Earth Explorer’ missions
is going through a quiet patch until 2024, when
several missions will likely come close together
(BIOMASS, EarthCARE, then FLEX in 2025).
Nevertheless, Europe’s Earth Observation
(EO) community will benefit from new data from
EUMETSAT’s MeteoSat third-generation satellites
from late 2022 onwards. EUMETSAT manages
a fleet of spacecraft whose primary purpose is to
collect weather and atmospheric data. That data
plays a crucial role in supporting disaster responses,
improving weather forecasting and enabling global
climate modelling. The new missions will include
both imagers and ‘sounders’, designed to measure
temperature and humidity throughout the atmosphere.
The new measurement sets will fill in gaps in ground-
based observations, improving the skill with which
forecasts can be made.
Satellite navigation
The events unfolding in Ukraine are going to
provide case studies in defence and critical national
infrastructure (CNI) for many years to come. The
war is a, thankfully, rare case of hot conflict between
opposing forces with substantial electronic warfare
capability. Both sides appear to be using GPS for
their own ends(4) (and likely, a mix of Galileo and
GLONASS too). It is very likely that both sides are also
deploying signal jamming and spoofing to undermine
(4)
Including anecdotal reports of Russian pilots strapping GPS receivers into their cockpits.
their opponents… as well as anti-radiation missiles to
knock out transmitters (including jammers, radar and
communications).
Despite the severely contested signals’
environment, Ukraine’s armed forces continue to
function – and to use weapons systems that reach
their targets at long range. The same is true for Russia.
Satellite navigation is evidently still enabling uncrewed
air and naval systems, as well as precision artillery and
rockets. In recent years, there has been considerable
attention paid to improving the resilience of such
systems in the face of electronic countermeasures.
Perhaps that effort is paying off? There are many ways
to navigate – and improvements continue in systems,
such as inertial guidance, visual and radar systems.
‘Sensor fusion’ (combining data from multiple sensors)
can fill the gap when GPS drops out or a camera loses
line of sight.
The year ahead will not see major new
capabilities in satellite navigation – but what is
happening right now may have a substantial impact
on the future evolution of timing and navigation
services for CNI and defence.
Following Brexit, the UK government continues
to very slowly ponder its path for a national position,
navigation and timing (PNT) capability. There will be
lessons to learn from Eastern Europe.
In-orbit service & manufacture
Finally, a sector to keep an eye on! Here on Earth,
industry depends on utility providers, waste disposal
services and logistics operators. As the scale and
ambition of space systems grows, the same will be
true in orbit. Services are now forming to offer debris
removal, in-orbit refuelling, construction, transport
between orbits and even repairs.
It is unlikely that these innovative companies will
have their big breakthrough in 2023, after all, their
business inherently depends on serving the ambitions
of others. Nevertheless, new launchers and new
technology make big dreams possible.
An industrial estate in space might seem to be
sci-fi but 15 years ago, private space tourism seemed
a little far-fetched. It’s now here.
JANUARY 2023 29
 AIR TRANSPORT
Accident reporting
The importance of
being early
EgyptAir Flight MS804 was lost in May 2016, but over six years later later no accident
report has been published. NICHOLAS BUTCHER FRAeS and Captain JOHN COX
FRAeS of the RAeS Flight Operations Group (FOG) consider the safety implications
when there are delays in the publication of accident reports.
T
he International Civil Aviation
Organization (ICAO), an agency of the
United Nations, specifies in Annex 13
that the criteria for contracting states
is to investigate aircraft accidents and
to produce interim and final accident reports in a
timely manner. Unfortunately, this is not the case
regarding a fatal accident involving an Airbus
A320 operated by EgyptAir as Flight MS804,
which was lost in the Mediterranean Sea in May
2016; no accident report has been published in the
intervening six years.
ICAO Annex 13 details the requirements
for accident investigation and the publication of
accident reports. It states: “The sole objective of the
investigation of an accident or incident shall be the
prevention of accidents and incidents. It is not the
purpose of this activity to apportion blame or liability.”
In the UK, the Aircraft Accident Investigation
Branch (AAIB) states that: “Our purpose is
to improve aviation safety by determining the
30 AEROSPACE
Colin Cooke
circumstances and causes of air accidents and
serious incidents, and promoting action to prevent
reoccurrence.”
In the US, the National Transportation Safety
Board (NTSB) states that: “….it is an independent
federal agency charged by Congress with
investigating every civil aviation accident in the
United States and significant accidents in the other
modes of transportation – railroad, highway, marine
and pipeline – and issuing safety recommendations
aimed at preventing future accidents.”
From these statements it is clear that the
consistent aim of these agencies must be to
identify the cause of accidents and incidents so as
to prevent the repetition of such events.
Responsibility for investigation
The investigation of an aircraft accident, or serious
incident, is usually the responsibility of the state
where the accident occurs, although accident
The investigation investigators frequently call on other agencies and
stakeholders to assist.
into the loss However, when an accident occurs in
of an EgyptAir international waters the responsibility for accident
Airbus A320, investigation can become uncertain, especially if
similar to this the location of the aircraft is unknown. ICAO Annex
13 states that the state (country) nearest the site
in 2016, has should provide assistance and respond to requests
still not been from the state (country) of registry.
published Additional uncertainty is introduced when an
aircraft is lost due to unusual circumstances, as
was the case with Malaysia Airlines Flight MH17
which was shot down over Eastern Ukraine by a
surface-to-air missile in July 2014. In that event
Ukraine delegated the accident investigation to the
Dutch Safety Board (DSB) as the most appropriate
agency to investigate the accident, since the flight
originated in Amsterdam and so many Dutch
citizens perished in the accident.
Publication of reports
The ICAO requires final accident reports to
be published as soon as possible. If this is not
achievable, interim reports should be published on
each anniversary of the accident. This has not been
accomplished for EgyptAir Flight MS804 by the
Egyptian authorities.
Following the fatal accident involving an
Ethiopian Airlines’ Boeing 737 MAX 8 in
March 2019, the Ethiopian authorities issued a
The flight deck
preliminary accident report in April 2019. This was
recorders from followed by an interim accident report, published in
Flight MS804 March 2020, although no final accident report has
were damaged by yet been released.
Any delay in publishing interim or final accident
seawater but the reports has the potential to seriously impact on the
data was found safety of continued flight operations. Causes of an
to be readable, accident or serious incident should, therefore, be
presumably made available to the aviation industry in a timely
manner, whenever possible.
making the cause
of the accident Liaison between agencies and
determinable authorities
by accident
Factors influencing the outcome of an accident
investigators or serious incident should be communicated by
accident investigation agencies to responsible
parties during the process of the investigation rather
than awaiting publication of a final accident report.
Collins Aerospace
For example, during the investigation of the
Boeing 737 accident at Manchester in August
1985, the UK AAIB had regular communication
with the UK CAA on a number of issues affecting
the evacuation of passengers, as well as other
factors. In that accident, the evacuation of
passengers via the Type III over-wing exits was a
serious adverse factor and the AAIB advised the
CAA of their findings and concerns in advance of
the publication of a final accident report.
This facilitated the CAA in publishing
Airworthiness Notice 79 in January 1986 with
implementation to all UK registered and affected
aircraft by July 1986. This was many months in
advance of the AAIB final accident report, published
in December 1988. Such interim liaison between
accident investigators, regulatory authorities and
other interested parties is an important part of any
aircraft accident investigation, although not actually
required by ICAO Annex 13.
The FOG position
The RAeS Fight Operations Group (FOG)
strongly agrees with the aim of aircraft accident
investigation, and believes that any non-publication,
or unnecessary delay in the publication of accident
investigation reports present a real threat to aviation
safety. Without such action, the cause of accidents
will not be identified and necessary improvements in
aircraft safety will not be made.
Of particular concern at this time, is the lack
of an accident report regarding a fatal accident
involving Flight MS804. On 19 May 2016, the
EgyptAir Airbus A320, en route from Paris to Cairo,
crashed into the Mediterranean Sea some 180
miles north of Alexandria, Egypt. None of the 66
souls on board survived.
From information already known, a fire occurred
in and/or below the flight deck of the aircraft.
The French BEA (Bureau of Enquiry and Analysis
of Civil Aviation Safety) assisted the Egyptian
authorities with work on the flight deck recorders
which were damaged by seawater. The data from
the recorders was found to be readable, presumably
making the cause (or, at the very least, contributing
factors) of the accident determinable by accident
investigators.
The FOG recommends that the delay in
publication of an interim and final accident report
regarding the tragic loss of Flight MS804 should be
urgently addressed by the Egyptian authorities. This
is especially important given the size of the global
Airbus A319/320/321 fleet, which currently stands
at more than 1,000 aircraft worldwide.
It is understood that the French BEA have
attempted to persuade the Egyptian authorities
to publish an accident report but without success.
The FOG, therefore, urges all interested parties,
including ICAO, IATA, EASA, Airbus, IFALPA, ISASI
and any other relevant organisations to intercede
with the Egyptian authorities so as to ensure that
a final accident report is published without further
delay.
Over six years of not knowing the circumstances
surrounding the loss of one of these widely used
Airbus aircraft is simply unacceptable. The FOG,
therefore, supports past and future actions by the
BEA in order to facilitate a final accident report
being published without further delay.
JANUARY 2023 31
 GENERAL AVIATION
Training aircraft
Swift development
The former RAF Coltishall is set to become a hive of activity as the Swift training aircraft
moves towards a maiden flight. STEPHEN BRIDGEWATER speaks exclusively to
company founder David Stanbridge.
S
etting aside the myriad new hot air balloon
variants that are approved by the CAA
each year, when was the last time a new
civilian aircraft was certified in the UK?
There have been a few homebuilt designs
of varying commercial success, but the last type to
be approved and built in the UK was probably the
Avro RJ series of airliners, which entered service in
1993 (albeit based on the 1980s-era BAe 146).
However, if all goes to plan, that track record is set to
change, thanks to the efforts of David Stanbridge’s
Swift Aircraft.
Once home to fleets of English Electric
Lightnings and SEPECAT Jaguars, Hangar 2 at
RAF Coltishall in Norfolk is now home to an aircraft
production facility, creating what Stanbridge hopes
will be the ab initio training aircraft of the future.
For many years, Stanbridge has concentrated
on building up a diverse portfolio of product lines to
support the aircraft’s development and, in his own
32 AEROSPACE
words, has “invested in it whenever we have had a
surplus, but we’ve never quite had the funds to get it
to the finish line.”
However, that has now changed, thanks to
a substantial Innovation Loan from the Defence
and Security Accelerator (DASA) which is part of
the Ministry of Defence. “The paperwork is now
completed,” Stanbridge revealed to AEROSPACE,
“and we have pledged to have a prototype flying
within twelve months.”
Aesthetics first
A century ago, aircraft designers had their own ‘style.’
They sketched their aircraft on drawing boards,
taking inspiration from nature. Today many aircraft
look alike, their ‘designs’ optimised by wind tunnel
data and computer modelling.
Conversely, seeing the prototype Swift taking
shape in the hangar, you are struck by what a
 beautiful machine it will be. From its swooping
tail to its elliptical wing, it has presence and style.
“Aesthetics come first,” Stanbridge proudly told
AEROSPACE. “If you look into the GA market
many aircraft look alike. However, we opted for a
beautiful elliptical wing planform and a conic lofted
fuselage embodying double curvature surfaces
for aerodynamic efficiency. The beauty of using
composites is that we can create any shape we like
and make it look as good as it flies.”
The gull-wing element has a more practical
application, however, enabling the main spar to sit
as low as possible within the fuselage and allowing
more headroom for the occupants. “A 6ft 4in tall pilot
complete with a ‘bone dome’ can fit easily within the
cockpit,” Stanbridge proclaimed.
Tutor replacement
The Grob 115 Tutor has served the RAF since 1999,
operated by Babcock and VT Aerospace under a
Private Finance Initiative. However, the type has been
plagued with serviceability issues and many have
called for its replacement – and this is where the
Swift could come into its own.
Designed to be easy and fun to fly, the airframe
is also wider and more comfortable than the Tutor
(“we’ve designed it around a 21st Century body
form,” said Stanbridge with a smile). A large bubble
canopy will complete the cockpit, offering excellent
all-round visibility.
As part of its parent company’s wider composite
portfolio, Swift Aircraft has access to 3D CAD,
computational fluid dynamics (CFD) and finite
element analysis (FEA) capabilities. “By using
THIS IS AN
INCREDIBLE
TIME TO BE
AN ENGINEER:
BRITAIN IS
MAKING
AEROPLANES
AND YOU
SHOULD BE
PART OF IT
David
Stanbridge
Founder,
Swift Aircraft
composite materials and heavily relying on FEA, we
can effectively make the airframe any shape we
like,” explained Stanbridge. “This also helps in terms
of reducing weight as we can reduce materials with
very precise calculations by mapping the pressure
distributions obtained from CFD onto the FEA
models.” All calculations are then backed up by more
conventional means.
Although the airframe will be tested and
approved for intentional spinning, the flight
instructing regime can be a dangerous environment.
As such, the Swift has been designed from the
outset to be fitted with a ballistic recovery parachute,
enabling a safe descent even in the event of an in-
flight collision.
“One of the key advantages of an entirely ‘clean
sheet’ design is that we can build in features like
this from the outset,” explained Stanbridge as he
demonstrated the channels in the prototype where
the parachute lines are located. “We’ve embedded
the lines within the aircraft itself and covered them
with a thin layer of composite that tears when the
‘chute deploys. This is not an add-on: it is safety
embedded into the aircraft from the initial design
stage.” An added advantage is that the structure for
the ‘chute also provides a lot more stiffness to the
cockpit area.
Fuelling the debate
The search for a certified zero-carbon training
aircraft for the RAF shifted up a gear in 2021 when
the service set a goal of having such a machine
in service by 2027. At the time, DASA released a
market exploration document stating: “The decision
JANUARY 2023 33
 GENERAL AVIATION
Training aircraft
has been taken to ensure that the next-generation
aircraft will produce zero-carbon emissions at the
point of use. This target must be achieved through
more environmentally sympathetic aircraft using a
sustainable fuel source, such as electric or hydrogen;
the goal is to achieve the first military registered and
certified zero-carbon aircraft in the world.”
The project, which is led by the RAF Rapid
Capabilities Office (RCO), will feed into Project
TELUM – the end-to-end solution aimed at
modernising elementary flight training, including the
use of synthetic and virtual training. “This includes
innovative technology that will enable each airframe
to become its own simulator,” Stanbridge excitedly
told AEROSPACE. “By using VR goggles a student
could look down onto their wing and ‘see’ all the
linkages moving inside it as they move the controls.
Everything is possible in VR!”
Swift Aircraft had been in discussion with the
Project TELUM before the global pandemic hit,
“but, technologically, things have changed a lot over
the intervening two years,” said Stanbridge. The
original intention had been to replace the Tutor with
another conventionally powered aircraft, but the
change in thinking is driven by the availability of new
powerplants and fuels, as well as the RAF’s aim to
achieve net zero carbon by 2040, ten years ahead of
the government’s national policy of being carbon-
neutral by 2050.
However, when it flies next year the prototype
Swift will be powered by a conventional powerplant.
“We want to mitigate risk as much as possible,”
explained Stanbridge. “Flying a prototype airframe
with a prototype powerplant just doesn’t make sense,
so we’ve opted for a conventional tried and tested
engine. However, a significant part of the programme
relates to the development of a more sustainable
power source.”
The programme to select the TELUM airframe
officially starts in 2023 and the DASA market
survey requirements demanded an endurance of
90 minutes and a 20-minute turnaround. Since that
time, however, these have been increased.
The RAF RCO has also been supporting Project
MARTIN, which has been creating synthetic fuels to
further reduce RAF emissions, and Stanbridge says
it is not inconceivable that a future
Swift could fly on such a
fuel or another type
of Sustainable
Aviation
Fuel
(SAF).
34 AEROSPACE
We are also independently developing our own
electric powertrain for the aircraft,” he confirmed. To
this end, Swift is collaborating with fellow Norfolk
company NUNCATS, which is developing an electric-
powered Zenair ultralight at Old Buckenham Airfield
with a view to providing rural developing nations with WE OPTED FOR
a rapid transportation method for medical supplies
A BEAUTIFUL
and other essentials.
“Tim Bridge from NUNCATS has joined us on a ELLIPTICAL
consultancy basis,” explained Stanbridge. “He has WING
already developed a successful power system and PLANFORM
we’re tapping into that resource. In return, we’re
helping NUNCATS start flight testing using the
AND A CONIC
CAA CAP 1220 E Conditions.” E Conditions was LOFTED
developed as a collaboration with the RAeS to jointly FUSELAGE
develop the criteria and guidance to allow operation EMBODYING
of experimental aircraft in a way previously not
available in the UK. DOUBLE
The thorny question about batteries tends to CURVATURE
be avoided by most electric aircraft proponents, SURFACES FOR
but Stanbridge is quite open on the matter. “We will
AERODYNAMIC
initially be using lithium-ion batteries,” he confirmed,
“but that’s not really the way we see it ending up. EFFICIENCY
They work fine in automobile applications but just
don’t have the gravimetric energy density for flying,
even for a training aeroplane. There really needs
to be something else, which is why we’re looking
at synthetic fuels, hydrogen and upcoming battery
technologies, including LiSTAR’s lithium-sulphur units
which are being developed as part of the Faraday
Institution and store more energy per unit weight
while operating in a wider temperature range than
lithium-ion cells.”
Swift is also considering aluminium-air batteries,
which produce electricity from the reaction of oxygen
in the air with aluminium. They are said to have one
of the highest energy densities of all batteries but
are not widely used. “However, we’re also not losing
sight of all the ‘liquid stuff’ that’s been developed,”
Stanbridge emphasised.
Unlike many projects, which are trying to convert
existing airframes to electric power, the Swift’s clean-
sheet design nature gives the engineers’ ability to
place batteries in the most appropriate locations.
“The airframe has been optimised in such a way
The prototype Swift is that there will be minimal differences regardless of
now under construction whether you’ve got the internal combustion engine
at Coltishall with many
variant or the electric version,” said Stanbridge. “Apart
composite elements
already complete and ready from a minor change to the top of the cowling, the
for assembly. Swift will look identical and have the same thrust line,
Centre of Gravity and, thus, flying characteristics. In
essence we are future-proofing the design, meaning
that operators can easily switch between AvGas,
electric and even hydrogen-power in the future as
and when they desire.”
Swift Aircraft’s aim is to have its own electric
powerplant available to slot into the prototype a
few months after its maiden flight. Stanbridge also
acknowledged that “other countries don’t have the
same sustainability agendas as the UK,” and he is,
therefore, reluctant to dispense with the AvGas-
powered variant. That version will also be able to take
advantage of the developments in SAF and synthetic
fuels which are also being funded by the RAF RCO
and, while they are not necessarily zero-emission
products at point of use they “still tell the net zero
story, and at the end of the day, it’s still a lot better
than what we’re currently using.”
More than skin-deep
The aircraft might look like just another two-seat,
tricycle-geared, propeller driven trainer – but below
the surface the Swift is an altogether different
animal. The RAF RCO aims to “enhance capability
delivered to the front line, explore opportunities
presented by emerging technologies, and leverage
diversity in thought with novel and innovative ways
of working.” Meanwhile, DASA “finds and funds
exploitable innovation to support UK defence
and security quickly and effectively to support UK
prosperity.” It will, perhaps. come as no surprise
to learn that both the RAF RCO and DASA are
interested in the Swift project for more than the
airframe itself, and the use of advanced composites
is high on that list.
The types of aircraft the Swift is designed to
replace already make extensive use of glass fibre
and carbon fibre, construction but, in the years
since they entered service, these technologies have
matured and evolved significantly. These ‘traditional’
composites are strong and capable but are limited
by the temperatures in which they can operate and
are, increasingly, viewed as unsustainable from an
environmental point of view.
Even the most modern carbon fibre aircraft are
restricted in terms of the colours they can wear as
the heat from the sun can degrade the integrity of
their structure. “Research has shown that the most
conspicuous colour for a training aircraft is black,
but the RAF’s Tutor fleet is white because they are
all-composite airframes,” emphasised Stanbridge.
“We were recently contracted to wrap a couple of
the Tutors operated by Babcock in blue and black
schemes, which required us to obtain an EASA STC
and, while we haven’t seen the full results yet, it
was clear that they were far more visible in the sky.
However, it was found that, even on a cloudy day,
the external temperature on the dark surfaces were
exceeding 50C. Primary structures for those types
of composites are cured at around 80C and just
cannot take high in-service surface temperatures
as you approach Wet-Tg limitations. However, we
have a solution. By using different composite resins
and curing the components at 176C we can create
JANUARY 2023 35
 GENERAL AVIATION
Training aircraft

an airframe that can be completely black, yet still

operate in desert-like temperatures.”
The entire Swift airframe will be constructed
of prepreg composites, bonded together in moulds
and jigs. “The wing spars and some structural hoops
around the fuselage and canopy will be made from
carbon fibre but there are also a lot of very lowly
stressed panels on the aeroplane – areas that would
perhaps have been canvas in days gone by. They
do not need to be made from carbon fibre and are
currently constructed from lighter and cheaper glass
fibre.” However, that could be about to change…

Hemp and Flex

Operating in conjunction with Swift’s other research
projects is a programme created to evaluate the
use of plant-based composites for aeronautical
applications.
Since they were first developed in the late
1930s, most composites have been made
from strands of glass, carbon and other non-
biodegradable fibres bonded with myriad resins.
These create strong, yet light structures but recent
changes in culture towards the environment have
led to a new generation of materials scientists
developing sustainable materials.
These natural and plant-based fibres come from
renewable sources, such as hemp or flax that grow
quickly and, teamed with plant-oil-based resins, have
less environmental impact during their construction
than traditional composites. Crucially, they can also
be easily recycled at the end of their useful life as
they boast good biodegradability, decomposing
without releasing toxins.
They are becoming increasingly popular in some
areas but, to date, remain largely unproven in the
aviation sector. “We think there is no reason why
anything on the Swift that is currently made of glass
fibre can’t be made from plant-based composites
made with bio-resins,” Stanbridge confidently
declared. “It ticks so many boxes but, so far, nobody
has tested it in the aviation sphere, and that’s where
we come in.”
“We’re developing and evaluating these
composites in parallel with the aircraft with the aim
of simply swapping glass fibre for a hemp or flax-
derived composite before the Swift enters serial
production if the new materials meet certification
requirements.”
Stanbridge is committed to keeping the Swift
project in Norfolk where its hangar and office
complex at the former RAF Coltishall is leased from
landowners Norfolk County Council, which has
pledged to develop the site as an enterprise park to
create local jobs.
Much of the airfield’s infrastructure remains
intact and Swift Aircraft recently obtained permission
to reactivate the 1,000m of the original 2,286m
runway to allow it to conduct flight testing.

36 AEROSPACE
More than the military
The Swift project has several milestones to meet
over the coming months. As well as Stanbridge’s
pledge to have the prototype flying within a year,
he also aims to have the electric propulsion system
running and natural-fibre composites approved for
use after just 15 months. “We also plan to begin
the Type Certificate application after 15 months,”
he continued, “after which we can begin the
certification programme.”
However, the military trainer market is just
one avenue being pursued by the ambitious
Norfolk company. “With our existing experience
looking after the Europa, we think it’s likely that
the first Swifts that people see will be approved
as kitplanes,” Stanbridge surmised. “The approval
processes within the amateur market are less
stringent than that for the certified aircraft market
and will be the quickest way of getting aircraft to
market and into pilots’ hands.”
Ultimately, Stanbridge plans to offer several
variants of the Swift. “In addition to the military
trainer and the amateur-built examples, we foresee
a certified two-seat trainer, an aerobatic trainer
and a dedicated touring version,” he confirmed.
“Each of those will be available with a choice of
power sources and each will easily be converted
from one powerplant to another at a later date, if
desired.”
There are, however, no aspirations to develop
a four-seat variant. “Between Cirrus, Diamond,
Cessna and Piper there are plenty of four-seat
aircraft on the market,” he emphasised. “Yet, what
is going to replace the ageing fleets of Cessna
152s at flying schools? We think a capable and
sustainable alternative is needed and that’s where
the Swift comes in.”
Inspiring a nation
Stanbridge hopes the Swift will be at the
spearhead of a new British aviation industry and
will help inspire not just a new generation of
aerospace professionals but also engineers in
general.
“Project TELUM is all about inspiring
and attracting the next generation,” he told
AEROSPACE. “That’s always been one of our key
messages and we’ve already hosted Air Cadet and
school parties at Swift. We have an engaging story
about creating sustainable flight and we’re trying
to ‘sell’ engineering as an attractive industry and
an exciting career choice. This is an incredible time
to be an engineer. Britain is making aeroplanes
and you should be part of it.”
JANUARY 2023 37
 DEFENCE
NATO Air Policing
Keeping Baltic
skies safe
Saab AB/Peter Liander
As the 60th rotation of NATO Baltic Air Policing duties nears its close,
CHARLOTTE BAILEY visits the Hungarian Air Force detachment at Šiauliai AB
in Lithuania to learn how the Saab Gripen C has helped keep Baltic skies safe.
I
n the north of Lithuania, in an upstairs area
of an air base that once belonged to the
Soviet Union – an irony not lost on the press
delegation gathered just along from the QRA
room – an alarm sounds. Could the Hungarian
Air Force (HunAF) – the lead nation in the 60th
Baltic Air Policing (BAP) mission – be about to
experience their nineteenth Alpha scramble of the
deployment to date?
Not this time. This is a false fire alarm rather than
the sort of signal that would see two of the seven
Hungarian pilots airborne in their armed JAS Gripen
C jets within 15 minutes (although I’m told it’s, in
reality, more like nine or ten).
Since taking over as ‘lead nation’ of the mission on
1 August 2022, the ‘Puma’ Tactical Fighter Squadron
has conducted 18 such Alpha scrambles, responding
to commands from three Control and Reporting
Centres (CRCs) in the Baltic nations (nicknamed
‘Lighthouse’ and ‘Galaxy’). It’s the HunAF’s third tenure
here (following previous stints in 2015 and 2019) and
a team of 78 personnel from the 59th Szentgyörgyi
38 AEROSPACE
DezsÖ Air Base in Kecskemét, Hungary remained
deployed in Lithuania until 1 December when the
Polish rotation resumed the lead role.
BAP Block 60
The relaxed atmosphere in the QRA room (at least
for now) belies the defining purpose of the BAP
mission, to have two fighter aircraft armed and in
the air within a quarter of an hour, ready to counter
any aggressor in or around Baltic airspace, a
responsibility various NATO states have fulfilled on a
rotational basis since 2004.
The primary location for the mission is Šiauliai
AB, built by the Lithuanian government in 1931
and annexed by the Soviet Union in 1940 before
reverting to Lithuanian ownership in 1993. Although
old brick-built structures previously housing
MiG-21s serve as a stark reminder of the site’s
history, clues as to the base’s current purpose can
be found in the myriad of signs surrounding the
BAP HQ building: totems to previous missions
 Charlotte Bailey
Above opposite page: A successfully accomplished. A series of sketches on
SAAB-AB JAS-39 Gripen the ceiling of the QRA room – the assembled inputs
D fighter taking off. of participating countries– also serve as a great visual
Above left: Major József memento of international co-operation.
Papp demonstrates the
Although the augmenting nations on this mission
unconventional way of
entering the Gripen’s
opt for different airframes (the Polish F-16Cs also
cockpit – on the starboard present at Šiauliai, and the German Typhoons based
side. at Ämari, Estonia), the Hungarian platform of choice
Above right: A Hungarian is the Saab-AB JAS-39 Gripen C, an agile, single-
Air Force SAAB-AB JAS- engined, fly-by-wire multirole fighter with a distinctive
39 Gripen C in its hangar. delta wing and canard configuration.
Gripen Cs first entered service with the Swedish
Air Force in 1996 and the first lease contract was
signed with the Hungarian MoD in 2003. The HunAF
Gripens’ first international deployment took place
four years later in 2007. Unusually, the first few
months of the Hungarian tenure saw a ‘double dose’
of Gripens standing shoulder to shoulder, the Czech
rotation having stayed on for two months longer than
originally intended, owing to the Italian Air Force’s
F-35As being apparently “unable to operate with the
base’s current infrastructure.”
International training missions, including dissimilar
air combat training are a regular element of BAP,
and as pilot Major József Papp explains: “[The
Gripen] is small and can present a challenge with
the Eurofighter, F-16 or F/A-18, even. It’s like Hugh
Charlotte Bailey
Jackman! And because of the advantage of its small
size, that can really be included in your tactics.”
Hot and cold
Out in the hangar, three of the four aircraft housed
are preparing to depart on their morning’s training
mission; two noticeably lacking their interchangeable
arsenal of underwing pylon-mounted armament –
typically two Sidewinder and two AMRAAM miles
alongside a fully loaded Mauser BK27 gun.
It turns out we’ve caught the HunAF during
‘cold week’, a rotational system allowing each
nation, including the Italian Eurofighters stationed in
Malbork, Poland, one week per month to augment
their training flights with “some special missions.”
For the first time this includes the lead nation and
during this week, two pilots of the ‘cold nation’ are
kept on ‘readiness state 180,’ available to revert to
their standard 15-minute scramble time within three
hours although it’s “normally achievable in two hours
or less.”
The ability to briefly disarm greatly augments the
additional training missions that ‘cold week’ aircraft
can fly. The rearming turnaround after the mission
(estimated to take up to 30 minutes) is something
four ground personnel are always on hand to support.
JANUARY 2023 39
 DEFENCE
NATO Air Policing
Charlotte Bailey
“I think we are the only nation doing that,” muses
Papp, referencing the frequency with which this task
can be achieved. Even on a ‘hot week,’ where only
two of the four Gripens can be disarmed, the speed
with which that can be reversed is something “[the
HunAF] can easily support with the technicians.”
‘Puma One One’
Today’s exercise will see the first two Gripens in
‘Puma One One’ formation engaging in an unarmed
1v1 air combat exercise in the huge training airspace
overhead. The third – notably equipped with a
Litening targeting pod – is on its way to perform a
navigational and reconnaissance flight close to the
border. “For that mission [the armament] wasn’t really
needed, but it’s always good to have,” notes Papp,
alluding to the BAP’s real raison d’être.
With international tension understandably high
in Eastern Europe, just how has the Hungarian
deployment perceived their response to an
increasingly tense geopolitical climate?
Airborne interceptions
As of 14 November, the HunAF has engaged
in a total of 18 Alpha scrambles (exclusively to
40 AEROSPACE
intercept aircraft in international airspace), around
the same number as during their last rotation in
2019.
These typically occur when ‘something is
missing’, an aircraft flying in international airspace
without a flight plan, not communicating via radio,
or not using a transponder. However, although the
Baltics are not the centre of Russian attention –
something reflected in the relatively stable total
– has BAP Block 60 commander Lt Col Attila
Ványik perceived any changes of behaviour in the
intercepted aircraft?
“Sometimes they’re not so friendly, but I
wouldn’t call them aggressive,” he explains. The
first two aircraft intercepted back in August were
singletons, an Ilyushin Il-76 transport followed a
day later by a Sukhoi Su-24. Other interceptions
included transport aircraft flanked by fighters –
such as the Antonov An-72 and its entourage
of two Sukhoi Su-35 – the presence of combat
aircraft always warranting a scramble. However,
although the few fighters are “usually armed,”
Papp notes they are “usually the same as before.
They try to make our life a little bit harder but it’s
not super aggressive.” Other Alpha scrambles – in
particular, on four separate occasions in October
– were to intercept a border patrol. Interestingly,

NATO
Above left: Each
participating nation
commemorates their
presence with a sign
outside the HQ building.
Above right: A Hungarian
air force pilot prepares
his JAS 39 Gripen fighter
for scramble in support of
NATO’s Baltic Air Policing
mission.
potentially hostile aircraft also no longer seem Gripen stuff
to be ‘cutting the corner’ of airspace when
transiting from mainland Russia to the province Returning to the hangar, I notice a series of metal
of Kaliningrad (located between Lithuania and bars across the road, designed to catch stones from
Poland). truck tyres. Largely thanks to air intakes mounted
“During an interception, when you are high up on the Gripen’s side, these are somewhat
intercepting more than one aircraft, the situation superfluous, greatly minimising the need for the so-
can be quite dynamic – and every mission is a called ‘FOD plod.’
different story. We always have something to talk Today the aircraft have paused between training
about at the end of the mission,” explains Papp. missions, but it is not always so. I’m told the ‘hot pit’
A series of debriefs (following individual procedure (where jets are rearmed and refuelled
missions, a major debrief at the end of immediately after landing, without
each day, and subsequent weekly and shutting the engine down) can take as
monthly meetings) are augmented by little as 15 minutes. ‘Ease of operation’
the ability to iterate national sovereign is definitely a defining feature of this
mission data on a daily basis, a airframe, able to take off from as little
significant advantage over users of as 800m of unprepared road and carry
certain US platforms whose access to THE RELAXED various configurations of stores slung
such information may be limited. ATMOSPHERE from ten underwing pylons.
IN THE QRA Would these capabilities – combined
Training and personnel with cost considerations, serviceability,
ROOM BELIES availability and NATO-interoperability
Alongside the Alpha scrambles, the THE DEFINING – make the Gripen C an ideal option
HunAF has carried out a total of 60 PURPOSE OF THE for the Ukranian air force? Although
Tango (training) scrambles and a BAP MISSION, Ványik declines to comment, it’s certainly
single Sierra scramble (similar to a a sentiment held by the Royal United
Tango but not leaving the ground).
TO HAVE Services Institute for Defence and
Crews have also experienced ten TWO FIGHTER Security Studies (RUSI), with analysts
instances of Readiness State Five AIRCRAFT recently citing the airframe as “by far
(RS5), during which the Gripen’s ARMED AND IN the most suitable candidate in terms of
engines are kept running in the operational requirements.”
hangars, and 23 RS10, where the THE AIR WITHIN A In the meantime, however, what
aircraft are standing by with their APU QUARTER OF AN might the future of the HunAF’s Gripen
running. HOUR, READY TO fleet (currently 12 Cs and two twin-seat
An additional 35 hours of training D variants) look like? Papp explains that
flights – facilitated in part by the
COUNTER ANY there is another MS20 upgrade due
introduction of the ‘cold’ week – AGGRESSOR within the year, along with new weapons
brings the total HunAF flight time to options. “We’d love an AESA radar,” he
over 275 hours since the start of the deployment. muses, adding it would “really open up our limitations.”
“There are lots of opportunities to train with other Perhaps the upcoming ‘Gripen Users Group’ –
nations, which we’re trying to maximise,” explains a biannual discussion between the seven current
Papp who has just celebrated his 1,000th hour on airframe operators – might have some thoughts as to
the Gripen. how Saab’s ongoing programme of upgrades might
On average, personnel will spend an average evolve.
of two months out of the four-month mission
deployed at Šiauliai, although the Detachment In conclusion
Commander will remain at the base for the entirety
of the Hungarian tenure. Seven of Hungary’s Despite Russian aggression remaining “about the
total of 20 Gripen pilots will typically spend two same” as experienced in previous deployments, it
months in rotation in a ‘month-on, month-off’ is clear the BAP role remains as vital as ever, and
pattern (although will still be flying elsewhere). one the HunAF hopes to return to in 2025. In the
“Everybody is really interested to fly here,” Papp meantime, Papp is hopeful for a deployment to
explains, noting the unique potential for additional Keflavík, Iceland (something the Hungarians were
training offered by this posting. Even on a ‘hot offered once before but declined due to their lack of
week,’ pilots are aiming to fly at least two to three currency in air-to-air refuelling).
missions, although average flight hours across the However, although personnel and, indeed,
month remain relatively stable. Technicians are also airframes may change, the sixty patches stuck on the
engaged on a rotational basis, although generally mess hall wall – each one a memento of a successful
spend two consecutive months on site before tour – serve as a fitting tribute to the nations who
returning home. work to keep Baltic skies safe.
JANUARY 2023 41
 Become a Chartered Manager
The Royal Aeronautical Society has partnered
with the Chartered Management Institute (CMI) to
offer RAeS Incorporated Engineer and Chartered
Engineer members a route to becoming a
Chartered Manager (CMgr), along with discounted
CMI membership.

Why become a Chartered Manager?

• CMgr is recognised globally throughout all
sectors and management disciplines
• Bolster your management and leadership
credentials
• Professional development
• Increase your earning potential

As a Professional Engineer, achieving CMgr status

can provide clear evidence that you possess the
management and leadership skills required to
support your technical engineering competency.

Eligibility:

You will need to be an active RAeS Incorporated Engineer or Chartered Engineer member,
with five or more years’ management experience.
Depending on your experience, you can apply to be either a Chartered Member (MCMI CMgr)
or Chartered Fellow (FCMI CMgr).

Applications for Chartered Fellow are open to those with a minimum of 10 years’
management experience, with at least 3 years at a strategic level.

For more information about the application process please email the
Membership Team:
registration@aerosociety.com
Afterburner
www.aerosociety.com
US Air Force aircraft line up on the runway during a capabilities demonstration at Kadena Air Base, Japan, 22 November 2022. Kadena AB’s ability to rapidly generate
US airpower is a vital function of its mission to ensure the stability and security of the Indo-Pacific region. USAF photo by Senior Airman Jessi Roth.
44 Message from RAeS
– President
“A month ago I wrote about Lt Cdr Richard Gearing
receiving the Hardingham Sword for outstanding
service to the Society. Since then I have had the
opportunity to hand out the Society’s prizes for 2022
and what a privilege it was.”
– From the Executive Team
“It is a great pleasure to write the first staff column
of the 50th volume of AEROSPACE magazine and
to tell you a little about what the Society’s Library
and Archive does to help you and to champion the
past, present and future of our sector.”
46 Book Reviews
Scottish Aviation Pioneers, Perseverance and the
Mars 2020 Mission and Bristol Beaufighter.
49 e-Library Additions
e-Books recently supplied to the National
Aerospace Library’s e-Library.
50 RAeS Diary
Find out what Society events are happening.
51 AEROSPACE at 50
This issue marks 50 volumes since the publication
of the first issue of Aerospace in magazine format
in July 1974.
52 RAeS Launches Equity, Diversity &
Inclusion Feedback Process
Lt Cdr Richard Gearing, Chair of the Society’s
Equity, Diversity and Inclusion (EDI) Committee,
discusses the Society’s new EDI feedback process,
changes to the Society’s formal complaints system
and the new EDI policy.
54 New Member Spotlight
55 Light Aircraft Design Teach-ins
Coventry University in conjunction with the RAeS
General Aviation Group is running a series of
Teach-ins on Light Aircraft Design.
57 2
 022 RAeS Medals & Awards
JANUARY 2023 43
 Message from RAeS
OUR PRESIDENT
Peter Round
Above right: 2022 RAeS Happy New Year to all our readers!
Medals & Awards winners.
A month ago I wrote about Lt Cdr Richard
Gearing receiving the Hardingham Sword for
outstanding service to the Society. Since then I have
had the opportunity to hand out the Society’s prizes
for 2022 and what a privilege it was (see p57).
There is not the space to single out individuals here
but as you can see from the picture above it was a
happy occasion and every one of the recipients was
a worthy winner drawn from a cast of outstanding
candidates. My heartiest congratulations go to every
one of the winners and I want to put on record my
thanks to past president Jenny Body and her team
on the Medals & Awards Committee who devote
so much time to reading all the nominations and
selecting the recipients. With 2023 just beginning
I urge you to think about someone you know who
should be recognised and then please take that
extra step and write a nomination. Do it now so it
does not end up as a regret at the end of the year.
No.4 Hamilton Place has seen some heavy
footfall over the past month or so and it has
reminded me what a wonderful place it is. I have
seen it with the users serious and studious and
in party mood with everyone singing and enjoying
themselves. The place rises to every occasion and
left me in happy heart and optimistic for the future.
One of the events at ‘4HP’ was the last Council
WHAT IS Meeting, the third of my four as President – how
time flies – and we talked about the challenges
IMPORTANT facing the airline industry. Tim Norwood from
NOW IS THAT Gatwick Airport and Julian Homerstone from Virgin
THE COUNCIL Atlantic joined us and gave a real insight into what
TAKES WHAT their organisations had been through, how they
coped, and what their plans are for the future.
IT HAS LEARNT Importantly, they were both incredibly optimistic
AND USES IT TO but at the same time realistic in their outlooks.
SUPPORT OUR What is important now is that Council takes what it
has learnt and uses it to support our sector in the
SECTOR IN THE best way it can. ‘Fire and forget’ is simply not good
BEST WAY IT enough. If our Society is to be relevant we cannot
CAN afford to be a talking shop; we must be active at
44 AEROSPACE
every level. While I am on the subject of Council,
please remember the last day to put your name
forward for the next Elections is 31 January. I urge
you to get involved and, not only help shape your
Society but also, contribute meaningfully to our
sector and aerospace in general.
My themes make an appearance every month:
● Looking after young prospects to bring them
into our sector and sustain them thereafter.
● Making sure the Society is relevant and the
go-to place for learned advice.
● Reform of the Society’s governance.
But this time I want to concentrate making the
Society relevant. This is a line that can mean many
different things to different people, so what do I
mean? I will feel the Society is truly relevant when
the influential and policymakers are asking for our
opinion and when new members of our sector join
us because of the support we give them and then
continue to seek our assistance after they have
joined because they know what we can do for them.
Right now this is, quite simply, not happening. It’s
not because we are not trying. From 4HP we push
social media, publish magazines and journals and
offer training and conferences but the penetration
is simply not enough. My call now goes out to the
whole membership but, in particular, the Fellows
who are all bubbling over with experience and in a
position where they can look back with pride over
a career well executed. I want you to be proactive,
help to spread the word by telling everyone who will
listen what a great place the aerospace community
is and the value of membership of the Society. Ask
yourself when did you last tell somebody about the
RAeS? Spreading the word is something everyone
can do: it does not take up the time becoming a full-
blooded volunteer does, but it is incredibly effective
if we all do it. Please join in!
Thank you to those who have contacted me via
president@aerosociety.com to comment on my
column. Keep it coming – your views are always
welcome.
FROM THE EXECUTIVE TEAM
Tony Pilmer – Librarian and Archivist, National Aerospace Library
Happy New Year! It is a great pleasure to write the
first staff column of the 50th volume of AEROSPACE
magazine and to tell you a little about what the
Society’s Library and Archive does to help you and to
champion the past, present and future of our sector.
As any reader of AEROSPACE knows, the Society
has an internationally important historic collection but
we are also here to boost your Continual Professional
Development. Today that is primarily done through
our e-library; individual members just need to log into
the Society’s website at https://www.aerosociety.
com/e-library to gain access. If you need to
explore a subject in depth or brush up your skills
you can access over 600 e-books through our main
e-book library and AIAA collections. Our e-journals
collection is designed to keep you up-to-date with
current developments, containing titles such as Flight
International and Airline Business and a collection of
more technical aviation and aerospace papers. You can
even get the service to e-mail you when something of
interest becomes available. For those who like paper in
their hands, members can borrow books in person or
through the post.
As you would expect from an organisation who
is 157 this month, the Society has collected some
amazing material that tells the story of how the dream
to fly was first planned, conquered and then flourished.
As well as a very fine collection of books, with the first
dating back to 1515, we have a plethora of material,
including fragments of 18th Century air balloons,
letters from some of the key figures in our industry
aircraft specifications from the 1920s onwards,
unpublished memoirs, collections of technical reports,
journals and magazines cuttings books from some of
our early female pilots, over 100,000 photographs and
slides plus much much more.
With historic collections such as these, it is
unsurprising that we get enquiries and visits from
across the world. Of course, most heritage enquiries
are from historians, but we also specialise in finding old
answers to new questions. For example, we have had
researchers exploring concepts to see how they could
be used in the world of electric and hydrogen-powered
aircraft and remotely piloted and autonomous aircraft.
As the collections get older, like most of us, they
need a bit of patching and so much of that work is
AS ANY READER done by our brilliant band of volunteers, who make
sure that our material will be in excellent condition for
OF AEROSPACE
the next generation of researchers.
KNOWS, THE One of the great pleasures of working at the
SOCIETY HAS AN Society’s library is to watch a real aviation enthusiast
INTERNATIONALLY walk through our doors for the first time and see their
eyes light up but, though we have first-class facilities
IMPORTANT to greet members and others to our reading room in
HISTORIC Farnborough, much of our work today is centred on
COLLECTION getting material online. Over the past decade we have
launched and developed a number of services that
make it easier for you to access what we have in our
collections:
● Some of our most important early material
is on our Heritage website, https://www.
aerosociety.com/heritage. Items such as the
Sir George Cayley notebooks, Horace Short’s
technical sketches of the Wright brother’s A aircraft
and Lawrence Hargrave’s photograph albums.
● Over 10,000 of our images can be seen
via https://www.aerosociety.com/
printsandposters where you can also order
copies on merchandise.
● Over 150 lectures and interviews from our
audio archives are available via https://www.
aerosociety.com/podcasts. Some of my
favourite lectures come from the 1960s when
those who took part in the early days of aviation
were invited to tell their story. For example, last
month’s lecture was a history of Supermarine told
by R J Mitchell’s stress engineer.
●  https://www.aerosociety.com/movies
has been a great hit. Containing historic films
from companies, such as Miles, TWA, Shell and
Lockheed that were hidden in Hamilton Place’s
basement for years.
Our volunteers also play a key role in finding
the gems that are well hidden in our collections
and putting details online, including cataloguing
and scanning photographs, transcribing letters and
notebooks and describing articles and reports.
So, what will we be doing in 2023? Well, more of
the same. Last year we moved our library catalogue
onto a new platform that, not only contains details
of our collections, but also enables us to host digital
copies. This year we have secured some funding
from the RAeS Foundation to help us get more of our
material online. So far on https://www.aerosociety.
com/catalogue we have loaded copies of some
amazing early Society publications, such as the 1911
Report of the bird construction committee [link to
https://raes.soutron.net/Portal/Default/en-
GB/RecordView/Index/47668] and Aeronautical
Classics with titles from figures, such as Cayley, Pilcher
and Wenham.
In the future we will be adding more content
to our film archive and our classic lecture and
interviews series, including interviews with some of
our generation of aero professionals and those who
pioneered the UK to Australia air passenger routes.
Most importantly, we are here to help members
and non-members alike in person, by phone on +44
(0)1252 701038 and via nal@aerosociety.com.
The National Aerospace Library is open Tuesdays,
Wednesdays and, by appointment, Thursdays, whether
you need us for work, rest or play.
JANUARY 2023 45
 Book Reviews
SCOTTISH AVIATION PIONEERS
Scotland’s STOL Specialists
By Chris Hobson
Air-Britain, 2021, 115pp, £22.
This books style and the depth of its research sets
the standard for those seeking to discover how
an aircraft came about, who used them and how a
concept became mainstream.
It looks at the motivation behind those involved
in the story, from the founder to the customers who
wanted such aircraft. For example, the author casts
a light on Swiss Air and other operators’ reasons
for wanting turbines and their wish for more power
in the Wasp engine. It also sheds light on the other
side of the story by showing Scottish Aviation’s view
of the Wasp and their lack of pursuit of the gas
turbine. I found the section that examines leased
airframes particularly interesting.
The author has shown the impact that a number
of accidents had on the company, including the one
that killed David McIntyre, one of the founders of
46 AEROSPACE
the company, but also of the more prosaic, such as Above: Scottish Aviation
the rise of helicopters, Britain turning its focus away Pioneer CC1, XE512.
from the world East of Suez, rising costs and the
RAeS/NAL.
Below left: Scottish Aviation
lack of financial stability that Scottish Aviation had Twin Pioneer, G-APRS, at
to endure. It is often politics that will end the need RIAT 2006. Airwolfhound.
for an aircraft and the author has done a superb
job of highlighting the changing political landscape
within the RAF and in the realm of their political
masters and how this affected the Scottish Aviation
Pioneer and Twin Pioneer.
The author has succeeded in capturing David
McIntryre’s drive and vision for producing 400
rugged aircraft, together with the effort needed
to sell aircraft, details that many articles have
glossed over. Hearing about the challenging market
Scottish Aviation faced, such as competing against
those selling cheap war-surplus aircraft and the
US-supported DC-3, is refreshing and should be
read by those who design and sell aircraft.
The volume will provide those looking at the
development of urban transport in remote areas
and between urban centres, such as the London to
Paris routes, with useful information, and tells an
important part of the Swiss Air story.
It is well illustrated and hopefully, in a second This is a
edition, may say more on the unbuilt Super Pioneer well written,
and explore whether a turbine variant of the thoroughly
Pioneer and Twin Pioneer was proposed. I for one
would enjoy reading a longer version of this book,
researched
especially if it enables me to read it in a larger font. book on an
This is a well written, thoroughly researched important part
book on an important part of Scotland’s and Britain’s of Scotland’s
aviation heritage. It is a superb read and should be
an industry standard.
and Britain’s
aviation
Waqas Ahmad heritage
PERSEVERANCE AND THE MARS 2020 MISSION
Follow the Science to Jezero
Crater
By Manfred ‘Dutch’ von
Ehrenfried
Springer Praxis Books, 2022, 276pp, £27.99 in print,
£21.99 as a pdf, £18.26 via Kindle [NAL ebook logo]
Returning samples from Mars has been at the top of
the planetary science wish list for decades. Samples
from the red planet, back on Earth, in the (remotely
controlled robotic) hands of experts, using all the
scientific techniques they can throw at them in their
biologically sealed facilities, might, finally, answer one
of the holy grail questions in science: is there, was
there, Life on Mars?
Perseverance, NASA’s latest rover to land
and explore Earth’s cousin, has kicked off the
interplanetary relay mission in some style, and
Manfred ‘Dutch’ von Ehrenfried’s book is a
comprehensive summary of this mission to date. With
a long list of acknowledgements and references, the
author has certainly done a good deal of homework,
and JPL appear to have provided a great deal of
input and source material for the book.
The great strengths of this book are in capturing
the details of the design, the selection of the
landing site, and the science goals, each with a
dedicated chapter. There is also a full chapter on
Ingenuity, the helicopter, the companion payload to
Perseverance that landed, tucked inside the belly of
the rover. Originally planned as a simple technology
Perseverance self-portrait on demonstrator, it has proven its worth and has become
Sol 46, with Ingenuity. an integral part of mission planning by scouting out
NASA/JPL-Caltech/Kevin M Gill.
the landscape ahead of Perseverance and helping
the team find the best routes through the rocky
landscape. I particularly appreciated the appendices,
notably the summary of Mars exploration, from Viking
through to Perseverance, as well as biographies,
timelines and even a list of interesting quotations.
However, as the foreword to the book
acknowledges, the mission is ongoing, and this is the
book’s main weakness. There will be many more tales
to tell from this mission, and the follow-on spacecraft
that will, all being well, return the previous cargo to
Earth, and these are already missing from the text.
The great The detailed lists of Ingenuity’s flights stop at the end
of 2021, though by August 2022 the helicopter has
strengths of
survived the dust season and was still flying. Recently
this book are announced changes to the sample return mission
in capturing architecture are missing, and no doubt there will be
the details of further changes in time. I hope that there might be a
revised edition, or a part 2 in the future.
the design, the Springer has published the book in two formats,
selection of the a paperback and an e-book, available in both e-pub
landing site, and pdf format, so readers can find the version
and the science that best suits their needs. The PDF version is well
indexed and searchable, which makes it very valuable
goals for anyone wishing to have an easy, searchable
reference to hand, while the paperback is very
nice to flick through and easier perhaps to jump
between different sections. Much of the information
contained in the book is available freely online, but
Perseverance and the Mars 2020 Mission brings
Libby Jackson it together nicely in a single reference guide, that
FRAeS would make a fine addition to any library.
JANUARY 2023 47
 Book Reviews
BRISTOL BEAUFIGHTER
The Full Story
By John F Hamlin
Edited by Geoffrey Negus
Air-Britain. 2022. 424pp. Illustrated. £65.
This is thought to be the first large scale volume
covering the Bristol Beaufighter to be published for
nearly 20 years and it is the most in-depth record
of the type ever produced. The result of years of
detailed research, as reflected by a long list of
original sources, this superb work provides technical
information on the aircraft, a brief history of every
unit to fly it (including a large number of minor and
experimental units), a schedule of every airfield on
which Beaufighters were based, and then a listing of
every example built with its service history and fate.
This includes those serving with overseas air arms –
important because several other countries operated
Beaufighters including some minor air arms
post-war. And there is an index of aircrew fatalities,
casualties and those taken as prisoners of war.
The Beaufighter had a long service career
but, with its great record as a ground attack and
maritime striker, one tends to forget how successful
the type was at downing enemy aircraft. For
example, in July 1943 a 600 Squadron machine
shot down four Junkers Ju88s and damaged
another during a single sortie. The text, much of
which is taken from Operational Record Books,
is well written and, thanks to a small typeface,
very detailed in terms of recording operations
48 AEROSPACE
Bristol Beaufighter IC of and movements. Australian Air Force and USAAF
No252 Squadron.
service are covered to a similar degree to the RAF.
RAeS/NAL.
Incidentally, one page is devoted to the Japanese
supposedly calling the Beaufighter ‘Whispering
Death’, when it seems far more likely that this was
pure propaganda from the Allied side.
There are very few colour photos in the book,
but nine pages of colour artworks, showing different
camouflage schemes and liveries, are grouped
towards the end. If there is a weakness, then one
feels that too many photos have been reproduced
too small when in all honesty some, showing burnt
out wrecks for example, could have been omitted.
That said, a good percentage are new and, in certain
cases, are probably unique; for the reviewer, the
nose installation on a 252 Squadron machine on
p 7, for example, is entirely new. Apart from a few
images appearing rather dark, the print quality is
very good.
There is a fine index and this reviewer must
note that his name appears within the credits, but
purely as a supplier of photos and with no input
Bristol whatsoever to the book itself. And it must be
Beaufighter is a noted that, of its 424 pages, no less than 240 are
reference book devoted to airframe histories. Some readers may
consider having less than half the book allocated
of the highest to the aircraft’s general career as a weakness, but
class and no this is not bedtime reading, it is more for dipping in
enthusiast to and for answering questions. Bristol Beaufighter
interested in is a reference book of the highest class and no
enthusiast interested in this splendid aircraft should
this splendid be without a copy. Highly recommended! Buy it now!
aircraft should be
without a copy Tony Buttler
e-Library Additions
BOOKS
HISTORY AND
BIOGRAPHY
In Turbulent skies: British
aviation successes and
setbacks, 1945-1975 by
Peter Reese, 2020, The
History Press.
Explores the events and
people involved in the ups and
downs of the British aircraft
industry after WW2.
Magnificent Women and
Flying Machines: The
first 200 years of British
women in the sky by Sally
Smith, 2021, The History
Press, 287pp.
Stories of Britain’s
women pioneers of the air who
achieved real firsts in various
forms of aviation: in ballooning,
parachuting, gliding, airships
and fixed-wing flight – right
up to a trip to the International
Space Station.
Sir Henry Royce:
Establishing Rolls-Royce,
from motor cars to aero
engines by Peter Reese, 2022,
The History Press, 256pp.
Explores the life of an
almost forgotten genius, from
his humble beginnings to his
greatest achievements.
The Turtle and the
Dreamboat: The cold
war flights that forever
changed the course of
global aviation by Jim
Leeke, 2022, Potomac Books.
The first detailed account
of the historic race for
long-distance flight records
between the US Army and US
Navy in 1946. Each service
wanted to demonstrate its
offensive capabilities during
the new nuclear age when
America was realigning its
military structure and preparing
to create a new armed service
– the United States Air Force.
Wings over water: The
story of the world’s
greatest air race and the
birth of the Spitfire by
Jonathan Glancey, 2020,
Atlantic Books.
The story of the
Schneider air races and its
engineering rivalry which led
to the development of the
Spitfire.
AIRCRAFT
Concorde: The rise and fall
of the supersonic airliner
by Jonathan Glancey. 2015,
Atlantic Books.
The story of Concorde
from the moment Captain
Chuck Yeager first broke the
sound barrier in 1947 through
to the last commercial flight of
the supersonic airliner in 2003.
Harrier: The biography
by Jonathan Glancey, 2013,
Atlantic Books.
The development of the
most successful vertical take-
off-and-landing aircraft ever
made and its indispensable
role for the RAF and Royal
Navy in conflicts such as the
Falklands War.
Spitfire: The biography
by Jonathan Glancey, 2014,
Atlantic Books.
A celebration of a great
British invention, of the men
and women who flew it and
supported its development,
and of the industry that
manufactured both the aircraft
and the Rolls-Royce engines
that powered it.
SERVICE AVIATION
Air Transport Auxiliary at
War: 80th anniversary of
its formation by Stephen
Wynn, 2021, Pen & Sword
Books.
This book looks at the
invaluable work carried out
by Air Transport pilots (men
and women) tasked with
the collection and delivery
of military aircraft from the
factories to the RAF and Royal
Navy stations during WW2,
some of whom died while
flying for the service.
Bomber Command’s
Forgotten Summer by Paul
Tweddle, 2nd edition, 2018,
The History Press, 369pp.
The stories of the young
men of The Many of Bomber
Command who carried out
dangerous missions on a
nightly basis across Europe
to seek out and attack targets
to undermine the German
war effort against Britain and
prevent invasion in 1940.
AIRWORTHINESS AND
MAINTENANCE
Foreign Object Debris
and Damage in Aviation
by Ahmed F El-Sayed, 2022,
CRC Press.
How to manage FOD to
guarantee air traffic safety
Members can view/read/download books online at www.aerosociety.com/elibrary
with minimum costs to
airlines and airports. Includes
numerical analyses for
estimating damage caused by
strikes and explores aircraft
operation in adverse weather
conditions and inanimate FOD
management programmes and
management plans for wildlife.
AIR TRANSPORT AND
AIRCRAFT OPERATION
Aircraft Operating
Leasing: A legal and
practical analysis in the
context of public and
private international air
law by Donal Hanley, 3rd
edition, 2022, Kluwer Law
International BV.
Expert guidance on the
legal and practical aspects
of aircraft leasing with a
real example and detailed
examination of a form of
aircraft operating lease for a
used aircraft.
Aviation Leadership: The
accountable manager
by Mark J Pierotti, 2021,
Routledge.
Identifies the
responsibilities of management
in the regulatory territories
of the FAA (US), the EASA
(EU) and the GCAA (UAE),
identifying the daily challenges
of leadership in ensuring
companies meet the regulatory
obligations of compliance,
safety and security while
running an economically viable
and efficient company.
The Economics of Airlines
by Bilotkach Volodymyr,
2nd edition, 2021, Agenda
Publishing.
An updated introduction
to the economics of airlines
with the challenges that
the sector now faces after
Covid-19. Includes new
material on changes to cost
structures, the pricing of add-
on services, cargo, airport slot
allocation and the impact of
climate change.
Introduction to the Air
Transport System by Milica
Kalic, Slavica Dožic, Danica
Babic, 2022, CRC Press.
A guide to the operations
and business of the air
transport system, ie, airlines,
airports, and ATC/ATM (Air
Traffic Control/Management).
Safety Management
Systems and Their Origins:
Insights from the aviation
industry by Corinne Bieder,
2022, Taylor & Francis Group.
Presents different
perspectives on Safety
Management Systems (SMS)
to better decode what it means
as a safety approach and what
it implicitly conveys beyond
safety using the aviation
industry as a basis for analysis.
US First Lady Eleanor
Roosevelt is escorted by
Commandant Pauline
Gower as she meets Air
Transport Auxiliary pilots on
26 October 1942. From left:
Mrs Opal Anderson, Hazel
Raines, Miss Jane Plant and
Miss Virginia Farr. RAeS/NAL.
Strategic Airport Planning
by Mike Brown, 2022,
Routledge.
Explores a new approach
to airport planning that better
captures the complexities
and velocity of change in
our contemporary world,
emphasising the importance
of articulating a clear strategy,
based on a rigorous analysis
of the competitive landscape,
and the need to move beyond
traditional boundaries of
airport planning.
System Analysis and
Modelling in Air Transport:
Demand, capacity, quality
of services, economic, and
sustainability by Milan Janic,
1st edition, 2021, CRC Press.
Presents a
comprehensive analysis and
modelling of demand, capacity,
quality of services, economics,
and sustainability of the air
transport system and its main
components – airports, airlines,
and ATC/ATM (Air Traffic
Control/Management).
JANUARY 2023 49
 Diary
EVENTS www.aerosociety/events-calendar/

12 January
Dornier 17Z – Recovery from the Goodwin Sands
Darren Priday, Manager of the Michael Beetham Conservation
Centre, RAF Museum
Cambridge Branch lecture at: Lecture Theatre ‘0’, Cambridge
University Engineering Department, Trumpington Street,
Cambridge CB2 1PZ, UK

17 January
Next Generation JetPacks
Antony Quinn, Royal Navy Captain and CEO of Maverick
Aviation
Farnborough Branch lecture at: Farnborough College of
Technology, Boundary Road, Farnborough GU14 6SB, UK

18 January
RAeS/Coventry University ‘Light aircraft design Teach-ins’
2023: Evaluate Your own Aircraft in X-Plane!

18 January
RAF Planes that won the Battle of Britain were built on
German Machinery: Why the Jewish Refugee Engineer, Ludwig
Loewy was crucial to Britain Hawker Hurricane IIC, MW336, under construction. Dr Jonathan Aylen will explain at the Brough
Dr Jonathan Aylen Branch why engineer Ludwig Loewy was crucial to Britain in the years leading up to WW2.
Brough Branch lecture online and at: Cottingham Parks Golf RAeS/NAL.
Club, Woodhill Way, Cottingham, Hull, East Yorkshire HU16
5SW, UK

18 January
Concorde, The Creation
Tony Buttler
Weybridge Branch lecture at: Brooklands Museum, Weybridge,
Surrey KT13 0QN, UK

1 February
Sir Sydney Camm Lecture
Air Marshal Harvey Smyth CB OBE DFC, Deputy Commander
(Operations)
RAeS Named Lecture at: No.4 Hamilton Place, London
W1J 7BQ, UK

2 February
Hydrogen Air Vehicle Propulsion
Kieren Patterson, Head of Futureworx
Cambridge Branch lecture online and at: Lecture Theatre ‘0’,
Cambridge University Engineering Department, Trumpington
Street, Cambridge CB2 1PZ, UK

9 February
Better by Design: Designing Out Maintenance Error
RAeS Human Factors Group Conference online and at: No.4
Hamilton Place, London W1J 7BQ, UK

23 February
Sir Arthur Marshall Lecture: Digital Aviation and Sustainability
Dame Helen Atkinson, Pro-Vice-Chancellor, School of
Aerospace, Transport and Manufacturing
Cambridge Branch Named Lecture at: Lecture Theatre ‘0’,
Cambridge University Engineering Department, Trumpington
Street, Cambridge CB2 1PZ, UK

For further information and booking:

www.aerosociety.com/events-calendar/

50 AEROSPACE
AEROSPACE AT 50

AEROSPACE
reaches 50
This issue marks 50 volumes since the publication
of the first issue of Aerospace in magazine format
in July 1974 when the numbering system began
(previously Aerospace had been published in
newspaper format from February 1969 until May
1974). In June 1997 Aerospace changed its name to
Aerospace International after it was given a complete
redesign becoming full colour throughout and its
sister publication, The Aerospace Professional, was
launched. In June 2013 came a second redesign and
name-change when it became AEROSPACE and the
two magazines were reunited into one.
Eagle-eyed readers may wonder why the 50th
volume dates from 1974 – a numbering oddity that
has been lost in the mists of time.

JANUARY 2023 51
 EQUITY, DIVERSITY AND INCLUSION
RAeS Launches Equity,
Diversity & Inclusion
Feedback Process
Lieutenant Commander RICHARD GEARING,
Chair of the Society’s Equity, Diversity and Inclusion
(EDI) Committee, discusses the Society’s new EDI
feedback process, changes to the Society’s formal
complaints system and the new EDI policy.
Improving Our Culture
Back in June 2020, the Society issued a Black Lives
Matter Statement, following the killing of George
Floyd in the US. As part of that statement, the
Society declared a number of actions it would take to
enact positive change and address racial inequality,
both within the Society and across the aviation and
aerospace sectors. One of these actions stated
that: “We will review and expand our processes for
reporting racism and discrimination experienced and/
or observed and determine the subsequent actions
that are required to take place.”
A small Sub-Group of the Society’s then Diversity
& Inclusion Working Group1 was formed to look into
this issue in detail. In broad terms they were asked to
consider the following:
● Determine whether the Society needed a better
mechanism for gathering EDI feedback of the
‘lived experience’ by those who interact with our
activities.
● Review the Society’s formal complaints
mechanism and determine if changes were
needed to ensure that it remained fit for purpose
when considering complaints with an EDI element.
While the impact of Covid, staff changes and
technical implementation issues have impacted
on our progress, I am pleased to announce that
the outcomes of that review can now be put into
practice. The Royal Aeronautical Society is, therefore,
introducing new policies and procedures to improve
our culture regarding Equity, Diversity and Inclusion
from 19 December 2022.
Getting Better Feedback
During the initial discussions following the release of
the Black Lives Matter Statement, it was clear that
there was strong opinion that the Society had no
mechanism for readily providing feedback on Equity,
Diversity and Inclusion (EDI) issues, short of making
a formal complaint in accordance with the procedure
in the Society By-Laws and Regulations, the scope
52 AEROSPACE
NASA
of which was limited. This was seen as sub-optimal
as it denied the opportunity for the Society to gain
insights that might allow it to make changes that
would improve its EDI posture. Ultimately, there was
a need for a mechanism that was focused on gaining
feedback for educational purposes to improve culture
rather than to seek to punish individuals for EDI
‘breaches’.
In conducting its review, the Sub-Group
concluded that such a mechanism was necessary
and the design characteristics were proposed to
the Society’s Board of Trustees. The Society’s Board
of Trustees agreed that such a system should be
developed to support the Society’s EDI Strategy.
The New EDI Feedback Reporting System
The EDI Feedback Reporting System is based
around an online submission form, available on the
Society’s website2. We have chosen an online form
for two reasons:
● We wanted a mechanism that would allow anyone
who engages with Society activity, including
members, volunteers or indeed third-parties, such
as members of the public, to contribute to helping
us to improve EDI.
● We wanted a system that allowed users, if
they wished, to remain anonymous for informal
reports. We recognised that some individuals
may have hidden characteristics that they would
not wish to reveal while others might simply feel
uncomfortable with raising issues without the
protection of anonymity.
The reporting form is straightforward to use but
a training video guiding users through the process
is available on our website2. The form will ask users
1
Now the Equity, Diversity and Inclusion Committee.
2
https://www.aerosociety.com/about-us/
equity-diversity-inclusion/reporting/
to provide some basic information about their
involvement in the issue (eg as a witness or target of
the behaviour) and the nature of the issue, including
which protected characteristics, if any, apply. Users
will then be invited to describe the incident.
At this point users will be asked if you wish to
make a Formal Report or an Informal Report.
What is the Difference Between a Formal
Report and an Informal Report?
A Formal Report will lead to the issue being
investigated as a complaint in line with the Society
Regulations for a breach of the Codes of Conduct
(in the case of complaints against members) or the
Society’s Staff Policies (for complaints against staff).
These processes are long established in the Society
and such reports will be directed to the Chair of the
Board of Trustees or the Chief Executive in line with
those existing processes. To allow those processes to
occur in a just way to all parties, Formal Complaints
cannot be made anonymously and those submitting
Formal Reports will need to provide a name and
contact details, as is currently the case.
An Informal Report is a new feature of the
Society’s approach to continuous improvement. It
is a feedback system, not a complaints system. In
that spirit, the Society would not seek to directly
investigate individuals or groups who may be the
subject of such feedback. Instead, the aim would be
for the Society to pull together feedback into themes
that would then be published widely so that the
maximum educational value of the feedback could be
gleaned by all parts of the Society. For that reason,
informal reports can be submitted anonymously.
Anonymised feedback is seen by the Society’s EDI
Committee.
Changes to the Formal Report (Complaint)
System
While the Society’s Code of Conduct and the
complaints system set out in the Society’s By-Laws
and Regulations already exist, the Sub-Group did
identify a number of areas of improvement with
regard to the handling of complaints that involved
EDI issues which the Trustees have accepted. These
include:
● More specific direction on make-up of
Investigation/Disciplinary/Appeal Committees.
In particular, one person from the same
background/minority group/protected
characteristic as the complainant will be a
member of such committees. The purpose of this
provision is to increase the perspective of the
panel.
● Where Society membership is a pre-requisite to
be a member of an Investigation/Disciplinary/
Appeal Committee, the individual identified in
the above provision shall be such a Member
but grade requirements shall be waived if this is
necessary to achieve what would be an otherwise
non-compliant panel. The purpose of this
provision is to reflect that, for historical reasons,
the diversity of the Society’s membership is
greater at more junior grades.
● In exceptional circumstances, the Chair of the
Board of Trustees may appoint an Investigation/
Disciplinary/Appeal Committee without a
member as identified above, but only in the
circumstance of the Chair demonstrating to the
rest of the Board of Trustees that all reasonable
effort had been made to find such an individual
and, even then, a unanimous vote of the Trustees
would be required before such a committee
could be formed. This requirement for a vote
by the Board of Trustees is designed to reflect
the seriousness with which a deviation from the
standard presumption of the Regulations towards
diverse committee membership is viewed while
ensuring an investigation does not collapse on
the technical grounds that a properly constituted
panel could not be formed.
● All members of Investigation/Disciplinary/
Appeal Committees should have, as a minimum,
conducted basic D&I awareness training prior to
assuming their role.
New EDI Policy
While the Society’s Code of Conduct for members
(set out in the Society’s Regulations) requires
all members to “treat all persons fairly and with
respect; encouraging diversity and inclusivity,” it was
recognised that it was necessary to set out in detail
the standards of behaviour that the Society expects
of those representing it. This would also bring us into
line with the practice in most other organisations.
To that end, the Trustees have approved an Equity,
Diversity and Inclusion Policy for the Society.
Compliance with this policy fulfils the requirements
of this element of the Code of Conduct for members.
You can find the EDI Policy on the Society’s website2.
Summary
The Society hopes these new measures will allow
us to gain a better insight in to EDI issues and
move faster to address them for the benefit of our
members and anyone else who engages with our
work. A thank you to all our members, staff and
volunteers for your continued support to us and we
encourage you to make use of the EDI Feedback
Reporting form to help us make this Society the
equitable, diverse and inclusive community we need it
to be, now and in the future.
JANUARY 2023 53
 NEW MEMBER SPOTLIGHT
Name: Ali Palta MRAeS, 42
Location: Doha, Qatar.
Job title: Fleet Support Engineer at Qatar
Airways MOCC (Maintenance Operation Control
Center).
What inspired you into aviation? The
magnificent sounds of the fighter jets I heard and
the mysterious contrails behind the passenger
aircraft I had seen from my childhood over my
hometown city, beautiful Iskenderun, Turkiye, kept
me always curious about the skies and machines
that hung in the sky. Being very fortunate to
complete my BSc in Aviation Electric & Electronics
at Anadolu University with experienced academic
and research staff tied me to civil aviation upon
the emergent economic and technical effects
of liberalisation and Airline Deregulation Act
in my country. Of course, the Kerosene-type/
Jet A-1 fuel smell on the ramp and stories from
legendary senior colleagues being true heroes
behind the scenes for their complete dedication to
airworthiness under severe physical and stressful
conditions bonded me to aircraft engineering.
What is the best thing about your current
role? The priceless satisfaction when you put all
your technical knowledge, operational experience
and situational awareness into preventing a
Return to Stand (RTS) or Air Turn Back (ATB) on
a premium sector widebody aircraft with hundreds
of passengers wishing to reunite with loved ones,
providing the precise technical advice to the
operating crew when needed, contributing an
ultimate safe flight and landing.
What made you join the Royal Aeronautical
Society? The history, mission, governance,
partnership, diversity and inclusion of the Royal
Aeronautical Society was introduced, and it
immensely impressed me during my MSc of
Aviation Maintenance Management at the City
University of London. Its arm-in-arm liaison,
pioneering and innovative role with aviation
authorities, stakeholders, operators and academy
makes it inevitable for a professional who wants to
be in the game and catch the future of flight. The
power of being in such a society is undeniable.
What do you hope to get out of your
membership with RAeS? The RAeS National
Aerospace Library is a fantastic knowledge and
54 AEROSPACE
experience resource for me to be aware of current
and future aviation challenges and deal with the
technical and operational mishaps in my domain.
Feeding off a broad spectrum of conferences,
experience sharing a comprehensive member
profile and being recognised for my experience
and expertise are my main prospects.
What three items would you take with you
to the space station? A smart satellite phone for
connecting me to Earth, where my family, loved ones
and friends are and records the mysterious and
tremendous galaxies, planets, stars and moons in
space. My earbuds and a wide variety of music from
around the world keep my mood and concentration
high while connecting history, people, and cultures
through music. My favourite poems and books can
remind me of human beings’ love, past and future,
their pain and hope, and why I am there.
Who is your biggest inspiration? No doubt,
Mustafa Kemal Atatürk, the founder of the
Republic of Turkiye, left his mark not only in the
history of the Turkish Nation but also in the history
of the world with his determination, goal setting,
humility, resilience, discipline and resistance,
which are the characteristic features that cause
him to reach the goal in his ideals that seem to be
inaccessible to others and turn him into a hero. The
military genius of this unique man has left a free
and independent Turkiye, thanks to his work with
intelligent and peaceful methods. The most intense
feeling and longing in his heart is freedom. The
whole world considers him a genius commander,
leader, and statesman, as his ideal was ‘Peace at
Home, Peace in the world’.
Piece of advice for someone looking to
enter your field? Never give up on hard work
and determination. Think big. Always remember
that as long as you consistently pursue your
dreams, they will definitely come true. Aviation is
growing with lots of opportunities, new domains
and challenges. Set your target at your earliest
on your career path, research and actively involve
providing innovative and practical solutions that
the operation and business need, engage with
industry experts and societies, and try to obtain a
high-profile professional mentor to encourage and
guide you. Always chase your actual potential; as
Schulz said, “There is no heavier burden than an
unfulfilled potential.”
‘LIGHT AIRCRAFT DESIGN TEACH-INS’ 2023

Light Aircraft Design Teach-ins:

Evaluate Your own Aircraft in X-Plane!
The Royal Aeronautical Society General Aviation The session content will be as follows:
Group (GAG) has instigated several initiatives to Session 1: Intro to X-Plane and Data Analysis
encourage light aircraft design, development and including Static and Dynamic Stability
manufacture. (18 January 2023)
Coventry University, in conjunction with the Session 2: Modelling with PlaneMaker (15
Royal Aeronautical Society GAG, is running a February 2023)
series of exciting Teach-ins on light aircraft design. Session 3: Airfoil maker and Other Tools, such as
The Teach-ins are designed to lay down some XFLR5 (15 March 2023)
basics of aircraft design and evaluation, employing Session 4: Test fly user models in Coventry
the building blocks available in several low-cost University simulators (17 May 2023)
software packages, such as X-Plane. The software
enables resulting aircraft configurations to be test HOW TO BOOK for sessions 1 to 3
flown using desktop computers and specialist
simulators executing X-Plane. To book your place, email general.aviation@
The course – free and open to all – will be aerosociety.com using the subject line: Teach-in,
run as four monthly evening sessions, starting and stating whether you wish to attend the
on Wednesday, 18 January 2023 at 6.30pm UK hands-on sessions at Coventry or via Microsoft
time. Coventry University has generously agreed to Teams. Places for the hands-on sessions will be
running the sessions both hands-on – for 22 users allocated on a first come, first served basis and
at its labs and online via Microsoft Teams. delegates will have to give permission for Coventry
The first three sessions are designed to enable University to use their email address to allow entry
the ‘creation’ of an aircraft that may be test flown and parking. This information is also on the RAeS
in session 4. For most benefit in sessions 1 - 3, it is Events Calendar for 18 January 2023. Details for
desirable for online delegates to have X-Plane 11 booking session 4 will be given during session 3.
installed on their computer.
X-Plane 11 will be necessary to generate an
aircraft for session 4. For this session, delegates
who have created a test flyable aircraft in X-Plane
during the previous three sessions and are able to
attend at Coventry University, will be able to test fly
their creation on the Coventry University simulator.
They will have to book specifically to attend the
fourth session which is only hands-on and not
online.
The sessions will be for up to two hours
each and may count as Continuing Professional
Development (CPD).

JANUARY 2023 55
 Elections
HONORARY FELLOWS Kristina Panikkar
Syed Idros Syed
Elias Rast
Felipe Reyes Barbosa WITH REGRET
Jonathan Cooper Abdullah Chandler Shore
Tewolde Gebremariam Sally Vaughan The RAeS announces, with regret, the death of the
Colin Paynter AFFILIATES following members:
Darrell Pepper ASSOCIATE
MEMBERS Amaka Akwuba Capt John Derek Barker FRAeS 90
HONORARY Leif Ames Geoffrey Thomas Beauchamp CEng MRAeS 100
COMPANIONS Umar Seedat Kevin Beaulne
David Ian Beaumont Affiliate 75
Darren Brown
Michael Turner ASSOCIATES Edith Diop William Ronald Stanley Body CEng MRAeS 100
Jurie Geldenhuys Air Chief Marshal Sir Michael Knight
FELLOWS Thomas Ameer-Beg Lachlan Grogan KCB AFC FRAeS 90
Victoria Edson Gary lacon
Donal Cotter Lewis Healy Nicholas Longworth Douglas Reginald Lovelock EngTech ARAeS 87
Kevin Ducksbury Pierre Hotot Michael Mangano Takis Neocleous IEng AMRAeS 88
Robert Garbett Jack Lindsay Fiona McDonald
Professor Darrell Weldon Pepper HonFRAeS 76
Mark Sapper Luke Maple Clifford Richardson
Andrew Nakushian Amy Taylor Air Vice Marshal John Alan Porter
MEMBERS Hugo Ruiz Gonzalez Peter Thomas CEng FRAeS 88
Gabriel Simpson Dominic Whitfield Wing Commander John Brian Rodgers
Pradip Aryal
CEng MRAeS 92
Beer Bains E-ASSOCIATES STUDENT AFFILIATES
Neil Cameron John Edward Talbot CEng FRAeS 94
Shaun Fenwick Alvin Au Louis Allpress Major Ralph Aubrey Newling Turner
Dominic Ferrett Thomas Calligaris Himaja Patil CEng MRAeS 93
Jack Harris David Diogo Robalo Shantanu Patil
Tendai Kachale Jason Hitchman Bailey Raven Derrick Geoffrey Welch CEng MRAeS 83
Paolo Malgieri Harris Hollevas Muhammad Sandy
Rebecca Mateer Dominic Martin Ben Smith

COUNCIL ELECTIONS 2023

Would you like to help guide the Society?

The Society would like to hear from
members who are interested in standing for
Council in the 2023 elections. The Council
represents the aerospace, aviation and space
sectors and provides critical input to the
Board of Trustees. To fully represent these
sectors we need candidates from across
NOMINATIONS the industry: newly-qualified apprentices,
FOR THE 2023 senior engineers, pilots, leaders of industry,
RAeS COUNCIL consultants and other professionals who
support us. We need your skills to enhance
ELECTIONS our Council.
ARE NOW If you are able to donate your time and
OPEN expertise you will gain the opportunity to take
part in interesting debates on issues affecting the
sector and the Society. You will work with other
enthusiastic and committed professionals to help
shape the direction of the Society. It can be an
opportunity for professional development and to
enhance your CV. If you wish to, you will also have
the opportunity to get further involved in other
roles at the Society.
If you are interested, require further information, or
to apply please visit: www.mi-nomination.com/
RAeS2023
Please note that all nominations must be submitted
no later than 31 January 2023 at 23.59 GMT.

56 AEROSPACE
2022 RAeS MEDALS & AWARDS
On Monday, 28 November, the annual Honours, Geoffrey Pardoe Space Award
Medals & Awards ceremony took place for 2022. Mr Colin Paynter, Former Managing Director of
The celebration saw leaders in aviation, aerospace Airbus Defence & Space
and space recognised for their significant
contributions to industry and education. Space Specialist Group Award
Dr Rachana Bhatawdekar, ESA ESTEC
Honorary Fellowship
Mr Colin Paynter, Former Managing Director of R P Alston Medal
Airbus Defence & Space Mr Andrew Roberts MRAeS, Test Director for
Professor Jonathan Cooper FRAeS, Airbus ACCEL Ground and Flight Test
Royal Academy of Engineering Sir George White
Professor of Aerospace Engineering, University of Aeronautical Heritage Specialist Group Award
Bristol Mr Tony Buttler AMRAeS
Mr Tewolde Gebremariam, Former Group CEO of
Ethiopian Airlines Group Women in Aerospace and Aviation
Professor Darrell Pepper FRAeS, Professor of Committee Award
Mechanical Engineering of the University of Nevada, Professor Lucy Rogers
Las Vegas (Deceased)
Team Flight Operations Specialist Group
Honorary Companionship Award
Mr Michael Turner, President, Guild of Aviation Number 99 Squadron Flight Operations
Artists
The Sir Ralph Robins Medal
RAeS Gold Medal Ms Sacha Wright MRAeS, Head of Design for
Mr Alan Newby FRAeS, Director Aerospace 2Excel Aviation’s UK CAA DOA
Technology and Future Programmes and Technology
Sir Robert Hardingham Presidential Sword
RAeS Silver Medal Award
Professor Clyde Warsop, Honorary Professor in Top: Professor Jonathan
Lieutenant Commander Richard Gearing FRAeS
Aerospace Engineering, Bristol University Cooper receives his Honorary
Fellowship certificate from Young Persons’ Achievement Award
RAeS Bronze Medal Air Cdre Peter Round, RAeS Dr Duc H Nguyen AMRAeS
President, right.
Mr Antony Hunt FRAeS, Senior Technical Fellow,
Middle: Alan Newby is
The Boeing Company Young Persons’ Achievement Commendation
presented with his RAeS
Dr Peter J Downer, UK Ministry of Defence Gold Medal. Mr Adam Conner AMRAeS
Above: Dr Duc Nguyen Miss Lucy Crabb
Team Gold Medal receives his Young Persons’ Mr Travis Ludlow
NASA’s Ingenuity Mars Helicopter team Achievement Award. Miss Zara Rutherford

Team Silver Medal Alan Marsh Award

FlyZero Team Mr Thomas Magowan
Project ACCEL Team
Project Telstar Team Herbert le Sueur Award
Mr Albert Ilunga
Flight Operations Medal
Air Commodore Dai Whittingham FRAeS N E Rowe Medal – 22 to 30 Age Group
Mr Barnaby Pine
Flight Simulation Medal
Mr Antony Hunt FRAeS, Senior Technical Fellow, N E Rowe Medal – Under 22 Age Group
The Boeing Company Miss Amelia Weaver

Roger Green Medal for Human Factors AeroTube 2022 Winner

Dr Anne Isaac, Director of Haumaru UK Ltd Mr Hudson Yuen

JANUARY 2023 57
 The Last Word
COMMENTARY FROM
Professor Keith Hayward
FRAeS
A return to the Moon
N
ASA’s Artemis programme is an
impressive example of what might be
called ‘Old Space’ – the product of a
well-funded government bureaucracy
setting ambitious technical objectives.
Yet its ultimate target is a return to the Moon, 50
years since the last human footprint was left on its
surface.
Artemis was the sister of Apollo and one of the
objectives of the new programme is to put a female
footprint (and an ethnic minority) on the Moon.
Since we saw the first ghostly figures beamed
back from the Moon (and the recently released
reimaged photographs of the whole programme are
stunning), technology has moved on.
Better computational power, better electronics
generally and lighter materials have considerably
improved the Space Launch System (SLS) and
Orion modules. The involvement of ESA in the latter
has also changed the politics of the programme.
Apollo was always about more than
just exploration
Indeed, no nostalgic views of Messrs Armstrong
and others should lead us to forget that Apollo was
conceived as a Cold War challenge to be ‘first in
space’ in a competition with the then Soviet Union
that began with Sputnik in 1957.
Equally, delivering the programme under such
pressure contributed to the appalling loss of
three astronauts and revelation of administrative
incompetence and dubious contracting practices by
NASA. Conceptually, the race conditions arguably
fixed the programme on a dead end trajectory,
THERE IS ALSO and vulnerable to premature termination when
A SENSE THAT the money and political interest ran out in the
early 1970s. Most of the pre-Apollo predations of
THIS MIGHT human spaceflight had envisaged a staged run at
BE THE LAST the Moon, usually involving a large crewed space
HURRAH OF station as an intermediary stop and construction
point for deep space vehicles. Subsequent
NASA’S MISSION
American and international human spaceflight
ORIENTATED, policies seemed to be a cobbling together of
CENTRALISED concepts driven by unpredictable budgets and
PROGRAMMES political interests.
58 AEROSPACE
Artemis has a more coherent, and expensive
long-term core to its rationale: return to the Moon,
establish a permanent base and orbital ‘gateway’
to deeper space missions. Hopefully, along the
way we might see a replacement for the ISS,
which is nearing the end of its life (although this
might not include the Russians). Therein lies an
echo of Artemis’ brother: aiming at the Moon is not
just about scientific values or the romantic call of
exploration for its own sake but also retains some
earthbound political crudities. There is a hint of a
new Cold War with our erstwhile ISS partners. More
fundamentally, the US has an eye on China as a
superpower competitor, and the Chinese view of
space has more than a touch of the themes that
JFK enunciated back in 1962.
Its sister may face similar political
issues
There is also a sense that this might be the last
hurrah of NASA’s mission orientated, centralised
programmes. The likes of Elon Musk and the
New Space contingent are offering, sometimes in
conjunction with NASA, alternative approaches to
the high end of space – the long duration inhabited
mission. They also promise a less bureaucratised
way of delivering the same product. In passing, the
veteran space policy analyst, John Logsdon has
also questioned the management of the Artemis
programme, fearing problems downstream in
delivering the entire project at anything like the
current $80bn plus budget. There are signs that
the SLS was affected by political logrolling in the
selection of contractors. Reusing old technology
has also added to rather than reduced costs.
There is also no attempt to introduce any degree
of reusability in the system, which SpaceX has
designed into even its largest rockets. With each
launch put at over $4bn, cheaper alternatives to the
SLS may be introduced at a late stage in the full
programme. But, despite claims that this will put US
crewed space on a firmer long-term footing, Artemis
will always be at risk to changing political winds at
home and abroad.
 Don’t forget to renew your
membership subscription for 2023
Membership fees are due on 1 January 2023
As a member of the Society, your membership
subscription is now due for renewal. Renew today
to ensure you maintain access to your full range of
exclusive membership benefits
Your membership benefits include:
⚫ Use of your RAeS post nominals, as applicable
⚫ Monthly AEROSPACE magazine
⚫ Aeroversity - your online professional
development platform
⚫ Access to the National Aerospace Library
resources which include e-books, podcasts and
films
⚫ Discounted rates for a variety of online and
hybrid conferences and webinars
⚫ Access to online industry news and insight blogs
⚫ Engagement with Specialist Groups and your
local Branch through events and networking
opportunities
⚫ Support in gaining Professional Registration
⚫ Recognition of achievement through the
Society’s Medals and Awards
⚫ Exclusive 20% discount on 30+ Cambridge
University Press books on the topic of Aerospace
Engineering
... and much more! Find out more ways to get
involved and utilise your membership benefits:
www.aerosociety.com/membership
Thank you for renewing your membership!
With your support, the Royal Aeronautical Society remains the world’s foremost professional institution
dedicated to the entire aerospace and aviation industry.
How to renew:
Online: Log in to your membership account on the
Society’s website to pay:
www.aerosociety.com/login
If you do not have an account, you can register for
an online account and pay your subscription straight
away.
Telephone: To pay over the telephone by debit or
credit card call the Subscriptions Team between
9am to 5pm Monday to Friday on:
+44 (0)20 7670 4304 / 4384
BACS Transfer: Payment can be made via BACS
transfer to the Society’s bank account, quoting your
membership number as the reference. Bank details
are as follows:
Bank: HSBC plc
Sort Code: 40-05-22
Account No: 01564641
BIC/Swift: HBUKGB4B
IBAN: GB89HBUK40052201564641
Direct Debit: You can set up a direct debit mandate
online for the Society to collect your subscription
in one annual payment or ten monthly instalments.
Please login to your account and set it up via My
Memberships.
Your parts have
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