Aerogram

Bringing news from the horizon

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February 2008 Issue 8 Aerospace at Cranfield University Cranfield research Aerospace in the news Short courses

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IN THIS EDITION...

Green issues to the fore

Rolls-Royce plc 2005

by Dr Paul Marshall, Head of Cranfield University Aerospace

Unlike the 787 airframe programme, the R-R Trent 1000, launch engine for the aircraft, has delivered to schedule, receiving airworthiness certification in August 2007, just 18 months after the first ground run. There are more than 500 orders for the Trent 1000, which means that more than 50% of the ordered 787s will be powered by Rolls-Royce. Despite these setbacks, the 787 order books continue to grow with over 750 aircraft from over 50 customers as of December 2007. Airbus, fighting to regain the high ground, has implemented a competitiveness programme called Power 8. Aimed at eliminating inefficiencies, confronting the financial burden associated with A380 delays and transforming the Airbus business model, the programme will also see development of a global network of risk-sharing partners for new programmes. The initiative was also to see a significant increase in R&D spending. Focusing on core competencies and re-addressing the make or buy strategy is likely to result in 50% of the aerostructure work being outsourced to risk-sharing partners for the new A350 XWB project. These partners are expected to take an interest in existing Airbus sites in France, Germany and the UK. At face value, a significant change for the European-based industry, but similar in many ways to the model established by Boeing for the 787 Dreamliner. At the opposite end of the spectrum, low entry costs have led to rapid growth in numbers of unmanned air vehicles in

development. There has been a proliferation of these, relatively inexpensive, aerial platforms. However, the barrier to exploitation is not wholly technological but predominantly regulatory. The ASTRAEA programme (Autonomous Systems Technology Related Airborne Evaluation and Assessment) was established with the ambition to see unmanned aerial vehicles flying in non-segregated airspace by 2012. The programme has established a new level of collaboration among the UK aerospace industry and their research partners. Cranfield (both the University and Cranfield Aerospace Ltd) is partnered with BAE Systems, Thales, QinetiQ and Flight Refuelling Ltd, engaged in projects ranging from Ground Operations and Human Systems to UAV Handling and Multiple Air Vehicle Integration and Decision Making. The ASTRAEA programme is supported by a combination of national and regional Government funding, together with funding from the participating industries. This serves to highlight another challenge for any major programme funding! I have purposely delayed mention of the environment and climate change; the subject remains at the top of the aviation agenda and, for this reason, the bulk of this edition is devoted to this theme. Cranfield has been involved in research directed at understanding and reducing the impact of aviation on the environment for many years. Cranfield's staff have contributed to major international studies through the Greener by Design and the Silent Aircraft

Rolls-Royce plc 2005

2_Biojet fuel for commercial aviation: are we close? 5_The challenge of green aviation: the OMEGA partnership 8_Environmentally friendly airliner: the A-6 Greenliner developed by Cranfield students 12_Air transport emissions: EU trading scheme 15_NEWS INCLUDING: Cranfields role in the ASTRAEA programme New agreement signed with Boeing Award for Cranfields Engineering MSc Flying high: the BWB takes to the skies Space alumni get together 20_Short courses: February to April 2008 21_Aerogram user questionnaire
Airbus 380: image reproduced with the permission of Rolls-Royce plc

Welcome to the January 2008 edition of Aerogram.

The global aerospace and aviation industry is enjoying a prolonged upswing, thanks mainly to the insatiable demand for commercial aircraft from emerging economies, the rapid expansion of low-cost carriers and the desire of established airlines to replace ageing fleets with more economic and environmentally friendly aircraft. New sectors are also growing rapidly including the emergence of the unmanned air vehicle, security and surveillance sectors. Cranfield University continues to play a leading role in these sectors through partnering with the prime contractors, major systems suppliers and aircraft operators. The large extent of our collaboration is shown to some degree by the wide range of articles, events and news items in this edition of Aerogram. Before introducing the theme of this edition some words summarising some of the major global aerospace events of the period that form the backdrop to the Universitys activities. Most new aircraft development programmes are dogged with development difficulties and delays. The Airbus A380 project was no exception, but on 26 October 2007 the first scheduled service from Singapore to

Sydney began operating with Singapore Airlines. This represents a significant milestone for the biggest civil aerospace project ever undertaken in Europe. There were passengers from 35 nationalities on board the flight to enjoy the 'carnival atmosphere'. Passengers commented on the smoothness of the flight, the extra space in the cabins and the lack of noise from the engines. Clearly a great hit with passengers, but only time will tell if the aircraft will be a commercial success. In September the other major commercial aircraft manufacturer, Boeing, was forced to alert the world's media to the fact that there would be delays in the first flight of the Boeing 787 Dreamliner. The two main reasons were the complexity of the new composite fuselage technology and a global shortage of fasteners that had affected supplier component systems assembly. It is now thought that the launch customer for the 787, Japan's All Nippon Airways, may face a delay of seven months; first delivery is now set for early 2009. The first fully assembled 787 aircraft was rolled out on 8 July, and the 'accelerated' flight test programme will begin in the first quarter of 2008 utilising six aircraft, four powered by R-R Trent and two by GEnx-1B engines.

Initiative and numerous individual pieces of research work. This year the Aircraft Vehicle Design MSc group project was an environmentally benign airliner (details inside this issue) and in July Cranfield hosted the penultimate day of the Milton Keynes Science Festival focusing on Climate Change and the Environment. The public were able to see for themselves the work Cranfield scientists and researchers are doing into climate change and the environment; featuring research on potential technological solutions for transport both airborne and terrestrial and power generation using renewable sources, sustainable biofuels and even nuclear fusion. I hope you enjoy this edition of Aerogram.

Rolls-Royce Trent 1000: image reproduced with the permission of Rolls-Royce plc

Roll-out of Boeing 787 Dreamliner: image courtesy of Boeing

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Biojet fuel for commercial aviation: are we close?

by David Daggett and Danny Hatfield of the Boeing Company

David Daggett is working with Professor Riti Singh and Professor Peri Pilidies of our School of Engineering to research the potential of jet fuels derived from biological source. Here, he talks about the possibilities offered by biojet fuel.
It was once unthinkable that commercial jet aircraft would be powered by fuels derived from biological sources. But in response to environmental challenges and passenger expectations, Boeing engineers are looking for environmentally progressive solutions to minimise the impact of aviation on our environment. Boeing Commercial Airplanes (BCA) has placed a priority on technology research into fuel efficiency and alternate fuels by challenging the company to: reduce aviation CO2 emissions by 25% by the year 2020 improve fuel efficiency of each next generation airplane design by 15% help commercialise sustainable, lowcarbon lifecycle jet fuels research and help develop future 2nd generation environmentally progressive fuels, such as algae, that could supply fuel for the world's airplane fleet accelerate industry research by conducting the first biofuel demonstrations on a commercial airplane. Billy Glover, Director for Environmental Strategy and Dave Daggett, project manager for the Alternate Fuel Team, started Boeing's pursuit into the world of clean alternate aviation fuels about two years ago. According to Daggett, within 10 years jetliners could be flying the skies with a blend of fuel made from plants rather than petroleum. "That's a realistic target, barring some obstacle that we don't know about today, he said. Boeing engineers and researchers are involved with the world community, collaborating and getting involved in diverse studies that look at new technologies that may quickly mitigate the impact of aviation CO2 on the environment. Several sources have documented the diminishing discovery of new petroleum sources and the ever-increasing global demand. Some sources claim we have already reached a point where half of the world's crude oil has been consumed, while others indicate that will happen within the next 30 years. No matter how you look at it, mitigation options must be implemented many years, perhaps decades, in advance of the actual peak oil event to assure a smooth transition to alternate fuels. Daggett's team looks at how alternate fuels can be used in the near, mid, and far-term aircraft as industry transitions away from a petroleum-based energy supply. Presently, it appears that an approach of using a drop in jet fuel replacement, namely a fuel that performs similarly to current kerosene fuel, is the best approach to enable all jet aircraft to reduce their detrimental emissions. This fuel will most likely consist of a blend of biojet fuel, traditional kerosene jet fuel, and even synthetic fuel. It will be possible for use in existing and near-term aircraft.

Future, long-term engines and aircraft in the 50+ year horizon may be specifically designed to use a low or zero-carbon fuel. These solutions will need to first arrest, then dramatically reduce, the aircraft emissions of greenhouse gases. Therefore, alternate fuels with low to zero carbon content, such as liquid hydrogen or liquid methane, might be used in the distant future. To use liquid cryogenic fuels in aircraft, modifications are necessary to the airport global infrastructure as well as the engine's combustor and the airframe's fuel system. COAL-BASED SYNTHETIC FUEL For a possible immediate alternative to petroleum-based fuel (from now to 25 years) it is envisioned that synthetic alternate fuels, manufactured by the Fischer-Tropsch (FT) process, will make up a larger percentage of jet fuels. Coal and natural gas tend to be the main resources used to produce synthetic fuel. Unfortunately FT fuels typically have a high life cycle CO2 footprint; for this reason Boeing's engineers have focused their efforts on developing fuels derived from biological sources. BIOFUELS In order to be viable in the commercial aviation industry, biofuels need to overcome several technical hurdles. The task, however, is not insurmountable, and there is no single issue making biofuel unfit for aviation use. Biofuels need to be especially tailored for jet aircraft applications, which we term biojet. Daggett is coordinating a global research effort with more than 20 laboratories, including Cranfield University, and small companies, each helping to develop a sustainable, low life cycle carbon biojet fuel. Because the biological matter (plants) absorbs CO2, it is estimated that a 50-80% CO2 reduction can be achieved with the use of biojet fuels (Figure 1) over the entire life cycle. Not only is low life cycle CO2 a requirement for Boeing, but the biojet fuels must have outstanding performance to withstand the harsh environments where jet fuels presently operate. That means the fuel must not freeze in the very cold operating temperatures

during cruise, or break down inside the engine's hot fuel system. Several biojet fuel samples have been obtained and analysed at Boeing. Although some of the early samples did not meet the necessary low freeze point qualities and high temperature stability requirements, several of the more recent fuel blends have passed these tests, such as the freeze point results shown in Figure 2. Some of the other hurdles of introducing a new fuel to aviation are not technical, but human nature. To help the industry focus on a single objective and to also disprove the skeptics it was decided to create a flight demonstration of a biojet fuel in a commercial aircraft. At about the same time, Richard Branson, CEO of Virgin Atlantic Airways, publicly announced he wanted to fly an airplane on biofuel. It was a logical partnership. Early this year, a Virgin Airways 747-400 with GE engines will be flown from London to its maintenance base, with one of the engines operating on the world's first biojet fuel blend. Later in the year, an Air New Zealand jet aircraft, with Rolls-Royce engines, will be flight demonstrated on a second type of biojet fuel blend.

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

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

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Biojet fuel for commercial aviation: are we close? ...continued

The challenge of green aviation: the OMEGA partnership

by Professor Ian Poll
10,000 gallons of oil per acre per year. With such a high production rate, algae could theoretically produce upwards of 150 times more oil than a crop of soybeans. With the potential for algae to provide 10,000 gal/ acre/year, some 85bn gallons of biojet could be produced on a landmass equivalent to the size of Belgium to supply the world's fleet. After fuel certification and approval, several airlines have proposed using conventional jet fuel mixed with up to a 20% blend of second-generation biofuel to reduce greenhouse gas emissions. This underscores the importance the airline industry is placing on global climate change and the role that biofuels can play in mitigating the deleterious impact of emissions on the environment. THE FUTURE The motivation to develop alternate fuels for commercial aviation is two-fold. First, with respect to near-term concerns, alternate fuels will relieve the worldwide demand for fuels derived from crude oil. This will also help to stabilise price fluctuations.

Aviation has brought enormous benefits both to the individual through the opportunity to travel and to global trade and development, but these benefits have not come without environmental impact. With international air transport predicted to grow four-fold over the next 30 years, the aerospace community needs to secure the environmental sustainability of the industry.
In response to this challenge, a consortium of nine leading UK universities, led by Manchester Metropolitan, Cranfield and Cambridge, has been awarded 5.2million to conduct multi-disciplinary studies and knowledge transfer activities into the role of aerospace in environmental issues. The OMEGA partners are: Manchester Metropolitan University, Cranfield University and Cambridge University, supported by Leeds, Sheffield, Reading, Southampton, Loughborough, and Oxford. The partners are supported by a large number of stakeholders drawn from the manufacturing industries, airlines, Government departments and NGOs. OMEGA activities are arranged under three broad themes Science, Technology and Socio-Economic issues. Cranfield's lead is Professor Ian Poll, who is also the Technology Thematic Coordinator for the OMEGA programme. OMEGA PROJECTS Cranfield academics are heavily involved in a number of OMEGA projects. Professors Ian Poll, Mark Savill and Kevin Garry are working on Understanding the Initial Dispersion of Engine Emissions. This project is looking at the nature of aircraft engine emissions at all stages of operation ground idle, taxi, take-off, climb, cruise and landing in order to model the way these emissions disperse and analyse pollutant levels. An important objective of this study is to gain an understanding of the factors that determine pollutant concentration levels around airports and a better understanding of the behaviour of aircraft engine emissions and how aircraft technology affects the atmosphere. The study is split into three parts: the first focuses on building a picture of aircraft plumes. This is achieved by constructing a model of the flow immediately behind the engine and of the mixing process. It is hoped this will result in a better understanding of
A Boeing 777 Quiet Technology Demonstrator: image courtesy of Boeing
This aircraft illustrates the steps that the industry is taking to tackle the noise issue, but is not part of the OMEGA project.

Figure 3: Algae may be the holy grail of biofuels

There is an even larger issue than developing biojet fuel that a modern commercial aircraft turbine can safely burn. Can biojet be produced in sustainable high quantities to supply the global aviation fuel demand? Viable first-generation vegetable-based fuels from soy, rapeseed, and palm oil have already been produced. Soy and rapeseed produce a high quality biofuel, but, like corn, they occupy enormous cultivatable land areas. Biofuel from palm oil is more productive, but can exacerbate deforestation issues. Algae (Figure 3) may be the holy grail of biofeedstock because it has an extremely fast growth cycle of about 1-2 weeks, and contains up to 60% oil by weight. This second-generation biofuel is attractive as well, because it can be grown in sewage waste water effluent and also in places that humans don't depend on to grow crops or build homes. Although still in its infancy, this feedstock is projected to produce up to

Second, alternate fuels should increase environmental performance of air transportation, including a substantial potential for reduction of CO2 emissions over the life cycle. Thus, the ideal alternate fuel will fulfil both requirements: to relieve the worldwide demand for fuels derived from crude oil and to significantly reduce CO2 emissions. The airline demonstrations of biojet fuel blends directly address aviation's response to the impact of greenhouse gas emissions on global climatic change. I

REFERENCES 1. Alternate Fuels for Use In Commercial Aircraft, Dave Daggett, et. al., ISABE paper #1196, 2007.

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The challenge of green aviation: the OMEGA partnership ...continued

Looking at kerosene and other fuels derived from fossil deposits and synthetic liquid fuels manufactured from coal, biomass or natural gas; and bio-fuels made from agricultural crops, assessing the noise, emission and engine performance of each fuel. Using sustainable fuels in aircraft engines poses a number of technical challenges: The use of lower energy density fuels may in fact increase engine CO2 emissions and noise relative to conventional jet fuel Aircraft need fuel for heating, cooling and other tasks which may prevent the use of solely sustainable fuel, resulting in the need to mix sustainable fuel with jet fuel If the journey range of an aircraft is reduced and its take-off weight increased on certain routes this is not a problem, but increased weight will again result in increased fuel burn and noise. The work is showing that the use of sustainable fuels in aviation is not straightforward, requiring trade-offs with respect to noise and emissions. In another project, A Framework for Estimating the Marginal costs of Environmental Abatement for the Aviation Sector, Professor Joe Morris of the School of Applied Sciences is examining socioeconomic factors of local air quality, noise and climate change issues associated with the growing need to control these environmental impacts of aviation while also safeguarding aviation's social and economic benefits. There is a growing call to control the environmental impacts of aviation, especially given predictions of high future growth in air traffic. As a part of the OMEGA programme, this project explores the relationship between the characteristics of aviation activities and emissions to the environment. Drawing on currently available data, knowledge and expert judgement, the project seeks to determine how this relationship can be modified by means of a range of interventions involving changes in technologies, operating practices and management systems. From this, it is intended that cost-effective and

economically efficient emission control measures can be identified. Figure 1 illustrates the main components of the study. The findings of the study will help to direct future research towards the development and adoption of aviation technologies that seek to reconcile economic and environmental objectives. Project Icarus: Developing approved environmental accreditation standards and a carbon reduction toolkit for companies that purchase business travel is a project for which Dr Keith Mason from the School of Engineering is Principal Investigator. Business travel accounts for some 40 to 50% of all air travel. While companies that purchase air travel are increasingly concerned about their carbon footprint, many are unsure on ways to reduce it. Working with the Institute of Travel Management, Project Icarus aims to provide a quick and practical solution for such companies by creating an environmental impact reduction toolkit and a set of approved standards for UK companies to adhere to.

The toolkit incorporates: standards and practices for travel policies and carbon emission reporting travel avoidance options a tool to assess travel mode switching for carbon reduction resources and support to assist buyers and suppliers to set a process in place to reduce their environmental footprint an assessment of internal vs. external company business meetings and advice on use of travel alternatives including video, tele and webcasts carbon offset programmes. In addition, the project looks to develop an accreditation process through which travel buyer organisations and their suppliers can drive carbon-reducing strategies through their travel purchase decisions. Information on OMEGA and all projects is available on the OMEGA website at: www.omega.mmu.ac.uk For information on Cranfield's involvement, please contact: Professor Ian Poll T: +44 (0)1234 754748 or E: d.i.a.poll@cranfield.ac.uk I
OMEGA is investigating the impact of aircraft emissions and condensation trails on global climate Local airport environmental impact study. Image courtesy of Dr Vitchko Tsanev, University of Cambridge

Figure 1: the main components of Professor Joe Morriss study.

how the exhaust from a jet engine turns into a mixed plume; and of the composition of the plume itself. During take-off and landing the wings of an aircraft produce lift which in turn generates powerful trailing vortices. These interact with the exhaust plumes and the way that the plume disperses is altered as a result. At present there is limited understanding of this phenomenon. The second part of the project investigates the interaction between vortices and exhaust plumes. Finally the project will develop a methodology for the wind tunnel simulation of jet emissions. The method simulates the conditions of an aircraft engine during take off and landing so that the scaled plume can be measured. This study will make it possible to look at factors influencing plume direction and composition levels in a number of simulated conditions and for a range of aircraft operations. In a project entitled Carbon Neutral Aviation Fuels, Professors Barrie Moss and Ian Poll are contributing to the evaluation of the relative environmental impacts of potential alternative fuels.

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Environmentally friendly airliner

The A-6 Greenliner concept aircraft developed by Cranfield students
by Phil Stocking
Air transportation plays a very important role in the world's economic growth and in globalisation.
The aviation industry, which is critical for both the economy and tourism, has provided 29 million jobs worldwide and contributed US$880 billion to world Gross Domestic Product. Air passenger traffic is expected to increase by approximately 5% annually over the next 20 years and more than 20,000 new aircraft will be required to support the projected growth. However, both global and local environmental issues associated with air transportation operations may seriously affect growth. The main environmental impacts that are linked to aviation are climate change, and local air and noise pollutions. Although currently only about 3% of global manmade CO2 is produced by the aviation industry, concerns on its projected accelerating growth rate and the 'multiply effect' that CO2 emissions have on global warming when it is released into the stratosphere have increased attention on the aviation industry. AEROSPACE VEHICLE DESIGN MSC STUDENT PROJECT The design for an environmentally friendly airliner is the result of work carried out by 49 students over a seven-month period as part of the Group Design Project on the Aerospace Vehicle Design (AVD) MSc course. The project aimed to produce a conceptual design and viable detail design solution for an environmentally friendly long range Civil Transport Aircraft, named the A-6 'Greenliner'. engineering drawings, representing the accumulation of approximately 50,000 hours of work.

Design considerations
The A-6 was designed to the airworthiness requirements of EASA CS-25 and has a maximum payload of just over 35.5 tonnes to be carried over a design range of 7500nm. The airframe has a design life of 25 years and 70,000 flying hours. The maximum take-off weight is just under 210 tonnes. The specification called for a payload of 375 passengers in a two-class configuration. The fuselage has an overall length of 67m and an external diameter of 6.56m. The wingspan is 64m with a relatively high aspect ratio of 11.6. Use is made of a natural laminar flow aerofoil section with no sweepback. Coupled with the application of variable chamber flaps, a performance analysis revealed that by optimising L/D, a cruising altitude of 30,000ft at M0.74 minimised fuel burn and the impact of emissions such as CO2 and NOx into the atmosphere. This lower cruise speed will increase flight times, and hence improved passenger comfort was one of the main design considerations. This was achieved through the design of a more spacious cabin, use of a 5,500ft cabin pressure altitude, and 15% to 20% increased levels of humidity. The aircraft would be powered by two Rolls-Royce Trent 500 engine derivatives, adapted to include more electric equipment. The design focused on reducing the environmental impact caused by the engines, with emphasis put on noise and fuel burn reduction. In light of the primary aspect, the two engines are mounted above and aft of the fuselage to provide shielding of the exhaust jet by the tailplane and, on the nacelle, the intake is negatively scarfed and wrapped with a continuous layer of acoustic liner both to filter and reflect fan noise.
A-6 baseline engine (Rolls-Royce Trent 500)

The A-6 Greenliner U tail pictured over London

A-6 main landing gear

The project has amassed up to 45Gb of data, 9,000 pages of text, and around 400 engineering drawings, representing the accumulation of approximately 50,000 hours of work.

The challenges faced during the detail design process gave the design team a great opportunity to apply what they learned in their MSc and acquire the necessary skills to synthesis technical solutions in a virtual industrial and interactive environment. The project has amassed up to 45Gb of data, 9,000 pages of text, and around 400

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Environmentally friendly airliner: the A-6 Greenliner concept aircraft ...continued

Becoming a part of aerospace future

The anticipated performance of the A-6 reduces both global and local environmental impacts during operation. The airframe weight reduction and the laminar flow aerofoil are the basis of fuel savings. In addition, the aircraft's engines are designed to be high mounted on the aft fuselage with tail fins providing noise shielding. The CO2 and NOX emissions by the A-6 to the atmosphere have been minimised by optimising the cruise altitude with fuel burn. Information about the A-6 now features in the Future of Aerospace display of the new AIRSPACE exhibition hall recently opened at the Imperial War Museum at Duxford in Cambridgeshire (see below). Also running on big screens are videos of the work undertaken by Cranfield students as part of their group design projects in 2005-2006 which saw them design a supersonic business jet, and 2004-2005 when they designed a Martian atmospheric flight vehicle. The museum holds a permanent exhibition of Cranfield's Aircraft Vehicle Design Master's group project which will be updated each year to feature the latest project aircraft designed by the AVD students. This year's AVD MSc students will consider the design of a new military air-to-air refuelling tanker with both long range and short range civil aircraft derivatives. This will enable studies to be made into the possible benefits of air-to-air refuelling of civil aircraft. I

were noise reduction, more-electric systems and advanced coating technologies. For that last aspect, High-Velocity Oxy-Fuel (HVOF) coating technology is used to replace traditional chrome plating on the major high-wear components, such as the shock absorber sliding tube. In terms of noise, the gear structures are designed with aerodynamic cleanliness in mind. On the main gear, the single side strut with integrated down-lock, the bogie fairing and hub-caps are examples of design features included to meet this objective. The structural design of the A-6 aircraft considered the use of both metallic materials and carbon fibre composite materials in order that weight comparisons could be made. Carbon fibre composites reveal the lowest airframe weight, however the weight saving of composite materials is now being challenged by the use of aluminium lithium alloys. A lower airframe weight will reduce fuel burn and emissions. The reduction in cabin altitude to 5500ft increases the fuselage differential pressure and therefore produces higher hoop stresses in the skin. This is an area where the weight saving benefits of high-strength composite materials was demonstrated in the fuselage design. Additional structural challenges were caused through engine noise shielding provided by the tailplane. Acoustic fatigue was one of the primary structural considerations for the design of the tailplane. Two tailplane configurations were examined, a 'U' tail and a 'V' tail. Trade off studies indicated that the 'V' tail configuration is recommended due to its better low speed controllability and higher weight saving compared to the 'U' tail. Avionics systems benefit from the advancement and latest progress of electronic technology. The future trends of full AFDX architecture and open system standard IMA have been adopted and this contributed to the green objective by saving weight and power consumption. Onboard avionics systems in the A-6 have also avoided the use of hazardous materials such as lead as a soldering material.

THE NEXT STEP

The future of our planet depends on us, and as future engineers it is part of our duty to consider the environmental impact in our creations. To participate in the great challenges of the next century, the A-6 'Greenliner' Group Design Project has aimed to explore some of the solutions and to address the environmental concerns that the industry is now beginning to take seriously. I

A-6 Greenliner with V tail

The fire extinguisher systems will make use of environmentally friendly Novec 1230 as the extinguisher fluid produced by 3M to replace the Halon that has been known to cause Ozone layer depletion. An alternative engine study considered the use of the intercooled recuperated turbofan engine (ICRTF) from MTU Aero Engines, equipped with a water injection system to reduce nitrous oxide emissions in the vicinity of airports. As with the baseline Trent 500 engine, a negatively scarfed inlet is used to reduce perceived noise. Much emphasis was placed on the use of more electric aircraft technology. An example was the use of electro hydrostatic actuators (EHA) for all primary flight control surfaces. This removes the necessity for an entire aircraft hydraulic system which reduces maintenance time and the use of environmentally damaging hydraulic fluids. The landing gear design focused on contributing to the environmental performance of the aircraft, as well as achieving acceptable levels of functional performance. The braking system is actuated using piezoelectric technology. Expected benefits other than the obvious environmental issue include improved antiskid control and easier maintenance. The major environmental aspects considered

Phil Stocking (right) of Cranfield's School of Engineering, pictured in October at the Duxford Imperial War Museum, hands over a model of the A-6 Greenliner to exhibition managers Peter Collins (left) and Carl Warner (centre).

Behind the group is last year's supersonic business jet. This year's A-6 Greenliner project has featured in the display since early in 2008

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Air transport emissions: EU trading scheme

by Dr Peter Morrell

The impact of possible EU air transport emissions trading scheme allocation methods on different airline business models is explored by Dr Peter Morrell

The key difference between the models are evident from the table: the higher seat factors for the LCC and charter models, which combines with their higher density seating and larger aircraft to give much higher passenger loads per flight: 120 for easyJet and 206 for Britannia compared to only 96 for British Airways. The analysis below is based on actual baseline traffic and emissions over 2002/2003/2004 and an evaluation for the forecast year (assuming rates of traffic growth for each model). FLEETS AND FUEL BURN BA's short/medium haul fleet consists of a mixture of A319/320 and three variants of the B737 aircraft. easyJet operates the B737-700 and B737-300 types, and are replacing the latter with A319s of the same capacity. Britannia/Thomson mainly used its B757-200s on European sectors, with some B767s at peak times. However, with the birth of Thomsonfly, B737-500s and A320s have been introduced into the fleet. ANALYSIS OF THE ALLOCATION METHODS There are three main methods of permit allocation being considered within the designated maximum or cap: grandfathering or free allocation of allowances to incumbents using an emissions baseline auctioning all or some of the allowances benchmarking using various methods. The cap is to be set at 100% of the average emissions over 2005-07, although the European Parliament has countered with 90%. A price of US$40 per tonne CO2 has been assumed for both market purchases and as an average auction price. This is somewhat higher than the market prices that were reached from the existing EU scheme. In support, pressure from higher prices is likely to come from a tightening of the existing scheme, and the fact that aviation, as a net purchase of allowances, would be able to trade with participants from other

The European Commission published its proposals for the incorporation of aviation into the ETS in November 2006. Some of the details of the way it will work were included (ie intra-EU routes in 2011 and EU/non-EU routes in 2012), but other details such as the way permits would be allocated were not specified. The European Parliament's response in November 2007 sought a common start date of 2011 and a fixed auctioning share of 20%, but was also vague on the way the other 80% of permits would be allocated. This research seeks to assess the impact of the main contenders for the allocation method on three airline business models. The three business models selected for analysis are a network carrier (British Airways), charter or leisure airline (Britannia/Thomsonfly) and a low-cost carrier or LCC (easyJet). These were all from one country, the UK, both to reduce possible distortions and because of greater data availability. The airlines are:

industries. The baseline was taken to be the average traffic and emissions for 2002, 2003 and 2004, and forecast growth rates were assumed to 2006 (the year of evaluation). Cargo has been excluded on the basis of the minimum distortion it might cause for shorter haul routes.

Auctioning
The auctioning analysis has assumed that 100% of allowances are purchased, although the initial auctioning share is likely to be much smaller. The major question with auctioning is how to apply the proceeds from the auctions. The money raised could be used as general tax revenue, spent on CO2 reducing projects or returned to airlines in proportion to traffic or through aviation related projects.
Short/medium-haul fleet fuel efficiency, 2004

Grandfathering
Grandfathering involves allocating free allowances based on past emissions. Each year, once these were used up, airlines would be required to purchase allowance from other airlines or other trading entities. It is intended that the other entities would be those already in the EU ETS, and including these is crucial in obtaining the benefits of limiting CO2 at least cost. Grandfathering tends to reinforce the status quo, and reward the more polluting airlines with pollution allowance that they do not have to pay for. Any further expansion could only be obtained by more environmentally efficient aircraft, or the purchase of the necessary allocation from others at the market price. New entrants would have to purchase all their allowances, as would the extra allowances required by existing airlines to accommodate growth (putting a greater onus on the faster growing LCCs).

Benchmarking (1)
Benchmarking has the advantage of rewarding airlines that have already introduced efficient aircraft, and those that achieve higher efficiency than their competitors. It is thus favoured by airlines that have high passenger load factors. Benchmarking involves the determination of a baseline efficiency measure, say traffic (passenger-kms or tonne-kms) per tonne CO2, fixing an overall CO2 cap, and allocating CO2 allowances depending on an airline's share of traffic.

Airline operational characteristics, intra-EEA and domestic routes, 2004

Seat factor (%) British Airways easyJet Britannia/Thomson 56 78 86 Average sector kms 765 897 1,950 EEA/domestic as % total tonne-kms 9 94 70

Benchmarking (2)
The above method of benchmarking tends to penalise those airlines flying shorter sectors. A second method is thus proposed using aircraft kms and flights as

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Air transport emissions: EU trading scheme ...continued

Cranfield at the forefront

Cranfield is playing a significant role in the 32m national ASTRAEA programme
industries) to reduce pollution in the future. The position of Britannia depends to a large extent on how far its LCC (Thomsonfly) grows relative to its tour operator/leisure flights. The baseline or grandfathering approach tends to penalise the faster growing LCC and favour the network carrier. The latter carries both long and short-haul passengers on its intra-EU feeder services, and the cost could easily be absorbed in the longhaul ticket prices. It would, however, put the EU network carrier at a disadvantage relative to foreign hub carriers in the same markets. Auctioning is the most costly option, and needs further evaluation in terms of how the proceeds are used, and hybrid schemes. Benchmarking as envisaged in the Commission's proposal is biased against shorter distance operations, but an alternative is proposed here of splitting the benchmark into an LTO and distance flown elements. This is more complex in terms of data collection and monitoring, but avoids the sector length distortion and does not penalise low-emission smaller aircraft. I

the efficiency measures, and not the above measures of traffic. This gets closer to penalising higher emitters, removing any reference to passenger loads as being irrelevant. Each flight is divided into a landing and take-off (LTO) phase and a cruise part of the flight, and each airline benchmarked against separate averages. RESULTS The above analysis assumes that an EU ETS for aviation would be only applied to intra-EU flights. This raises significant distortions by itself, but may be the most likely approach given opposition from other countries. The focus has been on the three major types of allocation system: grandfathering/baseline, auctioning, and benchmarking, without addressing hybrid approaches. The summary in the chart shows that, as expected, the impact is greater on the LCC in all cases, although not by too much. This would be worse if the baseline had been based on less recent emissions. Thus the cap is lenient, the main purpose being to give an incentive to airlines (or other

A national programme is focusing on the technologies, systems, facilities and procedures to allow autonomous vehicles to operate safely in the UK and Cranfield University is playing a role in six of the programme's topic areas.
Cranfield's level of involvement in the 32m ASTRAEA (Autonomous Systems Technology Related Airborne Evaluation and Assessment) programme far exceeds that of any other academic partner, and sees us working with BAE Systems, Thales, Flight Refuelling Limited and QinetiQ. Autonomous vehicles, such as unmanned aerial vehicles, will bring real economic, environmental and security benefits in many different areas, and ASTRAEA will position the UK at the very forefront of these opportunities. Our involvement includes: decision modelling the Applied Maths and Scientific Computing Group is contributing to the development of the integrated systems that will help drive the vehicle and is also involved in testing and developing collision detection and resolution algorithms UAV handling the Department of Aerospace Sciences is researching and developing a prototype technology enabling UAVs to taxi, take-off, land autonomously and control their physical behaviour during flight, in response to flight management demands multiple air vehicle integration the Department of Aerospace Sciences is also investigating the dynamic interactions between UAVs flying in close proximity to enable them to fly safely in close formation collision avoidance the Department of Aerospace, Powers and Sensors is helping to develop a 'sense and avoid' collision avoidance system. Cranfield Aerospace Ltd is also involved in this programme, looking at the topics of sense and avoid, compliance with the Air Navigation Order, and the 'rules of the air'. They are working towards creating the

Impact of allocation methods on airline costs

specification of systems that permit legal operations of unmanned air vehicles in both segregated and non-segregated airspace. They are also looking at the definition of certification standards that will make it possible for inhabited and unmanned air vehicles to operate simultaneously in the same airspace with no adverse impact on safety levels. ASTRAEA 1,2,3 The first ASTRAEA conference was held in Bristol in October 2007. It provided 150 delegates with updates on all aspects of the programme. The audience comprised key stakeholders in the field of Unmanned Airborne Systems, while several representatives from Cranfield University also attended.

Collision avoidance of unmanned vehicle in civil airspace

One of the major topics raised at the conference was the ASTRAEA consortium's wish to see unmanned aerial vehicles (UAVs) flying in non-segregated, UK civil airspace by 2012. Further information can be found at www.astraea.aero/conference I

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New agreement signed

Cranfield and Boeing sign agreement to create new Centre of Excellence for IVHM
Cranfield University and Boeing have signed a collaboration agreement to create an Integrated Vehicle Health Management (IVHM) Centre of Excellence.
The centre will be designed to support research into high-technology, high-value vehicles such as aircraft, shipping, highspeed trains and high-performance cars, but can be applied to any vehicle or complex system. IVHM differs from existing concepts of maintenance and repair and overhaul, as it enables the health of a whole vehicle to be monitored and assessed. Sensors distributed throughout the vehicle collect data on the condition of components and subsystems, while on-board processors assess health and predict possible deterioration. The data collected can be used to improve maintenance, extend the life of both the whole vehicle and individual components, improve vehicle readiness and availability, and reduce operating costs. For any operator, use of IVHM can provide long-term cost benefits and advantages over competitors. As a launch core partner, Boeing has made an investment towards establishing the centre, and the company's Phantom Works advanced R&D unit will be actively involved. The University is seeking further core partners and associates to provide funding to move the project on to the next stage. Cranfield University has a long-established record of working in partnership with major aerospace companies in research and innovation, said Professor Sir John O'Reilly, ViceChancellor of Cranfield University. He continued: The Integrated Vehicle Health Management concept points the way to improved maintenance and safety for hightechnology vehicles in the future. Establishing this centre of excellence at Cranfield positions the University firmly at the centre of future developments in this exciting field.

Course scoops prestigious award

Bronze for Cranfield employees

Three members of Cranfield staff have been awarded a Bronze Award under BAE Systems Chairman's Award scheme for research that has been undertaken into flapless flight control technology in collaboration with the company.
The Chairman's Awards Scheme recognises BAE Systems employees, colleagues and industry partners for the new and innovative ways in which they shape BAE Systems and contribute towards its global success. The School of Engineering's Mike Cook, Dr Sascha Erbslh and Annalisa Buonanno have developed a prototype piece of technology called a 'dual slot circulation control actuator' an air flow control device that replaces conventional flaps normally found on the trailing edge of an aircraft wing. With only one small moving part, the actuator is a 'low maintenance' device and is non-intrusive in operation. The actuator, which works by modifying the circulation of air around a wing, has been tested in our wind tunnels and has been shown to be as effective as a conventional flap. Although it has wider potential application, the actuator is, in this instance, intended for unmanned air vehicles (UAVs), and BAE Systems has secured patent protection of the concept. It is anticipated that the actuator will be put through its paces when it is installed and flown on the 'Demon' UAV during the next phase of the Engineering and Physical Sciences Research Council/BAE Systems FLAVIIR project, in which Cranfield is involved.

Paper planes take flight at Cranfield

In June Cranfield University opened its doors as part of the Milton Keynes Science Festival to highlight research about the environment and climate change.
A steady stream of visitors joined academics throughout the day, attending presentations and demonstrations as well as taking part in a paper plane competition. Guests were challenged to design and build a plane from sheets of A4 recycled paper, and to try to beat the 120ft achieved by the Wright Brothers during their first flight in 1903. Although nobody achieved this feat, John Beedell managed an amazing 28.2m (92.5ft), outstripping the competition by a good few metres. He won a real flying lesson from one of the country's top training schools, Cabair. In second place was local businessman Jeremy Chatfield, and third place went to schoolboy Liam Hallett. Both won the chance of a virtual flight in the cockpit of the University's Flight Deck Simulator.

Cranfield University has scooped The Engineer magazine's 'Academic Innovator Award' and 'Special Award' for its Aircraft Engineering MSc.
Launched this year, The Engineer Innovation and Technology Awards judge and applaud significant technological innovation, products or processes, and the skills of students in these areas. The awards are also designed to demonstrate the vital and growing role played by universities in the UK's engineering and technology sector. Cranfield submitted three entries which were shortlisted in the competition but the Aircraft Engineering MSc now in its twelfth year won the judges over for its academic excellence and high-profile sponsorship from companies across the aerospace sector.

Eclipse - the unmanned air vehicle developed by students on the Aircraft Engineering MSc course

This entry was also given the 'Special Award' for best overall submission from all those chosen as winners. Course Director Dr Helen Lockett said: The whole course team is really delighted to have won. To get the special award too is a double achievement, one that really does demonstrate the strength of our relationship with industry. The MSc is designed to develop chief engineers of the future by giving the students real-life experience of the entire process involved in designing, developing and flying new aircraft.

Phill Stocking of the School of Engineering with competition runner-up Liam Hallett

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Cranfield among the enthusiasts

'Dodge' Bailey pilots the Bucker Bestmann: picture courtesy of Jenny Forrest Spectators look to the skies

Space alumni get together

Alumni celebrated 20 years of Cranfield University's MSc in Astronautics and Space Engineering during a one-day Space Alumni Forum in June.
Held on the Cranfield campus, the reunion brought together old and new Space alumni from the first students who studied in the early 1980s to most recent graduates. Tom Bowling, the first course director, was also present for the day. Alumni attended from around the world providing a wonderful opportunity to re-build relations and make new contacts. A number of follow-up activities were discussed to ensure that alumni had ways of staying in touch with each other online communities, further events as well as looking at ways they can continue to build Cranfield's rich history in space engineering through assisting students, mentoring and providing employment and projects. The forum provided a review of space activities and policies mainly within Europe. Dave Parker, Director of Space Science at the British National Space Centre, put into context the wide range of activities currently involving British space engineers, and expressed the need for young people to be stimulated and informed to ensure the future of space engineering. Presentations were also made by Martine Diss of the European Commission and Pierro Messina from the European Space Agency, Directorate of Human Spaceflight, Microgravity and Exploration. Alumni also gave brief overviews of their organisations capabilities.
Space alumni listen to Dr David Parker at the June event

On a warm late summers day in early September, Cranfield played host to alumni, staff and guests from industry at Shuttleworth's Pageant Air Display at Old Warden in Bedfordshire.
Cranfield staff chatted with students, shared memories over a glass of wine and enjoyed meeting some of Cranfield's earliest former students: John Stephenson ('48-'52) and his wife, Maureen; Derek Squires ('55-'57), who happened to fly in to Shuttleworth; and Ted Talbot ('51-'53). Convocation's Chair, Graham Howat and other alumni colleagues joined the party with more recent students and several Cranfield business visitors to share in the day's entertainment. The main attraction was the flying display from the Shuttleworth Collection's aircraft, including the 1918 Avro 540K and 1941 Hawker Sea Hurricane. Among the pilots enthralling the crowd, was Cranfield's own test Pilot Roger (Dodge) Bailey whose versatility was evident at the event, flying at least four different aircraft, culminating with the 1936 Westland Lysander.

The event attracted a number of sponsors, allowing the event to be heavily subsidised for delegates. VEGA, represented by Cranfield alumnus John Loizou were key sponsors, while ABSL Space Products also kindly provided support. Course Director Peter Roberts said: The event has been a great success and the feedback from students, colleagues and staff has been extremely positive. We'd like the Space Alumni Forum to continue to be exactly that a forum to discuss ideas and to create new business and research collaborations. This is about people who are more than just colleagues but, rather, friends who have a common connection to Cranfield. I am looking forward to working with the alumni in the future.

Flying high
One of the two sub-scaled demonstrators of a Blended Wing Body (BWB) transport aircraft completed last year has taken to the skies for the first phase of its test programme.
Designed by Boeing and developed by Cranfield Aerospace, a limited company of the University, the first was used for wind tunnel testing. The 21-foot wingspan remotely piloted X-48B test vehicle took off from the NASA Dryden Flight Test Centre, California, climbing to an altitude of 7,500ft before landing 31 minutes later. Data on stability and flight-control characteristics, especially during take-off and landing, will be compared to computer model and wind tunnel results. Up to 25 flights are planned to gather data and later studies will be conducted to provide detailed understanding of this unique aircraft shape to enable a future full-scale design. Gary Cosentino, NASA Dryden's BWB Project Manager, said: The test flight marked yet another aviation first achieved by a very hardworking Boeing, NASA and Cranfield team. The X-48B flew as well as we had predicted, and we look forward to many productive data flights. The BWB owes its name to its design effectively a flying wing in that the wing blends smoothly into a lifting, tailless centre body. This provides less drag compared to a conventional tube and wing
The X-48B banks over desert scrub during the aircraft's fifth test flight: photo courtesy of NASA

We'll meet again: celebrating 10th reunion

Aircraft Engineering MSc alumni celebrated their 10th Anniversary reunion in September at an event hosted by the University's School of Engineering.
37 alumni and industrial visitors attended the event, which attracted intakes from each of the 10 years, including many from the very first intake. Delegates travelled to join the event from as far afield as the USA and Iceland. During the day the delegates attended presentations from fellow alumni and Cranfield staff, as well as a presentation from Lambert DoppingHepenstal, Science and Technology Director of BAE Systems. The alumni had the opportunity to revisit the building where they had studied and to see the developments to the Group Design Project aircraft that they had worked on as students. The reunion provided an excellent opportunity for course alumni, sponsors and Cranfield staff to catch up with old friends and share their news. Following the success of the reunion an Aircraft Engineering MSc Special Interest Group is planned within the University alumni society. The networking group will help course alumni to keep in touch with each other and the University. A website for the group should be available by early 2008. For more news, check: www.cranfield.ac.uk/alumni

design which translates to reduced fuel use at cruise conditions. Since the engines mount high on the back of the aircraft, there is less noise inside and on the ground when it is in flight. Weighing in at some 500lb, the X-48B is powered by three turbojet engines enabling the vehicle to fly at up to 120knots and an altitude of 10,000ft. With potential as a long-range bomber or a flight refuelling tanker, the full-scale version could be able to fly non-stop around the world at 600knots. Dave Dyer, the Cranfield Aerospace X-48B Programme Manager and Chief Engineer, said: Boeing supplied us with the outer profile for the aircraft and a detailed specification. We then implemented the design and delivered two aircraft, flight control avionics and a ground control system. Boeing came to us for our ability to supply a complete system.

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Short courses February to April 2008

CRANFIELD CAMPUS Flight Data Monitoring for Airlines 18-21 February
This 3 2-day course will provide delegates with an advanced appreciation of the technical, operational, management and legal issues surrounding a flight data monitoring (FDM) programme, also referred to as flight operational quality assurance (FOQA). The course is run in association with the Civil Aviation Authority.
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Your views are important to us

We'd like to hear your views on Aerogram. Please take five minutes to fill in this short questionnaire and return to: Lisa Borges, Communications Manager, Business Development Organisation, Cranfield University, FREEPOST BF463, Cranfield, Beds MK43 0BR. Alternatively please email comments to l.m.borges@cranfield.ac.uk. Thank you for your time.
1. What Aerospace-related topics would you like to see covered in Aerogram?

Introduction to Avionics 21-25 April

This one-week course provides the aerospace professional with a technical and practical introduction to the subject of avionics. The course will focus on functions, supporting technologies and avionic system design considerations. The course is designed for graduate scientists and engineers who wish to pursue a career in avionics or a related field. It is also intended for airline professionals including pilots.

Airline Fleet Planning 25-29 February

Delegates on this five-day course will learn how to structure the fleet planning process and how to appreciate and analyse competing and conflicting proposals. Also included in the course is a practical workshop. The course is designed for decisionmaking air transport industry managers as well as air transport professionals from operators, suppliers and third parties who are involved in the actual evaluation process.

2. What would you like to see more of in Aerogram? Tick all that apply. Opinion and comment that relates to aerospace industry 'hot topics' More in-depth articles of an academic nature Shorter, less in-depth articles that are less 'scientific' More pictures Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hazards Awareness for Air Accident Responders 30 April

Personnel that respond to air accident sites are exposed to a wide range of health and safety hazards. This one-day course provides the required safety awareness training and knowledge about common standards of protective equipment and work practices.

Airframe Systems Design 25-29 February

This course aims to expand delegates' knowledge of airframe systems, their role, design and integration. In particular, it will provide delegates with an appreciation of the considerations necessary when selecting aircraft power systems and the effect of systems on the aircraft as a whole.

SHRIVENHAM CAMPUS Radar: An Introduction 2-3 April

Upon completion of this two-day course participants should have a sound grasp of the principles of operation and the practical limitations of the techniques currently used in practical radar systems.

3. How would you rate the relevance of the articles to you personally? Most, if not all, articles are relevant to me Some of the articles are relevant to me Few of the articles are relevant to me None of the articles are relevant to me 4 How interesting did you find this issue? Extremely interesting - why? Fairly interesting Somewhat interesting Not very interesting - why? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. What did you think of the overall quality of Aerogram? 1
Poor ...............................................................................

Air Transport Engineering - Maintenance Operations 3-7 March

This five-day course is aimed at technical and commercial staff in the aerospace industry whose role is making decisions in a highly technical and closely regulated industry. The course covers: aircraft maintenance philosophies; maintenance management; control of logistics; the principles of engineering design for reliable service; Reliability Centred Maintenance; and human factors in maintenance.

Imaging Radar 7-8 April

This two-day course provides an appreciation of the principles involved in imaging radar, with illustrations of their applications and limitations in practical imaging radar systems.

Antennas: An Introduction 9 April

This one-day course deals with the fundamental characteristics and operation of antennas. The course covers the design and applications of both wire and aperture antennas, the concept of array antennas, and methods of measuring important antenna parameters.

Infrastructure and Safety Management 10-14 March

The aim of this five-day course is to introduce delegates to the organisation and operation of air transport infrastructure and the safety management of both the infrastructure and aircraft operations. Topics include: strategic airport planning; airports and the environment; airport design and operations; crisis management simulation; international and national regulations; air transport safety; ground operations; navigation systems, ATC ownership and performance measures; human factors and airport security.

Phased Arrays and Multi-Function Radar 10-11 April

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

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6. In what format would you prefer to receive Aerogram? Printed magazine sent through the post Via email as an eZine Via email directing you to an online PDF

Radar ESM 14-15 April

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

Safety Management Systems in Aviation 10-14 March

This new course enhances material contained in the ICAO Safety Management Manual. It brings together all the relevant academic expertise along with industry experts working in regulation and accident investigation. This course covers the fundamental concepts behind safety management systems and their practical implementation into the air transport environment.

ALUMNI CHANGE OF DETAILS

If you are a Cranfield alumnus, please keep us informed of your contact details so we can keep you up to date with exciting news and developments at the University. Please write clearly in black ink and send this whole page back to the address above. Alternatively, fill in the form online at www.cranfield.ac.uk/alumni Please tell us your name so we can find you on our system: Title . . . . . . . . First name/s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Surname. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Previous name. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please tell us your new details: Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Postcode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Email. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Telephone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Radar Countermeasures 16-18 April

This two-day course provides an appreciation of the principles involved in the design and use of radar countermeasures. Upon completion of the course, participants should have a sound grasp of the principles of operation, and the practical limitations, of the techniques used in radar ECM systems.

Fundamentals of Aircraft Engine Control 10-14 March

This course aims to give an introduction to aircraft engine control issues and systems. On completion of the course delegates should be able to understand both the demands of the engine and the design and performance constraints of the control system. The course will be of benefit to both gas turbine engineers and control engineers.

For further details of professional development opportunities please see www.cranfield.ac.uk/short For details of postgraduate courses, please see www.cranfield.ac.uk/prospectus
NB: This information is correct at the time of publication, but dates may be subject to change. Please see the website for the most up-to-date information.

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