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<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=1">Aero Magazine 1 news, views & interviews no 2 | 20</a> 09 new Knowledge that will change aviation n aerodynamics n structural materials n system efficiency n alternative fuels
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=2">Aero Magazine Page 2 2 aero | contents news, views</a> & interviews issn 2000-4230 editor & responsible under swedish law: Fredrik Fryklund editorial address: Volvo Aero Corporation, Dept. 1500, se-46181 Trollhättan, Sweden phone: +46 520 94401 fax: +46 520 98500 email: fredrik.fryklund@volvo.com editorial project management and production: Tidningskompaniet ab project manager: Maria Hellström design & layout: Tidningskompaniet ab www.tidningskompaniet.com translated by: Jeanette Kliger and Lionbridge repro: Tidningskompaniet ab printed by: Trydells, Laholm, Sweden print run: 12,000 front cover: tk read the magazine on line at: http://www.volvoaero.com Would you like a copy of the magazine or have you changed address? Please contact us at: volvo.aero@volvo.com or fax +46 520 985 00 contents no. 2 | 2009 8 14 18 21 22 24 29 32 35 38 24 4 take off | sprouting new technologies – research for a better tomorrow ground control to Major dordain – meet the director of the esa the green Machine – belgian airline VlM fights back dreaMing of a greener future aida and Verdi – eU projects soon to be wrapped up taking care of gripen – Volvo aero on the spot in south africa Volvo aero norway and snecma – a happy marriage swerea sicomp – making it light with fibre composites budget airlines – what is the next move? camelina and algae – sorting out the jungle of alternative fuels 40 landing | 43 channel flight celebrates 100 years 38 18 2 aero | contents news, views & interviews issn 2000-4230 editor & responsible under swedish law: Fredrik Fryklund editorial address: Volvo Aero Corporation, Dept. 1500, se-46181 Trollhättan, Sweden phone: +46 520 94401 fax: +46 520 98500 email: fredrik.fryklund@volvo.com editorial project management and production: Tidningskompaniet ab project manager: Maria Hellström design & layout: Tidningskompaniet ab www.tidningskompaniet.com translated by: Jeanette Kliger and Lionbridge repro: Tidningskompaniet ab printed by: Trydells, Laholm, Sweden print run: 12,000 front cover: tk read the magazine on line at: http://www.volvoaero.com Would you like a copy of the magazine or have you changed address? Please contact us at: volvo.aero@volvo.com or fax +46 520 985 00 contents no. 2 | 2009 8 14 18 21 22 24 29 32 35 38 24 4 take off | sprouting new technologies – research for a better tomorrow ground control to Major dordain – meet the director of the esa the green Machine – belgian airline VlM fights back dreaMing of a greener future aida and Verdi – eU projects soon to be wrapped up taking care of gripen – Volvo aero on the spot in south africa Volvo aero norway and snecma – a happy marriage swerea sicomp – making it light with fibre composites budget airlines – what is the next move? camelina and algae – sorting out the jungle of alternative fuels 40 landing | 43 channel flight celebrates 100 years 38 18
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=3">Aero Magazine Page 3 contents | aero 3 editorial W</a> e will have to cut up w the elephant to reduce emissions hen we consider the targets the aircraft industry has set to reduce the emissions produced by flying over the next 40 years, it is easy to doubt whether this is actually possible. One of the main targets is to reduce carbon emissions dramatically. At the same time, we know that air traffic will continue to increase in the longer term. There is no question that a huge effort will be required. This effort is so enormous that some people doubt whether it is in fact possible and are instead calling for air traffic to be reduced and preferably phased out. Giving up is no alternative, however! The answer “Reduce it in small pieces” explains what is happening. Cutting up the elephant into small slices will enable us to tackle the problem by dealing with smaller, more manageable tasks. As players in this industry, we must all contribute to the work of reducing the emissions pro- duced by flying. The targets are challenging, but they are still totally realistic. This particular issue of Aero Magazine contains an excellent illustration of the areas in which the different players are working. It is, for example, a question of flying efficiently. Making the flight as direct as possible, without forcing the aircraft to circle above the airport before it lands. The development of “green landings” to enable the engines to consume the smallest amount of fuel, while the aircraft glides for the last part of the flight, is another alternative. There is also a great deal that can be done to make loading smarter – everything from lighter packaging for air freight to stopping heavy tax-free bags on board. Then There is The quesTion of the materials that are selected for new aircraft, where the percentage of composites is increasing sharply. The dynamics of aircraft are another factor. Did you know that the small “upturned section ” at the very end of some aircraft wings saves an enormous amount of fuel and emissions every year? The question is which innovations of this kind we are going to see over the next 25 years. Perhaps the idea of a “blended wing body” will once again become fashionable? One important ingredient in this development is the way future aircraft engines are designed. For some time now, Volvo Aero has been working to develop lightweight technologies with a view to producing engine components that are lighter than those currently in use and will help to create engines that are both cleaner and quieter. Among other things, Volvo Aero is managing two interesting EU projects, VERDI and AIDA. More recently, however, the media have started focusing on alternative 32 29 fuels. In this magazine, we report on the progress that is being made in this area. At the same time, it is important to recognise that this is not a quick fix to the problem. Many years will pass before we have suppliers that are able to produce and supply these fuels to the world’s airports. i am personally aTTracTed by the fuel that is being produced from algae from the sea, which does not involve the use of productive agricultural land. At the same time, this process actually helps to reduce the level of carbon dioxide. The conclusion is as follows. No single player has access to the Solution, with a capital S, but together we can fix this. Exactly like the ants. They would probably also question their ability to resolve the problem if someone showed them a picture of an anthill and said, “You have to build this. Start with one needle each!”. fredrik fryklund, editor contents | aero 3 editorial We will have to cut up w the elephant to reduce emissions hen we consider the targets the aircraft industry has set to reduce the emissions produced by flying over the next 40 years, it is easy to doubt whether this is actually possible. One of the main targets is to reduce carbon emissions dramatically. At the same time, we know that air traffic will continue to increase in the longer term. There is no question that a huge effort will be required. This effort is so enormous that some people doubt whether it is in fact possible and are instead calling for air traffic to be reduced and preferably phased out. Giving up is no alternative, however! The answer “Reduce it in small pieces” explains what is happening. Cutting up the elephant into small slices will enable us to tackle the problem by dealing with smaller, more manageable tasks. As players in this industry, we must all contribute to the work of reducing the emissions pro- duced by flying. The targets are challenging, but they are still totally realistic. This particular issue of Aero Magazine contains an excellent illustration of the areas in which the different players are working. It is, for example, a question of flying efficiently. Making the flight as direct as possible, without forcing the aircraft to circle above the airport before it lands. The development of “green landings” to enable the engines to consume the smallest amount of fuel, while the aircraft glides for the last part of the flight, is another alternative. There is also a great deal that can be done to make loading smarter – everything from lighter packaging for air freight to stopping heavy tax-free bags on board. Then There is The quesTion of the materials that are selected for new aircraft, where the percentage of composites is increasing sharply. The dynamics of aircraft are another factor. Did you know that the small “upturned section ” at the very end of some aircraft wings saves an enormous amount of fuel and emissions every year? The question is which innovations of this kind we are going to see over the next 25 years. Perhaps the idea of a “blended wing body” will once again become fashionable? One important ingredient in this development is the way future aircraft engines are designed. For some time now, Volvo Aero has been working to develop lightweight technologies with a view to producing engine components that are lighter than those currently in use and will help to create engines that are both cleaner and quieter. Among other things, Volvo Aero is managing two interesting EU projects, VERDI and AIDA. More recently, however, the media have started focusing on alternative 32 29 fuels. In this magazine, we report on the progress that is being made in this area. At the same time, it is important to recognise that this is not a quick fix to the problem. Many years will pass before we have suppliers that are able to produce and supply these fuels to the world’s airports. i am personally aTTracTed by the fuel that is being produced from algae from the sea, which does not involve the use of productive agricultural land. At the same time, this process actually helps to reduce the level of carbon dioxide. The conclusion is as follows. No single player has access to the Solution, with a capital S, but together we can fix this. Exactly like the ants. They would probably also question their ability to resolve the problem if someone showed them a picture of an anthill and said, “You have to build this. Start with one needle each!”. fredrik fryklund, editor
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=4">Aero Magazine Page 4 4 aero | taKe off volvo aero </a> first flight of thai gripen The firsT Gripen fiGhTer aircraft bound for Thailand has completed its maiden flight. The flight, which lasted 80 minutes, took place at the Swedish Defence Materiel Administration’s site in Linköping, Sweden, in September. In 2008, Thailand ordered six Gripen fighters, equipped with Volvo Aero’s RM12 engines, from the Swedish Defence Materiel Administration. In addition to the aircraft themselves, this government-to-government deal also featured various associated services and equipment, including a radar system, two additional aircraft for transport and training, as well as an integrated command and control system. Pilots and technicians from the Royal Thai Air Force are due to commence training on the Gripen in Sweden next year and the fighters will be delivered to Thailand in 2011. Volvo aero introduces new carbon-fibre engine component VolVo aero has deVeloped and manufactured a fan frame for an aircraft engine that is based on advanced load-carrying parts made of both composites and titanium. The fan frame, which has a diameter of approximately 2 metres, is the largest part of a jet engine. It has therefore been a major challenge for Volvo Aero’s engineers to reduce the weight of the component sufficiently, in order to secure the necessary fuel savings. Volvo Aero has achieved a weight reduction of almost 30 per cent in the external section, while the total weight reduction for the entire component is about 20 per cent. It is probable that the technology behind this prototype will be found in aircraft engines of the future, leading to significantly reduced fuel consumption compared with today’s models. It may also be possible to apply this technology to current aircraft engines, resulting in more immediate gains in terms of fuel consumption and emissions. customer conference focuses on the environment The VolVo aero funcTion enGine serVices & engine Assembly organised a customer conference in Stockholm in June, to coincide with the Volvo ocean Race stop-over. The focus of the conference was the topical issue of aviation and the environment, which was met with enthusiasm by the customers who were primarily PW100 and TFe731 operators. Volvo Aero’s Senior Vice President of engineering & Technology, Thomas Sätmark, presented Volvo Aero’s progress in the development of light-weight technology for the next generation of aircraft engines, while Staffan Svensson, Head of engine Services, presented facts on regional avi ation and its effects on the environment. Within the PW100 program, engine Services & engine Assembly is currently seeking to enhance the maintenance practice to improve fuel efficiency. So far, studies have shown that the careful matching of parts at the point of assembly can result in fuel savings of between 1 and 2.5 per cent. For a fleet of 18 aircraft, this means an annual reduction in Co2 emissions of 1,000 to 2,500 tonnes. PHoTo: STeFAn KALM/CoPyRIGHT SAAb Ab
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=5">Aero Magazine Page 5 | aero 5 taKe off volvo dme –</a> fuel of the future? The VolVo Group reGards dme (dimethyl ether) as one of the most promising renewable fuels available. It has excellent prospects for becoming a fuel for the future, thanks to its unique combination of high efficiency, cost effectiveness and low exhaust emissions, as well as being nontoxic and biodegradable. The fuel is a simple chemical compound with a short carbon chain, which results in very low emissions of particulates during combustion. When produced from biomass, such as black liquor from the pulp industry, DMe is also carbon dioxide neutral. numerous studies have confirmed that DMe is the most energy efficient of the various renewable fuel sources available, taking into account the entire chain from production to operation of the vehicle. Furthermore, in comparison with synthetic diesel, for example, DMe is a simpler chemical product and therefore both cheaper to produce and relatively easy to handle and distribute. Another major benefit from a cost-efficiency perspective is that DMe can be used in standard diesel engines after making only minor modifications. This is why drivelines tailored for DMe can be used in virtually all vehicle types that run on existing diesel technology. the first filling station in western sweden selling active cleaning Power diesel bio30 “Green” filling station opens in Gothenburg enVironmenTally adapTed fuel is an important step on the road to reducing carbon emissions at Volvo Logistics. An initiative involving several Swedish industry leaders, including IKeA, H&M, Preem and Volvo Logistics, has resulted in the opening of the first petrol station in western Sweden selling Active Cleaning Power Diesel bio30. “If large, transport-intensive companies like us collaborate, we can produce a far greater effect. I think we are going to see more partnerships like this in the future,” comments Åke niklasson, President of Volvo Logistics. Volvo Logistics has been challenged by its customers in the Volvo Group and Volvo Car Corporation to reduce the carbon content of transport to their plants by 20 per cent by 2010. The use of environmentally adapted fuel is one of many ways of realising this target. Diesel bio30 contains 30 per cent of the renewable fuel RMe (rape methyl ester). The new filling station opened in August, at the Skandiahamnen port in Gothenburg, close to Volvo’s plants and the trans-shipment terminal in Arendal. investment in fuel-cell technology creates 100 new jobs Volvo trucks is now taking the next important step towards carbon dioxide-neutral road transport. field tests are being conducted with 14 trucks running on bio-dMe – a fuel that combines a low environmental imprint with high energy efficiency. The VolVo Group has decided to accelerate the introduction of fuel cells onto the market. In partnership with international corporations Midroc and oCAS, the Swedish energy Agency and the Volvo Group are investing SeK 200 million in the development of fuel cells. Also, the Swedish government’s venture capital company Fouriertransform is investing SeK 60 million. As a result, the company developing the technology, Powercell Sweden, has announced that it needs to recruit some 60 people in 2009 and foresees up to 100 new jobs in the Göteborg region within the next three years. A fuel cell resembles a small battery. It is charged with hydrogen gas which it converts into electricity and water, through a chemical reaction. Compared with normal diesel or gas-powered a fuel cell is charged with hydrogen gas which it converts into electricity and water. engines, systems utilizing fuel cells produce significantly less carbon dioxide and no particulate or nox emissions whatsoever. They are also more efficient, smaller and lighter. “I am immensely proud that we are building this company on a technology that has been developed by Volvo for 15 years,” says Per ekdunge, Ceo of Powercell Sweden.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=6">Aero Magazine Page 6 6 aero | taKe off volvo hybri</a> d buses spreading across europe the six Volvo b5l hybrid london buses are in service on route 141, which runs from Palmer’s green in north london to london bridge in the city. six VolVo B5l hyBrid double-decker buses are currently in service in London. Their unveiling in the UK capital, in July, followed the introduction of the Volvo 7700 hybrid single-decker in Göteborg in May. The London buses are in service on Route 141, which runs from Palmer’s Green in north London to London bridge in the City, and is operated by Arriva London, on behalf of Transport for London. evidence from service field trials already shows significantly reduced fuel consumption and Co2 emissions, as well as reductions in nox and particulate emissions. In Gohtenburg, where the intervals between bus stops are relatively long, fuel savings of up to 25 per cent were predicted. However, the first months of service have already demonstrated savings going above and beyond these expectations – at about 30 per cent. Volvo buses has developed an extremely versatile product. In addition to significant fuel savings, it also offers high passenger capacity, as well as being both quiet and comfortable. There is every reason to expect to see more of these vehicles operating on the streets of major european and international cities in the near future. PHoTo: CRAIG eCLeSTon Volvo double-deckers take to the streets of singapore VolVo Buses has secured an order for 150 double-deckers for Singapore. The customer, SbS Transit, has chosen buses equipped with environmentally adapted euro V engines, even though they are not yet a legal requirement in Singapore. The value of the order is about USD 60 million. SbS Transit is one of Volvo buses’ most important customers. Since 1981, Volvo has delivered more than 1,700 buses to the company. This order for 150 double-deckers built on the Volvo b9TL chassis will maintain Volvo buses’ position as the primary supplier of double-decker buses to SbS Transit. The euro V-compliant engine also demonstrates SbS Transit’s continuing commitment to environmental protection in Singapore. “We have been renewing our fleet over the last three years to provide our commuters with a safer, more comfortable ride. The new buses are also environmentally sound, which is a key consideration for us,” said SbS Transit’s executive Director, Mr. Gan Juay Kiat. fifty Volvo buses to Bogotá, colombia VolVo Buses has receiVed an order for 50 articulated buses for one of the largest and most efficient bus-based transport systems, Transmilenio, in Colombia’s capital city bogotá. Ten of these buses will be Volvo’s bi-articulated buses – the longest buses in the world. The Transmilenio bRT system has been a resounding success, particularly in terms of its effect on the environment in bogotá. At present, 1.6 million passengers are rapidly and conveniently transported each day on the buses in the system, thanks to exclusive bus lanes and bus stops designed to facilitate rapid boarding and disembarkation. Thanks to the introduction of articulated buses with a higher passenger capacity, it has been possible to remove a large number of smaller buses from the streets. Many of the city’s inhabitants have therefore opted to leave their cars at home and take the bus instead, which has led to a 59 per cent reduction in traffic-related exhaust emissions. bi-articulated buses are an important feature of this initiative, as they further increase the capacity of a transport system without needing to increase the actual number of buses. At 27.2 metres, Volvo buses’ bi-articulated bus is the longest in the world, with the capacity to transport 240 passengers.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=7">Aero Magazine Page 7 | aero 7 Wrap-up of the 2008–</a> 2009 Volvo ocean race The 2008–09 ediTion of the world’s premier yacht race, the Volvo ocean Race, has come to an end. There were eight starters, seven finishers and one outstanding winner. nothing could stand in the way of Torben Grael and his crew on Ericsson 4, who won the race with a leg and an in-port race in hand. PUMA Ocean Racing sailed in as runners-up, followed by Telefonica Blue, in third place. Team Russia did not complete the race, but she returned to sail into her hometown of St. Petersburg on the last leg, which was won by Telefonica Black. Volvo ce unveils hybrid wheel loader a neW hyBrid Wheel loader has been unveiled by Volvo Construction equipment. The L220F will offer customers significant fuel and cost savings, as well as notable improvements relating to performance and environmental impact. The innovative technology behind the new wheel loader is I-SAM (Integrated Starter Alternator Motor), which is a combined starter, generator and drive motor. When used as part of a parallel diesel-electric hybrid system, it has the potential to reduce fuel consump- tion in wheel loaders by up to 50 per cent – and up to 20 per cent in trucks. The quiet, emission-free electric drive also contributes to improved environmental conditions in the area in which the vehicle operates. earlier this year, the six engineers behind this pioneering new technology received the 2009 Volvo Technology Award. The prize was presented for the team’s ground-breaking work which resulted in the development of the world’s first commercially viable hybrid solution for heavy vehicles. After nine months and nearly 40,000 nautical miles of racing, this edition of the Volvo ocean Race has come to a close. There have been great racing experiences, close finishes, crews hired and fired, friendships forged, as well as acts of bravery and sportsmanship, all within the scope of this unique sporting event. After paying tribute to his team and to all the sailing teams, Volvo ocean Race Ceo, Knut Frostad, concluded the race at the prize-giving ceremony in St. Petersburg, on 28 June, by stating that he was already looking forward to the start of the next race, in 2011 in Alicante, Spain. below: Winners of the Volvo ocean race 2008–2009, Ericsson 4, with the fighting finish trophy PHoTo: RICK ToMLInSon/VoLVo oCeAn RACe
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=8">Aero Magazine Sprouting new technologies 8 aero | </a> future expertise A hotbed for chAnge 8 aero | future expertise A hotbed for chAnge
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=9">Aero Magazine Page 9 future expertise | aero 9 the</a> air transport industry is on the eve of the most fundamental transition since the advent of the jet-powered airliner more than half a century ago. whereas the main push over the last 50 years has been incremental improvements in aircraft size and speed, the primary driver now is for transformational technology that will deliver cleaner, quieter aircraft. new seed technology, now beginning to sprout in the areas of aerodynamics, structural materials, system efficiency and alternative fuels, promises to make this change a reality. By: Jonathan Clarke phoTo monTaGe: TK
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=10">Aero Magazine Page 10 10 aero | future expertise a</a> rtist’s rendering of potential design for a subsonic fixed wing aircraft a blended wing body X-48b scale demonstrator in flight The air TransporT industry currently moves some 2.2 billion passengers every year, the equivalent of one third of the earth’s entire population, and generates about 2% of all man-made carbon emissions in the process. By comparison, the car and other terrestrial modes of transport pump out five times the amount of carbon dioxide (CO2). Nonetheless, it is the jumbo jet and not the inconspicuous Mini that is the object of environmental scorn. Aerospace performs at its best when challenged, however, whether breaking the sound barrier or putting a man on the moon. For the 21st century, the goal of the industry is a carbon-neutral footprint. heaVily funded enVironmenT research The financial stakes are high, and as a result, government and private industry are pumping increasingly large sums of money into environment-related aerospace research. One example is the European Commission and industry together spending USD 1.6 billion over five years on breakthrough technologies under the ‘Clean Sky’ Joint Technology Initiative. Airbus has committed USD 500 million a year towards meeting the goal of all new Airbus aircraft entering the market from 2020 onwards producing 50% less CO2 and 80% less nitrogen oxide (NOx). Advances in technology have already proven that they can make a difference. According to Boeing’s 2009 Environmental Report, CO2 emissions from jet airliners have dropped some 70%, while the noise footprint from aircraft has shrunk 90% – all in the last 50 years. Airbus in its own Environmental Social & Economic Report has claimed similar progress. Furthermore, both have set bold new targets for the next generation of aircraft now coming down the development pipeline. Boeing’s long-awaited new 787 wide body has been designed from the outset to deliver airlines a promised 20% improvement in fuel efficiency, an equivalent cut in CO2 emissions and a 60% reduction in noise footprint compared with similarly sized jets of today. The Airbus answer to the 787 is the A350 XWB, which the European consortium claims will cut fuel consumption and CO2 emissions by up to 25% compared with other aircraft in this category. suBsonic fixed WinG projecT In the longer term, NASA is targeting far more aggressive improvements in emissions, noise and performance, as part of its three-step Sub- sonic Fixed Wing project. Beyond the 787 and A350, the next most likely development starting around 2015 will be a new family of narrowbody jets to replace the current A320 and 737. NASA’s study refers to this as N+1, with the goal of reducing noise by 32 db, NOx emissions by 70% and fuel burn by 33% relative to current aircraft. N+1 assumes a conventional tube and wing configuration but harnessing new engine technology, such as an open rotor or geared turbofan. From about 2020 onwards, the agency anticipates an altogether different shape of aircraft coming to the fore. NASA’s N+2 goal is to cut noise by 42 db, NOx by 75% and fuel burn by 40%. Among the hybrid concepts being considered by Boeing and NASA researchers is the blended wing body (BWB). The concept blends the wing and fuselage into a much more efficient single lifting body with reduced surface area and aerodynamic drag. The configuration also allows for engines to be located on the upper surface of the aircraft, providing better shielding against noise. Winglets are estimated collectively to have saved operators some 150 million gallons of fuel a year. demonsTraTor already in The air Already flying at the NASA Dryden Flight Research Center at Edwards Air Force Base in California is a 21 ft wing-span, 8.5% scale demonstrator designated the X-48B. Scheduled to join the flight test programme in 2010 is a second unmanned BWB demonstrator, the X-48C, which will be used to trial low-noise technologies as part of NASA’s new Environmentally Responsive Aircraft programme. Now in wind PHoTo: CARLA THoMAS/nASA ILLUSTRATIon: MIT
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=11">Aero Magazine Page 11 future expertise | aero 11 a</a> n X-48c experimental aircraft is mounted in a full-scale wind tunnel the raked wingtip can cut drag by as much as 5.5% contribution the aerospace industry will make towards reducing greenhouse gases will come from the use of alternative fuels” tunnel testing at NASA Langley, the X-48C features two scaled high bypass turbofans instead of three and twin canted vertical fins in place of winglets. Bolder still is the agency’s N+3 goal of achiev- ing even lower NOx emissions, a 71 db reduction in noise and a better than 70% improvement in fuel burn by around 2025 or beyond. To realise these goals, the aerospace industry in the coming years will need to make major gains in the critical areas of aerodynamic efficiencies, lighter structures, more efficient systems and finding alternatives to current fossil-based fuels. WinGleTs saVinG millions of liTres Efforts over the last 40 years have already achieved major advances in drag reduction and higher cruise speeds. Innovations have included the super critical wing and the trailing edge wedge and deflector. Other improvements have seen the introduction of wingtip fences and win- Arguably the largest active suction to maintain the laminar flow at the leading edge. Jatropha plants could provide fuel in the future glets designed to reduce vortices and increase lift. The next evolution has been the highly efficient blended winglet developed by Aviation Partners. The distinctively curved blended winglet now equips some 1,500 Next-Generation 737s and is estimated collectively to have saved operators some 568 million litres of fuel a year. raked WinGTips An alternative wingtip treatment now making an appearance on newer designs, such as the extended range Boeing 777 and 787, is the raked wingtip which can cut drag by as much as 5.5% compared with the 4% reduction on the 737. New studies under way are focusing on reducing airframe skin friction, which can be responsible for as much as 50% of drag during a long-haul cruise. One method that has been looked at involves creating a passive boundary layer using V-shaped riblets. The Hybrid Laminar Flow concept combines passive surface shaping with liGhTer maTerials The development of lighter materials and onboard systems is also contributing to reduced fuel burn and lower emissions. Approximately a quarter of the A380’s airframe structure is composed of composite material, including a carbon-fibre centre wing box which alone shaved some 1.5 tonnes off the weight of the aircraft. The A380’s use of a higher pressure 5,000 psi pneumatic system and fly-by-wire controls has saved even more weight. With the advent of the 787 and rival A350, the use of composites has been expanded to 50% or more of the overall structure, including, for the first time, the wings and fuselage. At the same time, the switch towards more electrically driven systems offers an opportunity not just to cut weight but also significantly to improve levels of efficiency. Employing electrical power to drive systems such as landing gear, environmental control systems, de-icing and hydraulic pumps alleviates the need to draw off bleed from the main engines. For a bleed-less design such as the 787, this is projected to produce a 35% cut in the amount of power being drawn from the engines, resulting in increased range and a reduction in fuel consumption during cruise of between 1 and 2%. alTernaTiVe fuels Arguably the largest contribution the aerospace industry will make towards reducing greenhouse gases will come from the use of alternative fuels. Continued > PHoTo: boeInG PHoTo: USAF/STAFF SGT. bARRy Loo
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=12">Aero Magazine Page 12 12 aero | future expertise C</a> ontinued > The main focus is on the second generation of bio-derived fuel sourced from feedstock such as algae, jatropha, halophytes and Camelina. Unlike first-generation biofuels now in common use, such as corn-based ethanol, these new plant-based sources of fuel do not compete with food resources, they can be mass grown in a variety of different regions worldwide, including deserts and salt water, and perhaps more critically they re-absorb carbon dioxide (see also page 38). Airbus believes this next generation of sustainable biofuels could provide as much as 30% of all commercial aviation fuel by 2030 and has teamed with Honeywell, International Aero Engines and JetBlue Airways to pursue this goal. Boeing for its part has joined with Air New Zealand, Continental Airlines and Japan Airlines, plus engine manufacturers General Electric, Pratt & Whitney and Rolls-Royce, to flight-trial different combinations of biofuels. The more immediate goal is to certify biofuels as safe for aviation use by 2013, although this could be advanced by two years in the case of a 50/50 blend of biofuels and Jet A-1 fuel. With an eye to reducing its dependence on foreign-produced oil, the US military is also taking a strong interest in these new second-generation fuels. The US Air Force has already conducted its own flight trials using a C-17 airlifter and a B-52 bomber and is now planning to certify its entire fleet of aircraft to use a blend of up to 50/50 of biofuels within four years. TechnoloGy BreakThrouGh In response to the growing call for change from the environmental lobby, the air transport and aerospace industries together are close to a technology breakthrough on a par with the great leaps forward that marked the 20th century. In a recent report on biofuels, the Air Transport Action Group’s executive director, Paul Steele, concludes, “While these are not minor hurdles, they are not insurmountable. After all, the history of aviation is marked by people achieving extraordinary things, despite the conventional wisdom of the time telling them it couldn’t be done”. µ experts’ opinions Henrik runnemalm, VolVo aero Director of researcHanD tecHnology “it’s a question of understanding the full impact as The aerospace industry endeavours to clean up its environmental act, attention is focusing primarily on technologies that will deliver more efficient, cleaner operating performance, such as improved aerodynamics, structures, systems and alternative fuels. An additional longer-term consideration that should be included in the environmental equation is the total life cycle of an aircraft, from the time it is built to its last days in a breaker’s yard. “Our challenge is to find solutions that con- tribute to and the environmental aspects early on in new projects,” explains Henrik Runnemalm, Volvo Aero Director of Research and Technology. “It’s a question of understanding the full impact new technologies will have over their full lifetime and ensuring we start maturing the right technology at the right time.” When designers evaluate new materials for air- craft, a heavy onus is placed on saving on weight and strengthening structures. Runnemalm agrees and additionaly suggests other factors that need be considered when making design decisions, such as the energy needed to produce a certain material, the bi-products and waste that are generated and finally the challenge of disposing of and recycling material at the end of the life of an aircraft. The use of composites has greatly expanded over the years, from initial secondary components such as cowlings, to small yet more critical assemblies such as vertical and horizontal stabilisers and, finally, to today’s new 787, some 50% of which is made up of composites. While carbon-fibre-reinforced plastic is considerably lighter than steel, titanium and even aluminium, designers with an eye on environmental impact should not forget that it is an oil-based material and is difficult to recycle. Finding an alternative to oil-based fossil fuel is also not without significant challenges, despite the encouraging results from early airline trials and demonstrations using second-generation bio fuels. Professor keVin noone, DePartment of aPPlieD enVironmental science at stockHolm “We need to focus on transformational change in 1961, The younG and newly elected President John F Kennedy challenged the United States to land a man on the moon and return him safely before the end of that decade. This served as the rallying cry for 400,000 engineers to pool their efforts and enable Neil Armstrong to walk on the lunar surface 40 years ago. Many now believe a fresh call to arms is needed to address the challenge of the 21st century – global planetary warming. “We need a rallying call similar to that which motivated people in the 1960s and launched the Apollo programme. We don’t yet recognise the magnitude of the challenge ahead of us, but once we do we’re going to have to make some transformational changes,” predicts Professor Kevin Noone from the Department of Applied Environmental Science at Stockholm University. “We have the engineering knowl edge and capabilities potentially to come up with a sustainable air transportation system, but that skill set is latent,” suggests Noone. “It’s a matter of application. We have set our sights too low – instead of people working on incremental improvements to conventional technology, we need them to focus on transformational change.” PHoTo: JUKKA LAMMInLUoTo
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=13">Aero Magazine Page 13 future expertise | aero 13 p</a> olitician’s opinion tobias krantz, sweDisH minister of eDucation anD researcH of new technologies” “We face a number of challenges, not the least of which is creating a new supporting infrastructure that will make alternative fuels a day-to-day practicality. We therefore need to make sure that whichever route we take produces a real change on a global scale and is not simply a partial change for the sake of it,” cautions Runnemalm. The next opportunity for ushering in new tech- nology will come with the development in the next decade of a new generation of narrow-body jets to replace the current 737 and A320 series. Runnemalm, points out, that there will be an interesting transition during the next decade where industry is introducing a more fundamental change in platforms and propulsion design phil osophy, be that a blended wing body or open rotor engines. Perhaps the greater challenge for the industry over this long term will be finding the necessary pool of engineering talent that can make this change a reality. “We need to find new adaptive ways to educate people and make our industry more attractive to them. One potential motivation for people to join the industry could be the challenge of making an environmental difference,” concludes Runnemalm. µ uniVersity The pace of innovation in aerospace has slowed instead of incremental” considerably and with it the lure for new talent. Whereas only 66 years elapsed between the Wright brothers’ first flight to Armstrong’s giant leap, it will be more than 50 years by the time man next steps on the moon. The result is a shrinking number of new engineers attracted to the industry and a greying workforce now averaging 55 years of age in the USA. “We need to make engineering science more at- tractive to young people,” says Noone. “Whereas 15 years ago the primary motivation for students was finding a high paying job, we are now seeing a generation of students enter college that are much more aware of what’s going on around them. What we need now is a challenge to capture that imagination.” µ “climate changes make investments in environmental research essential” on 1 july 2009, Sweden took over the Presidency of the EU. During a period of six months, Sweden will be leading the EU’s work and is responsible for moving important EU issues forward. Aero Magazine talked to the Swedish Minister of Education and Research, Tobias Krantz, to hear what he has to say about the future of environmental research. a number of large seminars during the au- tumn will focus on securing future research resources. you participated personally in “the knowledge triangle” in gothenburg at the end of august. Why is it important to think about the future supply of knowledge at this time? “Society is facing some enormous chal- lenges. We need to convert our energy systems and make them climate neutral. At the same time, we are experiencing the worst economic crisis since the 1930s. The need for knowledge and research is enormous. However, knowledge is not only needed to resolve the problems we face over the next few years. It is also necessary to lay the foundations for the welfare of future generations and prevent us making the same mistakes again. This is also the reason why the Swedish government is making its largest ever investment in research, in spite of the recession.” how important is it to invest in environmental research? “The climate changes we are seeing make investments in environmental research essential. From a Swedish angle, it is particularly important to invest, as our environmental research enjoys a powerful position at international level. This is why climate-related research is one of the areas in the strategic programmes the government is introducing. “These strategic programmes are an at- tempt to gather our forces with a view to creating internationally competitive research environments in areas in which Sweden is particularly strong.” What is your take on future environmental research? is there any reason for anxiety or do things look good? “I think that both basic research and ap- plied research on the environment will be in demand for many years to come. It goes without saying that a large part of this research will be climate related. However, by far the largest part of the government’s SEK 5 billion increase in research grants will go directly to free basic research via larger grants to universities and institutes of technology and increased funding to the Swedish Research Council. “In this way, we can prevent research becoming too one-sided. A couple of decades ago, the ozone layer was the main focal point. It has now been replaced by climate change. What will be next? Swedish environmental research needs to be broad based and also have the potential to define and tackle the challenges of the future.” µ
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=14">Aero Magazine Ground control to Major Dordain 14 a</a> ero | portrait name: Jean-Jacques Dordain aGe: 62 joB: Director General of the European Space Agency (ESA) liVes in: Paris family:married, two grown up children leisure: football, space laTesT film: Grease (in-flight, only time left for movies...) laTesT Book: The return of history and the end of dreams, by Robert Kagan “ there is no daily life without space systems” space is becoming increasingly important to the human race – even if we do not realise it, according to the director general of the european space agency. aero magazine talks to Jean-Jacques dordain about the future of the international space station, life after the space shuttle and the real significance of the moon landings. By: David Wiles phoTo: eSA durinG his frequenT taxi journeys across Paris to and from the European Space Agency (ESA) headquarters, Jean-Jacques Dordain is in the habit of asking the drivers if they know how their satellite navigation system works. The answer he usually receives is that they do not care – as long as it works. As director general of the ESA, Dordain is well aware that the agency’s work is largely taken for granted by the vast majority of the citizens in whose name it operates. It almost seems as if the more space plays a part in everyday life – and indeed the ESA has a number of programmes specifically designed to meet the needs of Europe’s citizens, such as GPS alternative Galileo and the future Global Monitoring for Environment and Security (GMES) – the less attention it receives. “The citizens of Europe cannot live without space,” says Dordain. “The problem is they don’t know it. In addition to the Continued > 14 aero | portrait name: Jean-Jacques Dordain aGe: 62 joB: Director General of the European Space Agency (ESA) liVes in: Paris family:married, two grown up children leisure: football, space laTesT film: Grease (in-flight, only time left for movies...) laTesT Book: The return of history and the end of dreams, by Robert Kagan “ there is no daily life without space systems” space is becoming increasingly important to the human race – even if we do not realise it, according to the director general of the european space agency. aero magazine talks to Jean-Jacques dordain about the future of the international space station, life after the space shuttle and the real significance of the moon landings. By: David Wiles phoTo: eSA durinG his frequenT taxi journeys across Paris to and from the European Space Agency (ESA) headquarters, Jean-Jacques Dordain is in the habit of asking the drivers if they know how their satellite navigation system works. The answer he usually receives is that they do not care – as long as it works. As director general of the ESA, Dordain is well aware that the agency’s work is largely taken for granted by the vast majority of the citizens in whose name it operates. It almost seems as if the more space plays a part in everyday life – and indeed the ESA has a number of programmes specifically designed to meet the needs of Europe’s citizens, such as GPS alternative Galileo and the future Global Monitoring for Environment and Security (GMES) – the less attention it receives. “The citizens of Europe cannot live without space,” says Dordain. “The problem is they don’t know it. In addition to the Continued >
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=15">Aero Magazine Page 15 portrait | aero 15 </a>
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=16">Aero Magazine Page 16 16 aero | portrait real util</a> isation for Europe did not start until last year with the installation of the Columbus science laboratory. Already setting a date for the Continued > taxi drivers and their navigation systems, it’s the same for anyone who watches the weather forecast or the final of the World Cup live on TV.” Dordain clearly feels some frustration that space, to which he has dedicated his professional life since he started his career conducting research on liquid propellant rocket engines and microgravity, goes largely unnoticed by most people. In the past, he has floated the idea of an annual Space Day on which all satellites are switched off to shock people into the realisation of what space and its infrastructure does for them. “Sure it’s a crazy idea, but it would make people understand that there is no daily life without space systems,” he says. “In the 1960s, when I was a young man, spending my nights by the radio listening to broadcasts about the Gemini and Apollo programmes, space was magic for everyone. Today, it is certainly less magic, but, when something is part of your daily life, the magic gradually disappears.” french candidaTe asTronauT Needless to say the magic remains for Dordain, a 63-year-old Frenchman who was ESA’s director of launchers from 2001 to 2003 before being twice elected to lead the agency. While working early in his career as co-ordinator of space activities at the French National Aerospace Study and Research Agency (ONERA), Dordain was selected as a French candidate astronaut for the Spacelab programme, although the dream of going into space was never fulfilled. His first job at the ESA, in 1986, was as Head of the Microgravity and Space Station Utilisation Department and since that time he has remained deeply involved with the International Space Station (ISS). Since the successful deployment earlier this year of its S6 solar wings, the ISS is now the second brightest object in the night sky after the moon. Although the orbiting research facility is not yet complete, the end of its operational life is already in sight. According to NASA’s current plans and with no long-term funding agreed for We should use the space station for as long as the benefits outweigh the costs.The space station to retire is totally inappropriate.” Jean-JacqUes dordain, director general of esa operations beyond 2015, the spacecraft will be “de-orbited” and fall back into the atmosphere in a controlled yet fiery re-entry early in 2016. Dordain is one of those pushing for a stay of execution. Another, the US Human Space Flight Plans Committee, is recommending that the ISS should remain in orbit until 2020. “It seems unwise to de-orbit the station after 25 years of assembly and only five years of operational life,” said the committee’s report released in September. Dordain agrees and says that he is convinced the ISS will continue to be exploited until at least that date. “We should use the space sta- tion for as long as the benefits outweigh the costs,” he says. “The real utilisation for Europe did not start until last year with the installation of the Columbus science laboratory. Already setting a date for the space station to retire is totally inappropriate.” Dordain says the challenge now is to maximise the benefits the ISS can provide while minimising its costs for the rest of its life. While hailing the ISS as a success from a technology and international co-operation standpoint, he does not believe that it has as yet succeeded in terms of utilisation. “If, at the end, the space station is not used properly, it will be a failure. And nobody has any interest in the space station being a failure.” loGisTics challenGe While the exact timing of the ISS’s demise remains unclear, a more immediate challenge faces the ESA and its international partners: how to get there and back. The space shuttle, which has made more than 30 missions to the ISS, is due to be retired next year, but its replacement, Orion, is not due to enter service until 2015 at the earliest. “All the partners in the ISS have the same “the citizens of europe cannot live without space,” says esa the World cup live on tV.” that is why dordain is one of lenge is how to get to the iss and back when the space shuttle problem after the retirement of the space shuttle, which is basically the problem of downloading cargo,” says Dordain. While the space station can be supplied by the European ATV, the Japanese HTV and the Russian Progress, none can make the return journey. “For downloading, we only have Soyuz which can bring back the astronauts but can only carry a few kilos of cargo.” A second potential issue raised by the five-plus year gap between the space shuttle and Orion is the transportation of astronauts to and from the ISS. “This is not an issue if everything is running well, but there will be no alternative and no backup to Soyuz for transporting astronauts,” PHoTo: nASA
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=17">Aero Magazine Page 17 portrait | aero 17 ariane ce</a> lebrates 30 successful years! Ulf Palmnäs is proud of Volvo aero’s contributions to the development of the ariane rockets. since early 1970, Volvo Aero has played a very important part in the European space partnership. “Over the years, we have supplied more than 1,100 combustion chambers and nozzles to the Ariane, making us the largest commercial supplier in the world,” says Ulf Palmnäs, Head of Business Development at Volvo Aero. Without components from Volvo Aero, the Ariane cannot take off – and this has been the case since Christmas Eve 1979, when the first Ariane rocket blasted off. So, this year, the Ariane is celebrating its 30th anniversary and the history of these European rocket launchers can only be described as a huge success story. “The Ariane has given Europe what the director general Jean-Jacques dordain. “it’s the same for anyone who watches the weather forecast or the final of those pushing for extended operation of the international space station beyond 2016 (bottom left). another chalis due to be retired in 2010. its replacement, orion, is not due to enter service until 2015 at the earliest (bottom right). says Dordain. “This means that, if one day – and now I’m knocking on wood – we have a problem with Soyuz, we will all be grounded.” Asked what the ESA and its partners can do about these issues, Dordain shrugs, “We just have to live with it”. “our fuTure is a GloBal one” The ESA’s boss believes that, in 2009, the 40th year since man first walked on the moon and a year in which world leaders gather in Copenhagen to thrash out a deal that could have implications for humanity’s future on the planet, the legendary “one small step” has a new signifi- cance. “Back then, it meant that US technology was stronger than Soviet technology. But, today, I think we can see this in a totally different light,” he says. “What is important today is the fact that 27 men have seen the planet earth as a small ball floating in the solar system. The astronauts discovered planet earth. They were able to bring back the notion that our future is a global one and that we have to think about the future of earth globally, not individually. This is very different from what it meant 40 years ago.” It is to be hoped that this is a significance that everyone, from world leaders to Paris taxi drivers, can appreciate. µ politicians were hoping for in the form of ‘independent access to aerospace’. Without rocket launchers, satellites wouldn’t even get into space to supply us with images, telecommunications and research results. Over the years, 192 Ariane rockets have launched a total of 274 satellites. It’s fantastic that Volvo Aero has been part of this success,” says Ulf Palmnäs. So, during this period, 1,100 combustion chambers and nozzles have been delivered to the Ariane 1-4, together with more than 200 turbines – more than 80 products a year at the peak. “We are also proud that every single com- ponent has functioned perfectly,” he adds. When it comes to the Ariane 5, Volvo Aero is supplying a nozzle and two turbines for the Vulcain 1 and Vulcain 2 engines. Another anniversary is also being celebrated this year, as it is 10 years since the first commercial launch. “We are equipped with well-established technology for both turbines and nozzles to match the requirements relating to new rocket engines,” says Ulf Palmnäs. µ PHoTo: eSA PHoTo: nASA PHoTo: SCAnPIx
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=18">Aero Magazine The Green Machine 18 aero | vlm-city</a> jet THe MAn beHInD The Green as attacks on the air transport industry’s environmental record became more vocal in recent years, Johan vanneste, chief executive of Belgian airline vlm, became determined to fight back. “i got fed up with it because i’ve always taken the position that regional airlines operating turboprops over short distances are far more energy efficient than those flying jets over short distances.” that is why he presented The Green Machine. By: Mark Pilling phoTo: Johannes Vande Voorde BelGian carrier Vlm was one of the first carriers back in the early 1990s to be attracted to London City, even though poor public transport links were holding it back. An Irish carrier, CityJet, followed in VLM’s footsteps, establishing a link between the airport and the Irish capital, Dublin, in 1994. Today, these airlines are one and the airport has a rail link directly into the centre of London. The carriers operate under the CityJet brand and are under the ownership of Air France-KLM, one of the world’s most powerful airline groups. The chief executive of VLM, and the man who led his carrier into the Air France-KLM agreement and subsequent merger with CityJet, is Johan Vanneste. This experienced Belgian airline executive knows just why Air France-KLM beat off strong competition from British Airways to obtain a strong foothold at London City. “It’s a fantastic airport,” he says, “with its 15-minute check-in promise that makes it so popular among both leisure and business travellers.” For Vanneste, while any traveller means good rev- enue for his carrier, it is the business market that makes London City – billed as the only airport that is actually in London – so special. Even in today’s depressed market and the city’s troubled financial centre right next door, this market remains attractive. “There is still a premium to be had,” he says. The airport’s largest carrier is working hard to make sure it can extract this premium to keep on track financially. While pioneering business services from London Continued > 18 aero | vlm-cityjet THe MAn beHInD The Green as attacks on the air transport industry’s environmental record became more vocal in recent years, Johan vanneste, chief executive of Belgian airline vlm, became determined to fight back. “i got fed up with it because i’ve always taken the position that regional airlines operating turboprops over short distances are far more energy efficient than those flying jets over short distances.” that is why he presented The Green Machine. By: Mark Pilling phoTo: Johannes Vande Voorde BelGian carrier Vlm was one of the first carriers back in the early 1990s to be attracted to London City, even though poor public transport links were holding it back. An Irish carrier, CityJet, followed in VLM’s footsteps, establishing a link between the airport and the Irish capital, Dublin, in 1994. Today, these airlines are one and the airport has a rail link directly into the centre of London. The carriers operate under the CityJet brand and are under the ownership of Air France-KLM, one of the world’s most powerful airline groups. The chief executive of VLM, and the man who led his carrier into the Air France-KLM agreement and subsequent merger with CityJet, is Johan Vanneste. This experienced Belgian airline executive knows just why Air France-KLM beat off strong competition from British Airways to obtain a strong foothold at London City. “It’s a fantastic airport,” he says, “with its 15-minute check-in promise that makes it so popular among both leisure and business travellers.” For Vanneste, while any traveller means good rev- enue for his carrier, it is the business market that makes London City – billed as the only airport that is actually in London – so special. Even in today’s depressed market and the city’s troubled financial centre right next door, this market remains attractive. “There is still a premium to be had,” he says. The airport’s largest carrier is working hard to make sure it can extract this premium to keep on track financially. While pioneering business services from London Continued >
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=19">Aero Magazine Page 19 vlm-cityjet | aero 19 machin</a> e “if you take a fokker 50 flying full, it has lower emissions per passenger than a smart car,” says Johan Vanneste.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=20">Aero Magazine Page 20 20 aero | vlm-cityjet Contin</a> ued > City, Vanneste has promoted the green credentials of his regional carrier and especially those of its Fokker 50 twin-engined turboprops. “I’ve always taken the position that regional airlines operating turboprops over short distances are far more energy efficient than those flying jets over short distances,” says Vanneste. “And I’ve always tried to dispel the myth that high-speed trains are better for the environment.” As attacks on the air transport industry’s environmental record became more vocal in recent years, Vanneste became determined to fight back. “I got fed up with it,” he says. “I’ve always thought airlines were too quiet on this particular issue.” The Green machine Not content with simply standing on a soapbox to air his views, this thoughtful Belgian set out on a personal fact-finding mission to research the environmental impact of aviation. He was particularly interested in the performance of the mainstay of his fleet – the Fokker 50. “I did a great deal of investigation and it led to the eventual compilation of a presentation called The Green Machine,” says Vanneste. “It was all about setting the record straight,” he says, “with evidence from well-regarded sources that showed that flying is not as polluting as people think; that turboprops are far less polluting than jets; and that high-speed trains pollute far more than people think.” Vanneste took his Green Machine presenta- tion on a tour of the UK, Belgium and the Netherlands to explain his conclusions. The aim was to demonstrate that his regional carrier was not only playing a vital economic role but could also do it in an environmentally responsible way. One of Vanneste’s favourite facts involves comparing the Fokker 50 with a car. “If you take a Fokker 50 flying full, it has lower emissions per passenger than a Smart car,” he says. He also notes that aircraft have become over seven times more fuel efficient in the last 40 years and that engines have become 70% more fuel efficient. the first two fokker 50 aircraft boasting the new cityJet livery are now in operation at london city airport. The Green Machine tour stirred up plenty of press coverage, including rattling Belgium’s national rail operator. “Messages like this from the industry need lots of repetition to make them stick in people’s memories,” says Vanneste. mainTenance By VolVo aero To ensure the Fokker 50 continues to perform at the optimum level, CityJet recently turned to Volvo Aero to maintain the Pratt & Whitney Canada PW100 engines in this aircraft under a power-by-the-hour agreement. There are more than 6,000 of these engines, which the manufacturer describes as the green powerhouse of regional airlines, in service today worldwide. “Clearly, as a business airline, reliability is very important for us,” says Vanneste. “But what I am also impressed by is Volvo Aero’s work in developing procedures that still look to enhance the fuel consumption and reduce the emissions of the engine – this is something I’m particularly sensitive about.” In a sense, Vanneste is not too surprised that Volvo Aero adopts this approach. “As a Swedish company, we know that it places a great deal of importance on environmental matters.” As the engine service contract with Volvo Banking on flight hour agreement The addiTion of ciTyjeT to Volvo Aero’s line-up of regional carriers signing for one of its engine service flight hour concepts is a major business coup for the Swedish company. “We put a lot of effort into winning this contract,” explains Staffan Svensson, head of engine Services at Volvo Aero. not only is it a major contract, worth some USD 20 million over the contract period, it also makes CityJet the third major customer to take this kind of agreement after Swedish carrier Skyways and norway’s Wideroe. Initially CityJet was asking for a conventional “time and material” type of contract for the PW100 engines that power its Fokker 50 fleet. However Volvo Aero also introduced its flight hour agreement concept to the carrier as an alternative. “our experience with this kind of service style means we can prove to customers with a large databank of operating statistics that it works,” says Svensson. “In addition, Volvo Aero has its own maintenance plan,” says Svensson. “We don’t accept a standard which is in the manual, we are aiming for higher standards than that. our motto is: build it straight, round and concentric. The result can be an improvement in fuel consumption of up to 1.5% compared with the maintenance manual requirements.” As CityJet has done, more airlines will become comfortable with flight-hour agreements for turboprop engines. “We believe we have a mutually rewarding concept,” says Svensson. “The trend towards flight-hour agreements for turboprops is a few years behind that of turbofans, but it is becoming more accepted.” Aero begins, CityJet is hoping that a recent improvement in traffic on its 13 UK and European routes will continue for the rest of the year. “Today, you see children and backpackers at London City, which was something you would never have seen two years ago, when it was all suits,” says Vanneste. This shows how travellers are taking advan- tage of the lower fares available from the airport. “But the business market will come back,” he says, convinced that it is only a matter of time before CityJet is once again flying high at the capital’s preferred business airport. µ facts cityjet n Ireland’s CityJet and belgium’s VLM merged under the CityJet name in 2009 to create London City Airport’s largest carrier. n Air France-KLM became CityJet’s sole shareholder in 2000. nVLM was acquired by Air France-KLM in 2007. n CityJet operates a fleet of 18 Fokker 50s and 25 Avro RJ85s. n CityJet carried 580,000 passengers in 2008.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=21">Aero Magazine DREAMing of a greener future dream p</a> roject | aero 21 Groundbreaking research into quieter and cleaner engines dreams of quieter, cleaner engines could become reality in the future thanks to advanced research work at volvo aero. By: Tom Gregson phoTo: narvikk VolVo aero’s Well-knoWn structures expertise in turbine and fan frame design made the company a natural front-runner to take on innovative systems work within the European DREAM initiative. Led by Volvo DREAM project manager Linda Ström, the company’s contribution focuses on two main areas; a new turbine mid-frame concept and a low-noise fan frame with a quieter outlet guide vane configuration. “We are studying a new concept that could lead to a shorter turbine frame and therefore a lighter engine,” says Volvo Aero’s European programmes director Robert Lundberg. “We are also studying what this part would look like if the engine mounts were located on the midframe, instead of the rear frame,” he adds. cuTTinG fuel Burn How can such a fundamental section in the core of the engine be successfully shortened without impacting overall performance, however? “This is the main challenge,” says Anders Hellgren, who isVolvoAero’s turbinemid-frame design team leader for DREAM and other associated advanced projects. “We have to make the duct design more ‘aggressive’ and still comply with flow quality requirements. For low pressure turbines without inlet guide vanes, this means that diffusing the gas and re-directing the gas has to be done at shorter axial length while maintaining or even reducing pressure loss and with an evenly distributed flow at the low pressure turbine inlet.” Volvo is tackling this conundrum by cleverly contouring the end walls of the turbine midframe flow path. The result, adds Hellgren, should be a shorter duct which still carries the correct flow volumes and pressures, but which also helps cut fuel burn. The work of relocating the engine mounts to the mid-frame supports the shorter, lighter engine concept, but it is also a serious challenge, says Hellgren. Moving the supports forward will reduce the bending of the engine, making it lighter and more efficient. “It will also create more opportunities to make the rear frame lighter, as well as making the entire mounting system more optimised and lighter,” he adds. However, compared with the rear frame, the mid-frame is a hotter area and mounting at this point “involves more challenges when it comes to packaging tubes for secondary systems and asymmetric mechanical loads,” says Hellgren. The aerodynamic design of the new duct will be verified in a rig test at Graz Technical University in the autumn of 2010, while an advanced overlay oxidation coating is undergoing testing and verification at the facilities at Volvo Aero in Trollhättan. reduced noise GeneraTion Volvo Aero’s other main DREAM task relating to the low noise fan-OGV is also progressing to plan, according to work package leader Mattias Billson. “We are looking at vane count, shape and acoustic liner integration to find an OGV design with aerodynamic performance equal to or better than conventional vanes but with reduced noise generation. The target is to reduce both the broadband and tonal noise,” he says. Although the noise re- duction targeted by DREAM is around 3 dB, the potential is even greater for Volvo’s design which involves the innovative use of new lined OGVs developed in collaboration with Chalmers University of Technology. “The noise reduction for the new OGVs is still something that we are working on,” says Billson and he adds that the “results so far are promising and we expect to realise the goals. The studies so far show that integrated liners appear to be feasible from a performance and structural perspective and can reduce the noise”. As well as the new lining concept, Volvo Aero is banking on benefiting from advanced structural know-how developed during the VITAL research project. As a result, the OGV design is based on a lightweight composite concept honed during VITAL and further adapted for DREAM. µ dream overview dream (valiDation of Radical engine Architecture systeMs) is a european Framework 7 research project aimed at identifying much-needed technology to counter rising fuel prices and mounting environmental pressures. The DReAM consortium, led by Rolls-Royce, is made up of 44 partners from 13 countries including Russia. The project is exploring potential game-changing engine architectures, such as open rotor counter-rotating designs, as well as looking at novel systems developments for conventional high-bypass ratio turbofan engines. Rolls-Royce is leading tests of a geared open rotor, while Snecma is heading up studies of a direct-drive version. MTU is leading the innovative systems aspect of the project. one element of DReAM, led by Turbomeca, also includes evaluating alternative synthetic kerosene and biofuels and the operation of a small turbofan with the chosen new fuel. Following initial testing, DReAM technologies will be integrated and the engine concepts, together with alternative fuels, will be assessed through the Techno-economic and environment Risk Assessment tool developed for earlier european research projects VITAL and neWAC. This will be done using two reference aircraft configurations – one for open rotor concepts and the second a conventional aircraft with turbofans. The DReAM project, which began in February 2008, is on a fast-track schedule to enable the validated results to be integrated into more integrated (level 2) demonstrator projects in later phases of Framework 7 or a potential full-up level 3 engine system demonstrator project in Framework 8. DReAM project leader, David bone of Rolls-Royce, comments that “the timescales are indeed chal- lenging. Fortunately, due to the need to influence future aircraft design, the major tasks were started very early on in the project and, although there have been some major challenges, the project is currently on track to deliver on time”. dream project | aero 21 Groundbreaking research into quieter and cleaner engines dreams of quieter, cleaner engines could become reality in the future thanks to advanced research work at volvo aero. By: Tom Gregson phoTo: narvikk VolVo aero’s Well-knoWn structures expertise in turbine and fan frame design made the company a natural front-runner to take on innovative systems work within the European DREAM initiative. Led by Volvo DREAM project manager Linda Ström, the company’s contribution focuses on two main areas; a new turbine mid-frame concept and a low-noise fan frame with a quieter outlet guide vane configuration. “We are studying a new concept that could lead to a shorter turbine frame and therefore a lighter engine,” says Volvo Aero’s European programmes director Robert Lundberg. “We are also studying what this part would look like if the engine mounts were located on the midframe, instead of the rear frame,” he adds. cuTTinG fuel Burn How can such a fundamental section in the core of the engine be successfully shortened without impacting overall performance, however? “This is the main challenge,” says Anders Hellgren, who isVolvoAero’s turbinemid-frame design team leader for DREAM and other associated advanced projects. “We have to make the duct design more ‘aggressive’ and still comply with flow quality requirements. For low pressure turbines without inlet guide vanes, this means that diffusing the gas and re-directing the gas has to be done at shorter axial length while maintaining or even reducing pressure loss and with an evenly distributed flow at the low pressure turbine inlet.” Volvo is tackling this conundrum by cleverly contouring the end walls of the turbine midframe flow path. The result, adds Hellgren, should be a shorter duct which still carries the correct flow volumes and pressures, but which also helps cut fuel burn. The work of relocating the engine mounts to the mid-frame supports the shorter, lighter engine concept, but it is also a serious challenge, says Hellgren. Moving the supports forward will reduce the bending of the engine, making it lighter and more efficient. “It will also create more opportunities to make the rear frame lighter, as well as making the entire mounting system more optimised and lighter,” he adds. However, compared with the rear frame, the mid-frame is a hotter area and mounting at this point “involves more challenges when it comes to packaging tubes for secondary systems and asymmetric mechanical loads,” says Hellgren. The aerodynamic design of the new duct will be verified in a rig test at Graz Technical University in the autumn of 2010, while an advanced overlay oxidation coating is undergoing testing and verification at the facilities at Volvo Aero in Trollhättan. reduced noise GeneraTion Volvo Aero’s other main DREAM task relating to the low noise fan-OGV is also progressing to plan, according to work package leader Mattias Billson. “We are looking at vane count, shape and acoustic liner integration to find an OGV design with aerodynamic performance equal to or better than conventional vanes but with reduced noise generation. The target is to reduce both the broadband and tonal noise,” he says. Although the noise re- duction targeted by DREAM is around 3 dB, the potential is even greater for Volvo’s design which involves the innovative use of new lined OGVs developed in collaboration with Chalmers University of Technology. “The noise reduction for the new OGVs is still something that we are working on,” says Billson and he adds that the “results so far are promising and we expect to realise the goals. The studies so far show that integrated liners appear to be feasible from a performance and structural perspective and can reduce the noise”. As well as the new lining concept, Volvo Aero is banking on benefiting from advanced structural know-how developed during the VITAL research project. As a result, the OGV design is based on a lightweight composite concept honed during VITAL and further adapted for DREAM. µ dream overview dream (valiDation of Radical engine Architecture systeMs) is a european Framework 7 research project aimed at identifying much-needed technology to counter rising fuel prices and mounting environmental pressures. The DReAM consortium, led by Rolls-Royce, is made up of 44 partners from 13 countries including Russia. The project is exploring potential game-changing engine architectures, such as open rotor counter-rotating designs, as well as looking at novel systems developments for conventional high-bypass ratio turbofan engines. Rolls-Royce is leading tests of a geared open rotor, while Snecma is heading up studies of a direct-drive version. MTU is leading the innovative systems aspect of the project. one element of DReAM, led by Turbomeca, also includes evaluating alternative synthetic kerosene and biofuels and the operation of a small turbofan with the chosen new fuel. Following initial testing, DReAM technologies will be integrated and the engine concepts, together with alternative fuels, will be assessed through the Techno-economic and environment Risk Assessment tool developed for earlier european research projects VITAL and neWAC. This will be done using two reference aircraft configurations – one for open rotor concepts and the second a conventional aircraft with turbofans. The DReAM project, which began in February 2008, is on a fast-track schedule to enable the validated results to be integrated into more integrated (level 2) demonstrator projects in later phases of Framework 7 or a potential full-up level 3 engine system demonstrator project in Framework 8. DReAM project leader, David bone of Rolls-Royce, comments that “the timescales are indeed chal- lenging. Fortunately, due to the need to influence future aircraft design, the major tasks were started very early on in the project and, although there have been some major challenges, the project is currently on track to deliver on time”.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=22">Aero Magazine AIDA and VERDI 22 aero | successful </a> eu projects verdi – making engines two volvo aero-led eu projects, which will have a major impact on future aircraft engine development, will soon be wrapped up. here we take a look at the verdi and aida projects and what they have achieved. By: David Wiles a neW GeneraTion of engineering technologies for the simulation of the engine manufacturing process is being developed within the Virtual Engineering for Robust Manufacturing with Design Integration (VERDI) project. Led by Volvo Aero and involving 15 other partners within academia and industry across Europe, the project will ultimately result in shorter lead times and lower development costs for both engines and components. “Simulation gives you a better picture of how to make your manufacturing more robust, because you can change more parameters without expensive costs,” says project co- ordinator and Volvo Aero engineering methods specialist Henrik Tersing. “Simulation also gives you more information on how your product will behave during manufacture, so you minimise the risk of failure.” manufacTurinG some parTs Within the VERDI project, computer tools are developed for performing simulations of the various processes in the manufacturing chain. “In reality, you start with forming and then you maybe weld and then heat-treat and then machine the part, so we do simulations of this,” says Tersing. “To compare what we are doing in the computer with reality, we are also manufacturing some parts to compare and validate the simulation.” The EUR 6.4 M project, which runs until the end of the year, has seen the main development of simulation tools taking place at the participating universities and research institutes, while the application of the tools has been done at the participating engine manufacturers. The first two years focused primarily on the development of the simulation tool for each process, such as metal de position, welding, heat treatment or forming. The second part of the project, which is currently being concluded, focuses on connecting these process tools together. The VERDI project falls within Volvo Aero’s “make it light” efforts. “If you have simulation tools like this, you are able to control the deformation you get from the manufacturing process more effectively than before,” says Tersing, adding that Volvo Aero has used advanced weld simulations for several years. In addition, there is another environmental angle; by testing in the virtual world rather than the real one, the use of raw materials including metals is reduced. fiVe-year Goal realised The partners in the project are hailing VERDI as a success. “Everyone is happy with the results they have obtained from the project, which is not always the way with European projects,” says Tersing. “We have met most of our planned deliverables, so we have realised the goal set five years ago.” The computer tools that are being devel- oped within VERDI could be used in engine design and manufacture within just one or two years. µ 22 aero | successful eu projects verdi – making engines two volvo aero-led eu projects, which will have a major impact on future aircraft engine development, will soon be wrapped up. here we take a look at the verdi and aida projects and what they have achieved. By: David Wiles a neW GeneraTion of engineering technologies for the simulation of the engine manufacturing process is being developed within the Virtual Engineering for Robust Manufacturing with Design Integration (VERDI) project. Led by Volvo Aero and involving 15 other partners within academia and industry across Europe, the project will ultimately result in shorter lead times and lower development costs for both engines and components. “Simulation gives you a better picture of how to make your manufacturing more robust, because you can change more parameters without expensive costs,” says project co- ordinator and Volvo Aero engineering methods specialist Henrik Tersing. “Simulation also gives you more information on how your product will behave during manufacture, so you minimise the risk of failure.” manufacTurinG some parTs Within the VERDI project, computer tools are developed for performing simulations of the various processes in the manufacturing chain. “In reality, you start with forming and then you maybe weld and then heat-treat and then machine the part, so we do simulations of this,” says Tersing. “To compare what we are doing in the computer with reality, we are also manufacturing some parts to compare and validate the simulation.” The EUR 6.4 M project, which runs until the end of the year, has seen the main development of simulation tools taking place at the participating universities and research institutes, while the application of the tools has been done at the participating engine manufacturers. The first two years focused primarily on the development of the simulation tool for each process, such as metal de position, welding, heat treatment or forming. The second part of the project, which is currently being concluded, focuses on connecting these process tools together. The VERDI project falls within Volvo Aero’s “make it light” efforts. “If you have simulation tools like this, you are able to control the deformation you get from the manufacturing process more effectively than before,” says Tersing, adding that Volvo Aero has used advanced weld simulations for several years. In addition, there is another environmental angle; by testing in the virtual world rather than the real one, the use of raw materials including metals is reduced. fiVe-year Goal realised The partners in the project are hailing VERDI as a success. “Everyone is happy with the results they have obtained from the project, which is not always the way with European projects,” says Tersing. “We have met most of our planned deliverables, so we have realised the goal set five years ago.” The computer tools that are being devel- oped within VERDI could be used in engine design and manufacture within just one or two years. µ
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=23">Aero Magazine Page 23 successful eu projects | aer</a> o 23 by simulation aida Simulation gives you a better picture of how to make your manufacturing more robust, because you can change more parameters without expensive costs” henrik tersing, VolVo aero engineering Methods sPecialist – making engines lighter the aida project has succeeded in its aim of cutting overall engine weight by reducing the length of a key engine component. the result is lower fuel burn and carbon emissions and the modified components developed during the programme will feature in engines scheduled to be taken into service within just a few years. By: David Wiles “This has Been a fantastically successful project,” says Volvo Aero’s Peter Johansson, who is project co-ordinator for the Aggressive Intermediate Duct Aerodynamics for Competitive and Environmentally-Friendly Jet Engines (AIDA) project. “This turned out to be the perfect topic to look at researchwise, because these components had not been as thoroughly analysed as other engine parts. All the scientific and technical objectives set at the beginning were achieved, so this fits in with Volvo Aero’s ‘Make it Light’ strategy.” securinG enGine To aircrafT Intermediate ducts located in the compressor and turbine section of the engine are used in part to secure the engine to the aircraft. “If you can make these ducts go from a large radius to a short radius in a very short distance – what we call making them more aggressive – you can reduce the weight of the engine,” says Johansson. The EUR 8.2 million AIDA project, which started in 2004 and runs officially until the end of the year, was set the task of reducing the length of these ducts by 20 per cent. “This was pretty ambitious,” says Johansson. “Usually in engine development you take fairly small steps, but 20 per cent is a significant amount.” The project team succeeded and so was able to reduce engine weight by up to two per cent, which in turn leads to significant reductions in fuel burn and emissions. The AIDA team included 16 participants in seven countries including Cambridge University, Rolls-Royce and Chalmers University of Technology in Göteborg. Volvo Aero co-ordinated the project. All the scientific and technical objectives set at the beginning were achieved, so this fits in with Volvo Aero’s WorkinG closely WiTh indusTry and uniVersiTies “These components are a speciality for us and we produce them for all the major engine manufacturers,” says Johansson. “We have been involved in the design phase of these experiments but have also been working very closely with industrial partners and universities such as Chalmers, which have played a major role in setting up test rigs for the turbine duct tests.” The main challenge for the project was its sheer ambition. “The challenge ‘Make it Light’ strategy” Peter Johansson, ProJect co-ordinator for aida was to dare to go to a 20 per cent shorter component, because we knew there would be difficulties in preventing the air flow from going crazy,” says Johansson. “But we were successful and, because of this programme, there will be engines coming into service in 2013 that have a significantly more aggressive duct.” µ
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=24">Aero Magazine Taking care of Gripen 24 aero | grip</a> en in south africa in mzantsi service after sweden, south africa is the country with the most gripen aircraft – 17 one-seaters and nine two-seaters. the second group are already in the country, while the last oneseaters are expected to be delivered in 2012. Volvo Aero Magazine was given the chance to talk about both the gripen and the rm12 engine with representatives from the southafrican air force and volvo aero’s own field service representative on-site. By: Jenny Palm PHoTo: FRAnS DeLy, CoPyRIGHT GRIPen InTeRnATIonAL * * “Mzantsi” is the local nick-name for south africa 24 aero | gripen in south africa in mzantsi service after sweden, south africa is the country with the most gripen aircraft – 17 one-seaters and nine two-seaters. the second group are already in the country, while the last oneseaters are expected to be delivered in 2012. Volvo Aero Magazine was given the chance to talk about both the gripen and the rm12 engine with representatives from the southafrican air force and volvo aero’s own field service representative on-site. By: Jenny Palm PHoTo: FRAnS DeLy, CoPyRIGHT GRIPen InTeRnATIonAL * * “Mzantsi” is the local nick-name for south africa
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=25">Aero Magazine Page 25 gripen in south africa | aer</a> o 25 neil hägglUnd, VoLVo AeRo “i like it best when i am right at the heart of things” volvo aero is currently offering gripen customers an engine course to learn more about the rm12. south africa was the first country to purchase this “course package”. “the response we received when the courses were complete was extremely positive,” says neil hägglund, field service representative at volvo aero. in 2008, neil häGGlund applied for and was given the job of field service representative, FSR, at Volvo Aero. At that point, he had been employed for four years and he had previously been involved in design changes and engine performance analyses and aircraft analyses, among other things. “I enjoyed my work, but I wanted to be closer to the real-life situation and to work on problem solving on-site. I like it best when I am right at the heart of things, where I can make sure that the customer is satisfied,” he says. in-depTh TraininG The agreement with every Gripen customer includes services and programmes of different kinds, but Volvo Aero felt that more in-depth training, specifically focusing on the engine, was also necessary. So it put together a training package and offered it to its South-African customer, who was extremely interested. This training, which is run on-site, consists of a number of different courses such as LRU (line replacement unit) replacement, module replacement and boroscopy – a kind of keyhole surgery on the engine. The aim is to increase the customer’s knowledge and understanding of the engine, the RM12, in his home environment. Neil Hägglund has spent part of the year at Air Force Base Makhado in northern South Africa Continued > facts neil hägglund title: Field Service Representative, RM12 age: 30 family: Partner and daughter lives in: Trollhättan in southern Sweden Miscellaneous: “I really like going for a ride on my Italian motorcycle, a Ducati, weather permitting”
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=26">Aero Magazine Page 26 26 aero | gripen in south af</a> rica Continued > and, among other things, he has worked as an instructor on one of the training courses. “My main task is to act as an FSR. It just so happened that I was able to help out and take part as an instructor on the boroscopy course when two of the normal instructors were unable to participate.” What does working as a field service representative involve? “I suppose you could say that I act as a contact person and a kind of coach making sure that the customer is satisfied with the engine and with Volvo Aero’s field service. I am primarily here to provide advice and help with engine-related questions and to solve other engine problems. However, the idea is that they should learn to do this without my direct involvement in the future.” how do you think the training went? “Our course participants had very different backgrounds and their experience of aircraft engines also differed. Some were absolute experts, while others had more limited experience.,”In spite of this and thanks to thorough preparations, quite a bit of flexibility and lots of expertise from the Volvo instructors I have to say that it went really well.” so the training was appreciated by the partici- pants? “Yes, it really was. We made an evaluation which revealed that they were satisfied and the response we received from the customer was extremely positive.” sTronGer and more effecTiVe According to Neil Hägglund, one of the main reasons was the collaboration with other colleagues, both on-site in South Africa and at home in Sweden. “There were always people you could use as sounding boards, when you wanted to try out ideas. That made us stronger, more effective and of more use to the customer,” he says. µ We made an evaluation which revealed that they were satisfied and the response we received from the customer was extremely positive.” neil hägglUnd “‘nikkie’ degenaar (lying down), tordh lyrehed (Volvo aero), ‘rams’ ramolefo and ‘sebs’ sebaetse were just some of the participants and in this photo they are using the boroscope to inspect the fan and compressor.” neil’s pictures from south africa “here you can see one of the module exchange course participants, ‘rams’ ramolefo, inspecting the high-pressure turbine.”
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=27">Aero Magazine Page 27 gripen in south africa | aer</a> o 27 “almost the entire team – tl Paile, Mt sebaetse, as engelbrecht, tore andreasson (Volvo), Mark thomson, hJ degenaar, eddie lagergren (Volvo), PM ramolefo, WJ Jordaan and håkan lönn (Volvo) – following the completion of the module exchange course. this photograph shows the engine after it had been taken apart into its seven modules.” “time for take-off. here we see the pilots taxiing to take off.” “snakes aren’t particularly unusual. after a while, i got used to them, but i of course backed off when Johan ‘groenies’ groenewald came carrying this 1.5 meter python!” “i was there to help out when the technicians started preserving the engine in an aircraft. this means that the fuel in the engine is replaced with preserving oil, to prevent the fuel lines and nozzles getting clogged up. in this photo, craig lee and PW du toit can be seen doing the work and they did an excellent job.”
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=28">Aero Magazine Page 28 28 aero | gripen in south af</a> rica tony barnard, SoUTH-AFRICAn nATIonAL DeFenCe FoRCe “i’d recommend this course to anyone” tony Barnard is section head at the engine repair shop at the air force base in makhado and he was one of the people who participated in the engine maintenance course that was recently held for the south-african national defence force. “i would really recommend this course. we learned a huge amount,” he says. in 1983, Tony Barnard joined the South-African National Defence Force. At that time, his business card carried the words “aircraft fitter”. Four years ago, they were replaced by “head of engine repair shop” at the air force base in Makhado. “It’s my job to make sure that the engines have 100 per cent serviceability for 2 squadron,” he says. Tony Barnard has seen the inside of numer- ous engines from many different aircraft types over the years, but the RM12 is special, according to him. “Yes, it really is. It’s the most sophisticated of all and much better than any other engine on which I have worked,” he says. He says that there is always room for im- provement, no matter how skilled you are, and he really appreciates the training help from people including Neil Hägglund from Volvo Aero during the summer of 2009. “It’s always interesting to see what goes on in- side an engine. What I liked best about the course was seeing the entire engine stripped down into all its modules in such a short time. The boroscope was also fantastically interesting.” Tony Barnard says he would definitely rec- ommend this course to anyone who works on the RM12 and, even though he has just completed the course, he is really looking forward to new challenges. “To obtain an even better understanding, I would happily travel to Volvo Aero in Sweden and take courses at an even higher level,” says Tony Barnard. µ facts tony Barnard age: 47 occupation: head of the engine repair shop at the air force base in Makhado family: married with two daughters lives in: Louis Trichardt Miscellaneous: for the past 19 years, he has been a teacher at a local Sunday school
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=29">Aero Magazine Volvo Aero Norway and Snecma volvo a</a> ero norway | aero 29 odd tore kurverud, president of Volvo aero norway, holding a section of a stator vane of the type that will be delivered to snecma parT of Gold snecMa deal secUring VolVo aero norWay’s fUtUre odd tore Kurverud is a happy man. the president of volvo aero norway has signed a musd 250 deal with the french engine manufacturer that will ensure the long-term prospects - and the jobs – of the Kongsbergbased plant. By: Gwladys Fouché phoTo: Truls brekke Continued > volvo aero norway | aero 29 odd tore kurverud, president of Volvo aero norway, holding a section of a stator vane of the type that will be delivered to snecma parT of Gold snecMa deal secUring VolVo aero norWay’s fUtUre odd tore Kurverud is a happy man. the president of volvo aero norway has signed a musd 250 deal with the french engine manufacturer that will ensure the long-term prospects - and the jobs – of the Kongsbergbased plant. By: Gwladys Fouché phoTo: Truls brekke Continued >
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=30">Aero Magazine Page 30 30 aero | volvo aero norway </a> Machine operator Ørjan engebretsen, 29, readies a low-pressure-turbine (lPt) casing before it is milled. Continued > The machine operaTor fixes the component onto a stand, ready to be sent inside a production unit where it will be milled to its final dimensions by a robot. A few minutes later, the part – a low-pressure-turbine (LPT) casing – will come out shining-bright silver, ready for the next step. We are on the factory floor at Volvo Aero Norway, where components like this one are going to play an increasingly crucial role in the company’s future. In July, Volvo Aero Norway signed a major deal with French engine manufacturer Snecma to supply parts for the new engine for the Boeing 737 aircraft, the CFM56-7BE. “This is an extremely important agreement for us,” says Odd Tore Kurverud, president of Volvo Aero Norway. “Snecma is by far our largest customer, representing more than 50% of our turnover.” World’s mosT sold enGine The deal, estimated at USD 250 m (EUR 174 m) over the next ten years, is expected to involve large quantities. “The CFM56 has been the world’s most sold engine, with more than 20,000 engines delivered so far,” explains Kurverud. “So supplying parts for the new version is very interesting for us.” It is even more interesting, given that the stator vanes, which guide the exhaust gases from the engine combustor into the low-pressure turbine, which drives the fan and the low-pressure compressor of the engine. the next-generation boeing 737, to be powered by snecma’s cfM56-7be engine CFM56-7BE will be the only engine certified for use on the new Boeing 737. “Other planes may have several engines certified, but not this one,” explains Kurverud. “So, every time a Boeing 737 is sold, it will have two Snecma engines with parts supplied by Volvo Aero Norway.” Two types of component will be supplied to the French firm. One is a casing that will contain the low-pressure turbine. The other is a set of securinG The fuTure The agreement will help secure the future for the hundreds of employees working at the plant, nestled among lush pine hills outside Kongsberg, a city with about 24,000 inhabitants located 80 km to the west of Oslo. “It’s very good that this deal has been signed,” says machine operator Svein Bye, 51, as he supervises a welding operation performed by robots on segments of vanes supplied to Snecma. “It’s a long-term contract that will secure jobs at the plant for many years to come.” “The agreement supports future activities in important areas for us,” agrees Kurverud. “It will help us keep our expertise in specific areas of technology – like vanes and LPT casings – within the company, instead of losing it.” Alongside its collaboration with Snecma, Volvo Aero is looking into expanding one of its core specialities, the manufacture of highquality shafts. It is also expected to supply parts to the fleet of Joint Strike Fighters (JSF) Norway is purchasing from Lockheed-Martin to replace its existing fleet of F-16s. “We were involved in ILLUSTRATIon: boeInG
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=31">Aero Magazine Page 31 volvo aero norway | aero 31 </a> the snecma cfM56-7b engine Volvo aero norway’s relationship with snecma Machine operator svein bye, 51, checks that a section of the stator vane is up to standard. the development of the engine for Pratt & Whitney and also delivered parts for the alternative engine General Electric and Rolls-Royce are developing,” says Kurverud. “So it’s likely we shall be involved in future deliveries of the JSF, both in Norway and abroad.” lonG-Term parTners The future for Volvo Aero Norway is, however, firmly anchored with Snecma. Following the July agreement, the firm is confident it will facts VolVo aero norway n Volvo Aero norway is located in Kongsberg, 80 km west of oslo, and employs close to 500 people. n The firm was founded in 1976 and was originally called norsk Jetmotor AS (norwegian Jet engines). It was set up to provide components for the F-16 fighter plane, which had been purchased by the norwegian Air Force at the time. It was renamed in 1999, when Volvo Aero acquired a 78% share in the company. n Today, most of Volvo Aero norway’s business is dedicated to the commercial aviation industry. About 20 % of its activities are focused on the military. n In addition to LPT casings and vanes, Volvo Aero norway specialises in shafts and other casings, as well as housings for modern jet engines. n In 2008, the firm posted a turnover of noK 1 billion (USD 165 m, eUR 115 m) and a pre-tax profit of noK 43 million (USD 7 m, eUR 5 m). continue to collaborate closely with the French manufacturer on future projects. “It’s likely that we shall be part of the future engine programme at Snecma,” says Kurverud. “It’s certainly something we are talking about now.” He adds, “We have been one of Snecma’s partners for more than 25 years and now, with this agreement in place, we shall continue in this role over the long term. We are very pleased that we can continue our relationship with one of the top players in the aircraft engine industry.” µ VolVo aero norWay has had a long working relationship with Snecma. “The contract we have signed is the continuation of a collaboration that began more than 30 years ago,” says Catherine Duquenne, Partnership Programme Manager at the French engine manufacturer. Since the early 1980s, Volvo Aero Norway has supplied structural casings and nozzles to Snecma, which the company has used in the CFM56 engines of the Boeing 737 and the Airbus A320 family of planes. “a marriaGe” “Our relationship with Volvo Aero Norway is very strong and it is not a simple supplierclient relationship,” explains Duquenne. “We see it as more of a partnership, a marriage. They have participated in the development of the CFM56 engines and they are contributing to the continuous improvement of the product. They deliver components as they should be and on time. They are reliable.” Duquenne adds, “It’s im- portant for us to pursue cooperation during the entire life of an engine development programme, which can last for 50 years.” µ
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=32">Aero Magazine Swerea Sicomp 32 aero | swerea sicom</a> p 32 aero | swerea sicomp
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=33">Aero Magazine Page 33 swerea sicomp | aero 33 deve</a> lopments in the aircraft industry are moving towards increasingly light structures and material. for some time now, volvo aero and swerea sicomp have been collaborating on lightweight material. they are now starting some new, joint projects with the aim of finding methods for the development and production of components made of fibre composites for aircraft engines. By: Florence oppenheim phoTo: Susanne Lindholm lightweight leaders VolVo aero and sicomp have been working together since 2003. “Volvo Aero contacted us at the beginning of this century via the Luleå University of Technology (LTU), with which both we and Volvo Aero collaborate extensively,” says Hans Hansson, the managing director of Swerea SICOMP AB. “They were interested in lightweight structures and wanted to see what we could add. We started on a small scale in a project in which we were primarily responsible for supervising students at LTU.” Volvo Aero developed a great deal of con- fidence in Swerea SICOMP and the partnership continued, in different European research projects, for example, with the aim of developing components for future commercial jet engines. To reduce fuel consumption and noise levels in an aircraft engine, the flow inside the engine must increase. This necessitates a larger engine, thereby raising the weight, followed by fuel consumption and the impact on the environment. This explains the current enormous interest in lightweight composite materials. fiBre composiTes Research on lightweight materials for different parts of an aircraft body is nothing new. Research on fibre composites in an aircraft engine, on the other hand, is not as well developed. “We started looking at the carbon-fibre Continued >
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=34">Aero Magazine Page 34 34 aero | swerea sicomp indu</a> stry’s target of halving fuel consumption, emissions and noise by 2020. The aircraft industry is looking to reduce weight and it is no coincidence that a number of new aircraft types on the market contain 50 per cent carbon-fibre composites. The new materials should be able to make aircraft engines between 15 and 30 per cent lighter. “Our partnership with Volvo Aero is help- ing the company develop products to sharpen its competitive edge and creating the conditions for us to continue developing our cutting-edge skills. Fibre composites are our area, but we had no experience of fibre composites in aircraft engines when we started to work together,” says Hans Hansson. He is pleased with the partnership with Vol- vo Aero, a partnership that has resulted not only in the delivery of a result but also in an exchange of knowledge between the two partners. “Together, we can drive developments so stage and we are producing increasingly Continued > structure in the cold parts of the engine and the components Volvo Aero supplies,” says Hans Hansson. “Can this composite material be used in the large-scale temperature fluctuations and heavy loads like those in an aircraft engine? We then also need to develop methods to make it possible to calculate and simulate the way the material behaves in the production process and in different situations while flying.” joinT deVelopmenT Both Volvo Aero and Swerea SICOMP are convinced that this is possible and their research is now focusing on defining more precisely the type of composite material that is going to be used and the way the components should be produced. “We have reached an industrialisation stage and we are producing increasingly reliable figures. At our laboratory, there is production equipment which we are, for example, using to work on the parts that are fitted in the front part of an aircraft engine. We hope that these new products will be in production within the next couple of years.” In a new partnership We have reached an industrialisation reliable figures” hans hansson, Md, sWerea sicoMP project, which will run for four years, Swerea SICOMP and Volvo Aero will be jointly developing and refining methods for simulating defects from production and their impact on the performance of composite material. This project is part of the fifth round of the National Aeronautical Research Programme (NFFP), a joint partnership between VINNOVA, the Swedish Armed Forces, the Swedish Defence Matériel Administration and the industrial partners, Saab AB and Volvo Aero. The basis of the programme is the European aircraft facts Swerea SicoMP n Swerea SICoMP Ab is a nonprofit research and development institute focusing on the production and design of composite material. n Its customers are large companies that take advantage of Swerea SICoMP’s cutting-edge skills or small- and medium-sized companies that do not have the resources to run their own development department. n Swerea SICoMP’s objective is to promote its customers’ competitive strength through technological development. n number of employees: 32 n Swerea SICoMP’s headquarters are based in Piteå, in northern Sweden, but it also runs operations at the Swerea Group’s facility in Mölndal, near Göteborg. n The company was set up in 1989 and focuses on four main that the aircraft industry can retain its competitive strength.” a World leader Anders Sjunnesson is a technology development manager at Volvo Aero and he is also one of the people who have been involved in this partnership since the start. “Swerea SICOMP is a world leader when it comes to knowledge and expertise related to these materials,” he says. “It is a link between industry and academia. We have access to its expertise and can take advantage of other partnerships and networks to which it has access.” In the new partnership projects, the prob- lem formulations will be increasingly detailed. Many years of research are now going to generate methods that lead all the way to industrial production. “We believe that our partnership will give us yet another piece of the puzzle that will enable us to manufacture our first products made of composite material,” says Anders Sjunnesson. µ areas: aircraft industry (approx. 40 per cent), energy (wind power, high voltage), marine industry and automotive (light-duty hybrid vehicles).
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=35">Aero Magazine Budget airlines budget travel | aero</a> 35 where are Budget airlines heading? it would be no exaggeration to say that budget airlines have changed the way the world flies. they have opened up travel to many more people. in europe, in particular, they have been directly responsible for a huge increase in short, ‘city-break’ holidays, where people have travelled to places they would never previously have thought of visiting. where did they come from, how are they coping with the economic crisis and what does the future hold for low-cost carriers? By: Alan Dron illusTraTion: Phil Judd/Cartoonstock Continued > budget travel | aero 35 where are Budget airlines heading? it would be no exaggeration to say that budget airlines have changed the way the world flies. they have opened up travel to many more people. in europe, in particular, they have been directly responsible for a huge increase in short, ‘city-break’ holidays, where people have travelled to places they would never previously have thought of visiting. where did they come from, how are they coping with the economic crisis and what does the future hold for low-cost carriers? By: Alan Dron illusTraTion: Phil Judd/Cartoonstock Continued >
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=36">Aero Magazine Page 36 36 aero | budget travel Cont</a> inued > hisTory one of The firsT loW-cosT carriers (LCCs) to have a major impact on the travelling public was Britain’s Laker Airways, which set up its cut-price transatlantic service, Skytrain, in 1977. Owner Sir Freddie Laker was a larger-than-life figure with a gift for publicity (rather like Sir Richard Branson of Virgin Atlantic today) and his airline began London-New York services in 1977. growth eroded its initial low costs. The lack of a computerised reservations system also led to massive overbooking and customer dissatisfaction. Combined with tiny profit margins, this led to PEOPLExpress being sold and merged with Continental in 1987. However, the airline that set the pattern for virtually every other LCC was Southwest Airlines, which took off for the first time from Dallas, Texas, in 1971. Its cost-cutting principles included: n using just one aircraft type (the Boeing 737) to minimise maintenance costs; n operating a ‘point-to-point’ route system with no onward connections, eliminating luggage transfer expenses; n using secondary airports with their lower costs and congestion levels; n and rapid turnrounds between flights to maximise the number of sectors flown in a day. Southwest is now one of the world’s largest airlines, with 540 Boeing 737s. Remarkably, it has been profitable for the past 36 years. Its company culture, which fosters a relaxed MIKe FLAnAGAn/ CARToonSToCK “at these prices, what do you expect?” These were highly popular, but Laker went bust in the early 1980s recession, amid accusations of predatory pricing by established carriers. Budget carriers also appeared in the USA, in the surge of new airlines that emerged following the deregulation of the airline industry in the late 1970s. One of the most famous was PEOPLExpress, which introduced the concept of paying for food, drink and hold baggage. It expanded rapidly to cover major US cities and began transatlantic services in 1983, but its rapid (yet professional) attitude among staff, has been a major distinguishing feature. As co-founder, the charismatic Herb Kelleher, used to say, “We’re in the customer-service business. We just happen to fly airplanes”. Southwest is consistently named as one of the most admired corporations in the USA. It also has the lowest level of customer complaints of all US airlines. Many passengers now complain that cus- tomer service has been ditched by LCCs (and, indeed, by legacy carriers). They accept that low fares mean having to pay for drinks or food on board, but they are becoming increasingly frustrated at the growth of ‘ancillary’ charges that increase the cost of their flights. Irish LCC Ryanair receives a huge amount of Ryanair receives a huge amount of publicity for its ancillary charges – everything from booking fees to paying for a wheelchair for disabled passengers. A report from US research group IdeaWorks in September estimated that the airline made around USD 880 million, or 20% of its total income, from these charges.” hoWare They copinG? airlines Today are facing some of the harshest operating conditions for decades. The global economic crisis has seen the number of passengers dropping – particularly in first and business classes, which are the most profitable seats for legacy airlines. However, LCCs are not immune from shrinking passenger numbers. A snapshot of passenger figures early this year showed that, of 10 major European LCCs, just two – Ryanair and Norwegian – were still showing an increase in passengers. What is more, LCCs have started to fail. In September, Slovakia’s SkyEurope collapsed, but it was just the latest in a string of budget carriers to disappear; they include Poland’s Centralwings and Italy’s MyAir. One of the few long-haul LCCs, Oasis Hong Kong, collapsed after just 18 months of operation in the spring of 2008 with debts of USD 128 million. The fuTure so, WhaT does The fuTure hold for budget airlines? Will LCCs become a regular sight on long- haul routes? The economics are very different from those of short haul. In the time that an aircraft takes to fly be- publicity for its ancillary charges – everything from booking fees to paying for a wheelchair for disabled passengers. A report from US research group IdeaWorks in September estimated that the airline made around GBP 550 million (USD 880 m), or 20% of its total income, from these charges. (Making passengers pay to use lavatories on board its aircraft? It has not happened yet, despite chief executive Michael O’Leary jokingly suggesting it earlier this year!) Despite these charges, the Irish carrier’s pas- senger figures show that the attraction of low prices still attracts customers and passenger numbers have continued to grow rapidly. In the year to 31 August 2009, it carried 62.4 million passengers. Remarkably, in July and August 2009, as most airlines were struggling with the recession, Ryanair announced 19% rises in passengers compared with the same months in 2008.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=37">Aero Magazine Page 37 budget travel | aero 37 “We </a> should have read the fine print more carefully before purchasing these really cheap tickets!” tween Hong Kong and London with one load of passengers, for example, a short-haul carrier’s aircraft can complete four or more sectors with multiple sets of fare-paying customers. Longhaul carriers also have additional costs, such as crew accommodation when ‘down route’. In the spring of 2007, Ryanair’s Michael O’Leary announced that Ryanair would launch a long-haul budget carrier by 2010. Some aspects of its long-haul plans were similar to its shorthaul operation – operating to smaller airports such as Providence, Rhode Island, or Islip on Long Island, New York State, for example – but O’Leary was careful to point out that the long-haul carrier would be set up as a separate company and not use the Ryanair name. “The minute you put a long-haul business on top of a short-haul operation you kill it,” he said. The new long-haul LCC would sell extremely cheap seats – the target price in 2007 was USD 12. In a change from Ryanair’s existing business model, the new carrier would have a premium cabin for business travellers. However, the airline has gone quiet on this plan. A Ryanair spokeswoman told Aero Magazine that, “It’s something that we could decide to do and would like to do… if the time was right and the climate was right... but there are no plans to proceed with anything as yet”. Industry observers believed that, in a bid to attract customers, failed operator Oasis Hong Kong set its prices too low. Additionally, its main London-Hong Kong route already had several competing airlines, with much of the corporate traffic using carriers like Cathay Pacific and Qantas. One long-haul LCC, Malaysia’s Air Asia X, appears to be prospering so far. It operates to Australia, China and the UK. Its first MiddleEast destination, Abu Dhabi, is due to start imminently. CEO Azman Osman-Rani sees Abu Dhabi as a ‘virtual hub’, with Air Asia X’s Airbus A330s arriving from Kuala Lumpur and then continuing to Europe or North Africa. More generally, what is the future for LCCs? Almost certainly, they will take a greater share of the marketplace and more airlines that currently operate traditional business models are likely to follow them. There will probably be more ancillary charges; once one airline successfully introduces something, even if it initially seems outrageous, others tend to follow. Perhaps the greatest danger to them will come from increasingly tough environmental legislation, which may have the long-term effect of curbing the growth of every airline. µ facts how budget airlines keep their costs down n Point-to-point flights with no luggage transfers n Reduced turnround times allowing more flights per day n Cutting ground staff by having passengers check in on line n Direct ticket sales, usually via the internet, to cut staff costs and eliminating middlemen such as travel agents n Fuel hedging – buying fuel months in advance at a fixed, agreed price oHn MARTIn/CARToonSToCK
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=38">Aero Magazine Camelina and algae 38 aero | biofuel</a> 5 fuel alternatives it is generally agreed that the global production of oil has passed its historic peak. from now on, even allowing for major new finds, such as those announced offshore from mexico and Brazil, the quantities pumped from ancient reservoirs will follow a downward trend. By: Alan Dron illusTraTion: Franck-boston This decline, combined with the increasingly urgent need to control emissions of “greenhouse gases” such as CO2 to limit global warming, means that a major search is being mounted to find more sustainable fuels for the aviation industry. Sustainable fuels absorb CO2 while they grow. They return it to the atmosphere when burned, but the effect is thus carbon neutral, unlike fossil fuels. Environmental groups are increasingly sceptical about these new fuel sources, however. They point out that many of the crops that are being proposed for fuel compete for land used to produce food in developing nations and also use scarce water resources. Several organisations, such as Greenpeace and Friends of the Earth, say that the only real answer to reducing aircraft emissions is to limit the growth of aviation. For the moment, however, energy companies and the airline industry are focusing increasingly on biofuels in their search for new sources of energy for aircraft. imporTanT criTeria Biofuels have actually been around for some time. Probably the best-known use of plants to produce energy has been in Brazil, where, since the 1920s, the country’s huge sugar cane crop has been processed to produce ethanol for road vehicles. For aviation use, there are certain important criteria for alternative fuels. They must perform at least as well as kerosene; they must not require alterations to engines; they must emit substantially smaller quantities of greenhouse gases; and, increasingly, airlines insist that they must not have an adverse effect on populations in the regions where they are produced. Fourteen major airlines have joined aircraft manufacturers and fuel developers to search for new products. Members of this Sustainable Aviation Fuel Users Group (SAFUG) have carried out several test flights with various biofuels. Last December, for example, Air New Zealand successfully tested a 50-50 blend of Jet A1 and oil from the jatropha plant in a Rolls-Royce RB-211 on one of its Boeing 747s and plans to use this blend for 10 per cent of its fuel requirements by 2013. Virgin Atlantic flew a Boeing 747 from London to Amsterdam in February 2008 on a blend of babassu nut/ coconut oil and fossil fuel. This went well, says the airline, although it expects to use a different, “second-generation” fuel in future. commercial aVailaBiliTy Martin Porsgaard, environmental director of Scandinavian Airlines (SAS), says producing fuel from types of algae “looks like being the best option and is the most energy efficient, requiring less land or area in which to grow. Biofuel crops must not compete with food, land or water. That’s very important”. He expects to see certification of a biofuel around mid2010 and, after that milestone, the producers, refineries and fuel providers can start moving towards making it commercially available. Some of the major crops being investigated as new fuels are described here, with their respective advantages and disadvantages. µ compete with food, land or water. That’s Biofuel crops must not very important” Martin Porsgaard, enVironMental director of scandinaVian airlines palm oil oil from various types of palm, such as coconut and babassu, can produce a fuel compatible with kerosene. Palm oil is plentiful. one major disadvantage is that it starts to thicken below -5°Celsius, creating problems for aircraft at high altitude. Moreover, environmental groups have raised concerns about palm plantations displacing rainforest in countries such as Indonesia. 38 aero | biofuel 5 fuel alternatives it is generally agreed that the global production of oil has passed its historic peak. from now on, even allowing for major new finds, such as those announced offshore from mexico and Brazil, the quantities pumped from ancient reservoirs will follow a downward trend. By: Alan Dron illusTraTion: Franck-boston This decline, combined with the increasingly urgent need to control emissions of “greenhouse gases” such as CO2 to limit global warming, means that a major search is being mounted to find more sustainable fuels for the aviation industry. Sustainable fuels absorb CO2 while they grow. They return it to the atmosphere when burned, but the effect is thus carbon neutral, unlike fossil fuels. Environmental groups are increasingly sceptical about these new fuel sources, however. They point out that many of the crops that are being proposed for fuel compete for land used to produce food in developing nations and also use scarce water resources. Several organisations, such as Greenpeace and Friends of the Earth, say that the only real answer to reducing aircraft emissions is to limit the growth of aviation. For the moment, however, energy companies and the airline industry are focusing increasingly on biofuels in their search for new sources of energy for aircraft. imporTanT criTeria Biofuels have actually been around for some time. Probably the best-known use of plants to produce energy has been in Brazil, where, since the 1920s, the country’s huge sugar cane crop has been processed to produce ethanol for road vehicles. For aviation use, there are certain important criteria for alternative fuels. They must perform at least as well as kerosene; they must not require alterations to engines; they must emit substantially smaller quantities of greenhouse gases; and, increasingly, airlines insist that they must not have an adverse effect on populations in the regions where they are produced. Fourteen major airlines have joined aircraft manufacturers and fuel developers to search for new products. Members of this Sustainable Aviation Fuel Users Group (SAFUG) have carried out several test flights with various biofuels. Last December, for example, Air New Zealand successfully tested a 50-50 blend of Jet A1 and oil from the jatropha plant in a Rolls-Royce RB-211 on one of its Boeing 747s and plans to use this blend for 10 per cent of its fuel requirements by 2013. Virgin Atlantic flew a Boeing 747 from London to Amsterdam in February 2008 on a blend of babassu nut/ coconut oil and fossil fuel. This went well, says the airline, although it expects to use a different, “second-generation” fuel in future. commercial aVailaBiliTy Martin Porsgaard, environmental director of Scandinavian Airlines (SAS), says producing fuel from types of algae “looks like being the best option and is the most energy efficient, requiring less land or area in which to grow. Biofuel crops must not compete with food, land or water. That’s very important”. He expects to see certification of a biofuel around mid2010 and, after that milestone, the producers, refineries and fuel providers can start moving towards making it commercially available. Some of the major crops being investigated as new fuels are described here, with their respective advantages and disadvantages. µ compete with food, land or water. That’s Biofuel crops must not very important” Martin Porsgaard, enVironMental director of scandinaVian airlines palm oil oil from various types of palm, such as coconut and babassu, can produce a fuel compatible with kerosene. Palm oil is plentiful. one major disadvantage is that it starts to thicken below -5°Celsius, creating problems for aircraft at high altitude. Moreover, environmental groups have raised concerns about palm plantations displacing rainforest in countries such as Indonesia.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=39">Aero Magazine Page 39 biofuel | aero 39 for tomorr</a> ow? camelina jatropha algae halophytes also knoWn as “false flax”. Japan Air Lines trialled a fuel mix including camelina in early 2009 and airlines are interested in further research into it. There again, it could compete for food-producing land. a possiBle soluTion to the problems posed by other biofuel crops has been promoted in recent years: jatropha curcus. This tropical plant produces seed pods containing an oil that is compatible with jet engines. It can grow in very poor soils, so it does not compete for agricultural land. In September 2008, airlines, boeing and refining technology specialists Honeywell UoP established SAFUG to look closely at developing sustainable fuels such as jatropha. Use of this plant oil is supported by the Worldwide Fund for nature. However, a May 2009 report from Friends of the earth said jatropha made the soil even poorer by stripping it of its remaining nutrients. It also said that the plant used more scarce water resources than originally thought. a “second-GeneraTion” sustainable fuel. Certain types of algae produce oil through photosynthesis. They also produce more oil per hectare than plant crops. In April 2009, boeing Commercial Airplanes’ managing director of environmental strategy, billy Glover, said the optimistic view was that it would require an area the size of belgium to supply the world’s aviation industry with sufficient algae-derived fuel. Increasingly, however, the aviation industry appears to be moving towards the view that algae could be a better choice for fuel, as they do not need fresh water or use good agricultural land. environmental groups remain cautious. Greenpeace told Volvo Aero that, while crops such as jatropha and algae might be better in theory, they were a “dangerous distraction” from the problem of rising emissions from aircraft. These are a family of plants that mainly grow along coastlines in the northern hemisphere and therefore do not need agricultural land. They are salt tolerant and so can be fed with seawater. Some scientists have suggested they could be planted in desert areas, fed with piped seawater and that an area smaller than the Sahara could provide enough fuel to replace the entire world’s fossil fuel consumption. They could be the basis for a third-generation sustainable aviation fuel, but work on them is at an early stage. expect to hear much more on this subject in the next few years.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=40">Aero Magazine Page 40 40 aero | landing by Isabell</a> e Kliger fly like a bird coaTinG The riGid WinGs of aircraft with artificial bristles that mimic feathers could make them more efficient, according to engineers. An Italian team at the University of Genoa has demonstrated how feather-like structures help reduce drag on a cylinder and claims they could have the same effect on underwater and aerial vehicles. birds use long, stiff flight feathers to help generate the energy needed to lift off the ground, but researcher Alessandro bottaro is more interested in how a set of smaller feathers – known as coverts – keep birds flying efficiently. bottaro and his team are currently testing the effects of adding synthetic coverts to a computer model of a 20-centimetre-diameter cylinder and putting it in a virtual wind tunnel. bottaro thinks artificial feathers could be added to aircraft or underwater vehicles to improve their efficiency. However, he adds that they might require a self-cleaning system to mimic the way birds preen their feathers to ensure efficient performance… high-flying juniors uk airline Thomson airWays has enlisted the services of an unusual group of actors in its latest in-flight safety video. The airline hopes that more passengers will pay attention to the safety demonstration now that crew members and passengers are being played exclusively by children. In the video, the delightful youngsters demonstrate the use of various safety procedures, including the emergency exits, oxygen masks and other equipment. The kids, who have been brought in on account of their childish charm and “ahh factor”, are expected to raise passenger engagement levels throughout the safety demonstration. In 2006, research conducted by the national Transport Safety board (nTSb) confirmed that 54 per cent of passengers did not take the time to watch the in-flight safety video in its entirety. So what do the passengers think? This is the feedback so far: n 15 per cent more passengers watch the safety video in its entirety n 91 per cent more children under the age of 12 watch the video from beginning to end n 66 per cent more passengers feel safer thanks to the new video n 33 per cent more passengers find the video interesting to watch Top 5 songs about flying lookinG for a soundTrack for your next flight? Here are five songs that make the perfect “in the air” play list. 1. Fly Away. The American rock musician Lenny Kravitz’ fourth single is one of his most successful songs to date. It was released on his album 5 in 1998. 2. Fly me to the moon. Although the song is strongly associated with Frank Sinatra’s 1964 recording, it was in fact written in 1954 by bart Howard and was originally called In other words. 3. Learn to fly. The video that goes with this Foo Fighters song was recorded on an aircraft and became an immediate success. In 2001, it won a Grammy Award for best short-form music video. a child crew has managed to increase passengers’ interest in a safety video. the video can be viewed at: http://www. youtube.com/ thomsonhols 4. Leaving on a jet plane. This John Denver song from 1967 has been covered many times. Versions of the song have been heard in advertisements for british Airways, as well as in the 1998 hit movie Armageddon. 5. Flying without wings. This Westlife song from the band’s self-titled 1999 debut album was an instant hit all over the world. In 2004, it was released digitally and became the first #1 download single in UK music history.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=41">Aero Magazine Page 41 | aero 41 and now a word tow</a> er: “123DG, bear to the left, disabled aircraft on the right”. Pilot: “123DG, Roger, I have the disabled aircraft in sight, but I don’t see the bear yet”. Pilot: “Tower, give me a rough time-check!” tower: “It’s Tuesday, sir”. “The bulk of mankind is as wellqualified for flying as a tweet from space from your air-traffic controllers tower: “Height and position?” Pilot: “I am 1.80 m and I‘m sitting down”. tower: “Have you got enough fuel or not?” Pilot: “yes.” tower: “yes what??” Pilot: “yes, SIR!” nasa asTronauT and US Army Colonel Tim Kopra has become the first International Space Station crew member to use the social media tool Twitter to discuss living and working in orbit. Tim Kopra left earth in mid-July aboard the space shuttle Endeavour and is using his Twitter account titled “astro_tim” to give space nuts a unique opportunity to follow his adventure online. Turning seawater into jet fuel thinking.” Jonathan sWift, irish aUthor and satirist (1667–1745) in a Bid To comBaT global warming and oil shortages, the US navy is experimenting with making jet fuel from seawater. Using a chemical reaction known as the Fischer-Tropsch process, navy chemists have processed seawater into unsaturated short-chain hydrocarbons that could be made into kerosene-based jet fuel. Traditionally, Co2 has not been considered suitable for the Fischer-Tropsch process, due to its chemical stability. However, its abundance, in times of growing concerns about global warming, makes it an attractive potential fuel source. Although the gas only represents about 0.04 per cent of the air, ocean water contains about 140 times that concentration. Meanwhile, the main challenge will remain to find a clean energy source to power the reactions if the end product is to be carbon neutral. Brussels to sydney in less than five hours a hypersonic passenGer plane that could fly to Australia from northern europe in less than five hours is being designed in the UK. With funding from the european Space Agency, a team of engineers and scientists at oxfordshire-based Reaction engines has come up with the A2 – a plane they believe could carry 300 passengers at a top speed of more than 3,000 mph. The project is part of an eU drive to push forward the boundaries of air travel and the key to its success will be identifying a suitable source of energy. Conventional fuels would not be able to get the A2 up to the necessary speed, so the challenge will be to find a fuel source that is both powerful and environmentally sound, before the A2 can become a commercial reality. ILLUSTRATIon: ReACTIon enGIneS LIMITeD PHoTo: U.S. ARMy
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=42">Aero Magazine Page 42 42 aero | landing the custom</a> er is (not) always right accordinG To The Golden rule of the service industry, the customer is always right. but when should a travel agent draw the line? Can there really be too much sand on the beach or too many fish in the sea? Here are the top ten most ridiculous complaints made by holidaymakers to their travel agent, selected from research published by Thomas Cook and AbTA – the british Travel Association. “My fiancé and i booked a twin-bedded room, but we were placed in a doublebedded room. We now hold you responsible for the fact that i find myself pregnant. this would not have happened if you had put us in the room that we booked.” “it took us nine hours to fly home from Jamaica to england – it only took the americans three hours to get home.” a tourist at a top african game lodge overlooking a waterhole, who spotted a visibly aroused elephant, complained that the sight of this rampant beast ruined his honeymoon by making him feel “inadequate”. “it’s lazy of the local shopkeepers to close in the afternoons. i often needed to buy things during ‘siesta’ time – this should be banned.” “no-one told us there would be fish in the sea. the children were startled.” “on my holiday to goa in india, i was disgusted to find that almost every restaurant served curry. i don’t like spicy food at all.” “We bought ‘ray-ban’ sunglasses for five euros from a street trader, only to find out they were fake.” and, finally, not a complaint as such, but clearly deserving of a ‘special’ mention nonetheless: “the brochure stated: “the beach was too sandy.” ‘no hairdressers at the accommodation’. We’re trainee hairdressers –will we be ok staying here?” introducing inter-railing in the sky us loW-cosT airline Jetblue Airways has devised a ground-breaking offer for backpackers. Its exclusive All-you-Can-Jet pass offers travellers unlimited trips to the airline’s 56 international and domestic destinations within the space of a month. Pass holders have access to every available seat on every flight with no blackout dates. “The All-you-Can-Jet pass gives jetsetters access to a bigwig lifestyle, with 56 destinations and more than 150 jets available at a moment’s notice,” commented Robin Hayes, executive Vice President and Chief Commercial officer for Jetblue Airways. The first passes were issued at a cost of USD 599 and offered unlimited travel for holders between 8 September and 8 october 2009.
<a href="/v5/viewer/files/Default_s.aspx?gKey=t8kcjmzj&gInitPage=43">Aero Magazine Page 43 historic flight | aero 43 fi</a> rst channel crossing celebrates 100 years among the flying pioneers, louis Blériot from france enjoys a prominent position. in 1909, 100 years ago, he became world famous by being the first person to fly across the english channel and set the world distance record for flying, 35 kilometres. The shorT yeT inTensiVe development of air travel has had a major impact on modern history. The aeroplane revolutionised every aspect of technological development and made the world smaller for its entire population. blériot’s flight took place in July 1909, less than six years after the Wright brothers’ 37-metre flight at Kitty Hawk on 17 December 1903, and it illustrates the amazing speed with which air travel developed during this pioneering period. The French quickly took the lead in these developments. A large number of aircraft were built by different designers. In 1908, Louis blériot (1872–1936) came on the scene. He was actually an inventor and producer of vehicle headlights, among other things, and he constructed his own monoplane of a somewhat different type. Designing your own aircraft proved to be risky, to say the least. blériot was a real daredevil and he was involved in more than 50 (!) crashes or accidents but miraculously survived every time. Finally, he managed to keep his eleventh monoplane, the Libelle, intact! He now felt ready for his greatest achievement. The Daily Mail in London had offered a prize of GbP 1,000 to the first person who succeeded in making a “transoceanic” flight. blériot decided that he was going to win it. At 4.35 on the morning of 25 July 1909, he took off in the Libelle from the Calais region in France. He flew the 35 kilometres across the Channel at low altitude and, after just over 27 minutes, he louis blériot in his Libelle arrived in england, where he made a somewhat bumpy landing on the white cliffs of Dover. blériot’s short flight – which finally proved that flying had to be taken seriously – aroused almost hysterical interest and attracted a huge audience, which can only really be compared with Lindbergh’s much-publicised flight across the Atlantic 18 years later. Ulf nihlén edmond salis, a french pilot is on his way to dover in a Blériot XI, identical to the plane in which louis blériot crossed the channel 100 years ago – on 25 July 1909. edmond salis crossed the channel in 40 minutes and landed on a grass airstrip at the duke of york’s royal Military school, close to where Mr bleriot crashlanded after his 36-minute flight, in the shadow of dover castle. PHoTo: SCAnPIx
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