Taking an aircraft’s temperature as a health check

The title of this post is the title of a talk that I will deliver during the Pint of Science Festival in Liverpool later this month.  At last year’s festival I spoke about the very small: Revealing the invisible: real-time motion of virus particles [see ‘Fancy a pint of science‘ on April 27th, 2022].  This year I am moving up the size scale and from biomedical engineering to aerospace engineering to talk about condition monitoring in aircraft structures based on our recent research in the INSTRUCTIVE [see ‘INSTRUCTIVE final reckoning‘ on January 9th 2019] and DIMES [see ‘Our last DIMES‘ on September 22, 2021] projects.  I am going describe how we have reduced the size and cost of infrared instrumentation for monitoring damage propagation in aircraft structures while at the same time increasing the resolution so that we can detect 1 mm increments in crack growth in metals and 6 mm diameter indications of damage in composite materials.  If you want to learn more how we did it and fancy a pint of science, then join us in Liverpool later this month for part of the world’s largest festival of public science.  This year we have a programme of engineering talks on Hope Street in Frederiks on May 22nd and in the Philharmonic Dining Rooms on May 23rd where I be the second speaker.

The University of Liverpool was the coordinator of the DIMES project and the other partners were Empa, Dantec Dynamics GmbH and Strain Solutions Ltd.  Strain Solutions Limited was the coordinator of the INSTRUCTIVE project in which the other participant was the University of Liverpool.  Airbus was the project manager for both projects.

The DIMES and INSTRUCTIVE projects  received funding from the Clean Sky 2 Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 820951 and 6968777 respectively.

The opinions expressed in this blog post reflect only the author’s view and the Clean Sky 2 Joint Undertaking is not responsible for any use that may be made of the information it contains.

Reasons I became an engineer: #2

Decorative photograph showning the entrance to the Engineering Faculty at the University of SheffieldThis is the second in a series of posts reflecting on my route to becoming an engineer.  In the first one I described how I chose a degree in mechanical engineering so that I would have appreciation of the technical difficulties that engineers might cite when requesting operational changes for a ship that I hoped one day to command [see ‘Reasons I became an engineer: #1’ on April 19th, 2023].  I think I selected mechanical engineering because it provided a broader engineering education than other engineering degrees and I did not know enough to choose any other branch of engineering.  I went to the University of Sheffield and during vacations returned to the Royal Navy serving onboard HMS Active and flew out to join her wherever she was in the world, except when I went to the Royal Navy Engineering College at Manadon outside Plymouth to undertake engineering applications training.  I cast a brass nameplate, which I still have in my office, and made a toolbox that I also still have at home.  After graduation, I returned full-time to the Royal Navy as a sub-lieutenant and started my career as a naval officer in the executive or seaman branch.  However, I did not settle and missed engineering so I asked for and was refused a transfer to the Royal Corps of Naval Constructors who work on the design and development of warships.  As a result, I resigned my commission in the Royal Navy and got a job as a research assistant in the Department of Mechanical Engineering at the University of Sheffield where I registered for a PhD in engineering.  I had taken a positive step towards becoming an engineer but perhaps on the premise of what I did not want to do rather than what I did want to do.

Worrying about ecology on the fells

Let me take you fell-walking.  Don’t worrying if you have never been fell-walking.  I am familiar with the fells where we are going so we won’t get lost, I move quite slowly these days so you will be able to keep up, and I was taught mountain leadership by the Royal Marines so you are in safe hands.  It is a bright morning though still chilly as we set off through the village.  The village car park, at the foot of the path onto the fell, is packed with vehicles belonging to a film crew who are setting up for a scene in a remake of a James Herriot TV series.  The little car he drives from his veterinary practice over the fells to visit farms is sat waiting for the actor. Perhaps by now the music from the original TV series is echoing in your head and you have a mental image of the Yorkshire Dales where we are walking.  We leave the film crew behind as we climb up the steep path out of the valley towards the upper slopes.  Initially, the path is rock and gravel so it is reasonably solid underfoot but, as we breakout onto the first of a series of high broad terraces, the ground becomes waterlogged and we tread carefully trying to avoid sinking into the squelchy turf.  A herd of Galloway cattle, small black cows with white waistbands, are grazing across the path and barely give us a glance as we walk around them.  Their calmness is infectious.  There is no one else in sight and there are long views across the valley to the fells beyond.  There are white fluffy clouds scattered across the blue sky and a smudge of off-white on the horizon, perhaps a shower of rain or a pall of smoke – it is difficult to tell.  We walk diagonally and slightly upwards across the broad terrace, through a gate, and then the path heads up another steep incline before breaking out onto a higher terrace.  Here, the path snakes across the terrace around sink holes before heading steeply upwards again.  This pattern repeats itself with the view getting bigger, the wind stronger and the temperature colder with each repetition until, after about an hour’s climbing, we suddenly arrive at the summit which is hidden from view until the last moment by the convex curvature of the fell.  Actually, its not really a summit because it is a vast flat-topped fell with a trig point creating rather than marking the highest point.  Nevertheless, the view is spectacular with a blue sky and occasional high clouds.  After a summit photo we set off northwards on a paved path alongside a drystone wall marking the boundary between two parishes.  It is amazing that someone has gone to the trouble of transporting huge slabs of stone, typically 1 sq.m., 700 m up a mountain to lay a footpath for walkers.  Actually, the drystone wall is pretty amazing too, because its about 1.5 m high, in good condition, and part of more than 5000 miles of wall in the Yorkshire Dales that were built without any of today’s civil engineering equipment, some of them 600 years ago.  Eventually, after walking about a kilometre, the summit ends and we start to walk down hill, cross the wall on a ladder stile and then cross back through a gate and turn west.  We stop for lunch sheltering behind the wall from the wind with the sun in our faces and a magnificent view down a valley formed by a beck heading towards the dale from which we started this morning.  All food tastes infinitely better sitting on a hill that you have just climbed and the singing of skylarks and curlews adds to our feeling of well-being.  Our picnic spot is still quite high and we can see line upon line of fells disappearing into the distance.  Some have smudges of off-white above them and we realise, when one drifts towards us from the fell directly across the valley from us, that it is smoke from heather being burned to encourage new growth and improve conditions for gamebirds.  Recent research has shown that unmanaged heather lands absorb more carbon than those managed by burning or mowing; while research published in 2014 showed that burning of moorland has significant negative impacts on peat hydrology, chemistry and physical properties, as well as river water chemistry and river ecology.  So it is disappointing to find that a negative contribution to achieving net zero by 2050 is being made so that a tiny proportion of the population can enjoy shooting birds for sport.  These thoughts and the smoke drifting towards us rather spoil our otherwise idyllic lunch and we head off down the hill in the sunshine planning this post.  But this blemish on an otherwise perfect day on the fells is almost forgotten by the time we have descended into the dale and followed the river upstream to our starting point next to the village pub where we enjoy a couple of pints of real ale.

If you want to follow this walk for real then the details are here: https://www.yorkshire.com/walkshire/buckden-pike-circular/

Reasons I became an engineer: #1

Photograph of aircraft carrier in heavy seas for decorative purposes onlyThis is the first in a series of posts in which I am going to reflect on my route to becoming an engineer.  These events happened around forty years ago so inevitably my recollections probably have more in common with folklore than reliable history.  Nevertheless, I hope they might be of interest.

I was good at mathematics at school but also geography and when required to specialise at the age of sixteen would have preferred to study mathematics, geography and perhaps economics.  However, my parents and my school, had other ideas and decided that partnering chemistry and physics with mathematics would give me more opportunities in terms of university courses and careers.  Physics was manageable but Chemistry was a complete mystery to me.  I left school shortly before my eighteenth birthday and joined the Royal Navy as a midshipman.  I went to Dartmouth Naval College where, as part of my training to become a seaman officer, I was taught to march, navigate, fight fires, sail yachts, drive motor launches and fly helicopters as well as spending time with the Royal Marines.  After my basic naval training, which included time at sea on HMS Hermes, I went to University sponsored by the Royal Navy with a free choice of subject to study.  So, I chose Mechanical Engineering because I thought as an officer on the bridge of a ship, perhaps eventually in command of a ship, it would be useful to understand what the engineers were talking about when they asked for a change in operations due to technical difficulties.  At that stage in my life, I had no intention of becoming an engineer, but with hindsight it was my first step in that direction.