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Evaluating the ground-based manoeuvrability of large aircraft is time consuming and costly if explored though industry-developed complete models of ground dynamics. Research by Krauskopf and colleagues from the University of Bristol has shown that applying methods from dynamical systems allow these dynamics to be investigated efficiently and with considerable precision. This approach, and the related purpose-developed software, Dynamical Systems Toolbox, have been adopted by Airbus. It is now fully incorporated in the Airbus Methods and Tools portfolio as a supported tool for the evaluation of proposed works and new designs. The research delivers considerable savings in time and costs for the company. Additionally, this programme of research has delivered research training for Airbus employees and one, who studied for PhD with Krauskopf, now leads the Airbus development and implementation of these mathematical techniques which are being disseminated more widely within the company. There continue to be Bristol EPSRC CASE PhD studentships in collaboration with Airbus co-supervised by Krauskopf (7 in the assessment period).
As a direct result of University of Glasgow research, there have been no deaths in a gyroplane accident in the UK since 2009. Previously, gyroplanes (also known as autogyros) had a questionable safety record. Following fifteen years of comprehensive studies, researchers recommended innovative new design standards to the Civil Aviation Authority. These recommendations led to the introduction of new civil airworthiness requirements in the UK, subsequently adopted by Australia and Canada. The implementation of these revised regulations has forced gyroplane manufacturers to change their designs. Close to 2000 machines have been produced since this design change, revolutionising gyroplane safety worldwide.
The safe operation of ships is a high priority task in order to protect the ship, the personnel, the cargo and the wider environment. Research undertaken by Professor Alexander Korobkin in the School of Mathematics at UEA has led to a methodology for the rational and reliable assessment of the structural integrity and thus safety of ships and their cargos in severe sea conditions. Central to this impact is a set of mathematical models, the conditions of their use, and the links between them, which were designed to improve the quality of shipping and enhance the safety of ships. The models, together with the methodology of their use, are utilised by the ship certification industry bringing benefits through recognised quality assurance systems and certification.
The consultancy company AeroTex makes use of UCL research findings to design new and improved ice protection systems for fixed wing or rotor aircraft. These new designs enable AeroTex's customers (aircraft manufacturers and Tier 1 equipment suppliers) to comply with upcoming changes that are raising aircraft certification standards and to operate aircraft more safely in icing conditions. The increase in income to AeroTex resulting from this work was approximately [text removed for publication] per year between 2010 and 2013, representing around 15% of AeroTex's annual turnover.
Cranfield's understanding and modelling of aircraft icing, a critical part of the safety, operation and design protocols for all types of aircraft, has changed the way in which aerospace companies approach the design of new aircraft. Cranfield's research has produced high quality predictive software and an extensive experimental validation database the impact of which is its use in the design, optimisation and certification of aircraft and their components.
The impact of Cranfield's icing research is in the design processes for:
Research into a number of different aspects of rubber has fed into a series of extremely successful collaborations between Queen Mary and a large number of industrial partners. This has led to significant economic impacts, ranging from enhancing the performance of teams in the multi-billion dollar sport of Formula 1 Racing, to helping develop new UK designed and manufactured radial tyres for large civil aircraft. Rubber research has been undertaken continuously at QMUL for over five decades. Prof. James Busfield has led the activity since 1994, working with more than 30 major industrial collaborators, including Bridgestone, Dunlop, Red Bull Racing F1 and TARRC, who have applied our research and employed our researchers to achieve commercial and competitive advantage.
A two-dimensional flood inundation model called LISFLOOD-FP, which was created by a team led by Professor Paul Bates at the University of Bristol, has served as a blueprint for the flood risk management industry in the UK and many other countries. The documentation and published research for the original model, developed in 1999, and the subsequent improvements made in over a decade of research, have been integrated into clones of LISFLOOD-FP that have been produced by numerous risk management consultancies. This has not only saved commercial code developers' time but also improved the predictive capability of models used in a multimillion pound global industry that affects tens of millions of people annually. Between 2008 and 2013, clones of LISFLOOD-FP have been used to: i) develop national flood risk products for countries around the world; ii) facilitate the pricing of flood re-insurance contracts in a number of territories worldwide; and iii) undertake numerous individual flood inundation mapping studies in the UK and overseas. In the UK alone, risk assessments from LISFLOOD-FP clones are used in the Environment Agency's Flood Map (accessed on average 300,000 times a month by 50,000 unique browsers), in every property legal search, in every planning application assessment and in the pricing of the majority of flood re-insurance contracts. This has led to more informed and, hence, better flood risk management. A shareware version of the code has been available on the University of Bristol website since December 2010. As of September 2013, the shareware had received over 312 unique downloads from 54 different countries.
Research carried out at the University of Leeds has led to the development of a system for predicting severe air turbulence at airports and elsewhere. The research modelled highly localised `rotor streaming' turbulence which is too small-scale to predict using today's numerical weather prediction models. The Met Office now uses the highly efficient 3DVOM computer prediction model, based on the Leeds research, to improve its operational weather forecasting, especially for providing warnings of `gustiness' to the public and airports and to highlight risks of overturning of high-sided vehicles. In addition, the model is used by forecasters to predict dangerous turbulence at Mount Pleasant Airport in the Falkland Islands, and has led to the prevention of around five flight diversions per year at an estimated cost saving of £1.25 million.
For aerospace vehicles, the development of new materials and structural configurations are key tools in the relentless drive to reduce weight and increase performance (in terms of, for example, speed and flight characteristics). The economic drivers are clear — it is widely recognised that it is worth approximately $10k to save one pound of weight in a spacecraft per launch and $500 per pound for an aircraft over its lifetime. The environmental drivers (ACARE 2050) are also clear — reduced aircraft weight leads to lower fuel burn and, in turn, to lower CO2 and NOx emissions. With such high cost-to-weight ratios, there is intense industrial interest in the development of new structural configurations/concepts and enhanced structural models that allow better use of existing or new materials. Analytical structural mechanics models of novel anisotropic structures, developed at the University's Advanced Composites Centre for Innovation and Science (ACCIS), are now used in the industrial design of aircraft and spacecraft. Based on this research, a new, unique anisotropic composite blade, designed to meet an Urgent Operational Requirement for the MoD, is now flying on AgustaWestland EH101 helicopters that are deployed in Theatre. In addition, the new modelling tools and techniques have been adopted by Airbus, AgustaWestland, Cassidian and NASA and incorporated into LUSAS's finite element analysis software. These tools have, for example, been used to inform Airbus's decision to use a largely aluminium wing design rather than a hybrid CFRP/aluminium wing for the A380.
Research conducted at the University of Lincoln into advanced modelling of ship aerodynamics, integrated with helicopter flight simulation, has led to a design analysis technique which has influenced both the design of a specific ship and the guidance given to naval ship designers. It has been used by BAE Surface Ships in the design of the forthcoming Type 26 combat ship. This will be the first naval ship to be designed using a technique that has led to a superstructure configuration which seeks to reduce the impact of the ship airwake on the helicopter, thereby improving flight handling and pilot workload, and maximising the operational envelope of the helicopter and improving pilot safety. The research has also directly influenced the international ship design community through the NATO working group on Ship Design Guidance for Aircraft Operations (AVT-217).