NEWNEWSEASOSEASONNKKSame debate. Is F1Same debate. Is F1safe enough?safe enough?

BREXITBREXIT..GOOD FOR DEFENCE GOOD FOR DEFENCE O R N O T ?O R N O T ?

MANUFACTURING CHALLENGES IN SPACE: WHAT ARE THEY?

engineEringISSUE 03 / MARCH 2016

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infamousinfamousengineeringengineering

disasters ever disasters ever

WHAT IMPACTWHAT IMPACTCAN CAN ERPERP HAVE HAVE

ON THEON THEAUTOMOTIVEAUTOMOTIVE

INDUSTRY?INDUSTRY?

New liveries, different driver combinations, additionalcircuits and changes of rules. A hell of a lot changesin F1 from year to year. Fans and pundits will debatethe above at great length during pre-season testing,however one particular aspect continues to be aconstant and in many instances, a point of contention.Is F1 safe enough? Whilst there’s been plenty of talking points during

pre-season (will the gap to Mercedes be closed? Arethe muted changes to qualifying full-proof?), the maindiscussion and certainly what the majority of headlineshave been about is safety, and in particular the changesto the cockpit design. Many teams have composednew designs for 2017, such as the halo concept, togage whether or not it’s suitable for 2017’s design. Thelingering question is, are these changes reallynecessary?

F1 safety debate rumbles on

CAN FREAK ACCIDENTS BE COMPLETED AVOIDED ALTOGETHER?It doesn’t take a genius to figure out that Motorsport comes with its fair share of risks. Heavymetallic machinery being driven at hundreds of miles per hour by a human being is dangerousenough, and once you introduce the competition clause the chances of injury skyrockets evenfurther, so it goes without saying that there is a high propensity for potentially fatal mistakes.However, you can also argue that these specific human beings are so well-trained that they arethe only ones of a select few in the world trusted enough to even sit in the cockpit in the firstplace. But even the most proficient of drivers are incapable of escaping acts of God, or Murphy’sLaw, for that matter.

r

THE SIXTY-SIX YEAR OLD QUESTION - HOW SAFE ISTHE SIXTY-SIX YEAR OLD QUESTION - HOW SAFE IS F1?F1?

For evidence of this look no further than sevenyears ago, when a suspension spring fell off,Rubens Barrichello’s, Brawn while on aparticularly fast straight, and struck a veryunprepared Filipe Massa on the head, causinghim to crash into a tyre barrier and receivesubsequent surgery while in a life-threatening condition. Luckily, Massa wasable to recover and carry on racing, but thishas not always been the case. Jules Bianchisadly died in July 2015 at just 25, from headinjuries sustained in an accident the previousyear. He lost control of his car on extremely

slippery road surface because of adverse weatherconditions and crashed into a recovery vehicle. Clearlyit would be wrong to speculate on such things, but wouldbetter head protection have led to Bianchi having ahigher chance of survival? This, along with the sad newsof ex-F1 driver Justin Wilson’s passing as a result of similarinjuries from a US IndyCar race, has caused F1 drivers topush for better headwear protection for the 2017 season,but too much damage has already been done. Sixty-sixyears of continuous improvement still hasn’t guaranteedone-hundred percent safety for the drivers, so does theproblem lie in the cars, or the sport?

1 drivers have been hotly disputing whetherthe halo concept should be introduced for2017. Some are wholeheartedly behind it, suchas Nico Rosberg, who said "It is definitely the

right thing to get as soon as possible” and DanielRicciardo who said "It doesn't change the sport or thespeed of the car. It's just if there are any flying objectsit's extra protection for us.” However others have beenless enthusiastic and have been very open in theircriticism , with Lewis Hamilton describing it as the “worstlooking mod” in F1 history and Nico Hulkenburg blastingthe look of the device saying that it is not pleasant onthe eye and pleading with FIA not to implement .Formula 1 drivers understandably have acknowledgedthe treachery of their pastime, and there are other

extreme sports that carry a similar risk of injury and death,so it can be argued that as long as manufacturers areconstantly aiming to improve the safety as well as theperformance of the cars, nothing drastic should be doneto alter the risk. This is just quite a hard reality to swallowif you have a personally-vested interest in it.

Where do you stand on it? Send your opinion tomarketing@mane.co.uk and we’ll publish yourcomments in our next magazine.

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THE SIXTY-SIX YEAR OLD QUESTION - HOW SAFE ISTHE SIXTY-SIX YEAR OLD QUESTION - HOW SAFE IS F1?F1?

The new halo.

Yes or no?

This summer sees one of the biggest debates in livingmemory come to a conclusion, as the British publicvote in a referendum on the country’s membershipof the European Union. Do we stay, or do we go? Andwhat are the wider consequences of either outcomeon the UK’s Aerospace, Defence and Spaceindustries? According to those who work in these industries, theoverwhelming majority want the UK to remain partof Europe, fearing that withdrawal from the Unionwould harm these hi-tech sectors. Free trade wasseen as the biggest benefit of being part of the EU,as well as simplification of regulation and tariffswithin the bloc. With Britain facing a skills crisis,another key positive was being able to easily bringin talent from around Europe to help plug the gaps.With Europe one of the major voices in setting globalaerospace policy – along with the US and China –ADS warned that if Britain were to leave, then the UKwould “lose its place at the negotiating table”. It certainly hasn’t gone unnoticed how importantthe aerospace sector is to Britain’s economy, with anannual turnover of £29.2bn, 91pc of which isexported. The sector directly employs almost111,000 people on salaries 50pc above the nationalaverage of £26,500, the trade body said. Should thereferendum decide that Britain should leave, the

sector does not face immediate ruin, although itmight become harder to win inward investment,having to compete with other nations would becomemore and more difficult. ADS’s announcementfollows Airbus’s UK chief Paul Kahn saying last monththat if Britain left the EU then the pan-European planemaker – which produces the wings for its aircraft,such as the A350XWB, pictured left, in Broughton,North Wales – would reconsider future investmenthere. There are many however who say that an exit is apositive move, saying that trade would continuewhatever the vote, and that if anything, we’ll bestronger making our own trade deals with the rest ofthe world. Although trade with the EU may suffersomewhat, that would be more than offset by theadditional growth from greater international trade,with lots of people pointing out why the UK, one ofthe world’s largest economies, would fail to thriveoutside of the EU. There is of course the possibilitythat continuing membership of the EU couldpotentially be dragging the UK down with thecontinuing economic and social problems that besetthe rest of the EU. HAVE YOUR SAY! Should we stay in Europe or leave?We will publish the results in our next magazine.

THE BREXITTHE BREXITDEBATEDEBATE Should we stay or should

we go?

Plenty toPlenty to overcome before permanent space presence overcome before permanent space presenceis possibleis possibleThe challenges of manufacturing beyond our own planet will need to be metThe challenges of manufacturing beyond our own planet will need to be metto support a long-term presence in space. With the recent success of the Rosettato support a long-term presence in space. With the recent success of the Rosettaand New Horizons missions, along with Tim Peake’s adventure on the ISS, spaceand New Horizons missions, along with Tim Peake’s adventure on the ISS, spaceexploration seems to have regained a foothold in the public consciousness. Marsexploration seems to have regained a foothold in the public consciousness. Marsnow seems tantalisingly within reach, and both ESA and NASA predict thatnow seems tantalisingly within reach, and both ESA and NASA predict thathumanity’s first steps on another planet will happen some time in the 2030s.humanity’s first steps on another planet will happen some time in the 2030s.But while the technology to get there is reasonably well established, survivingBut while the technology to get there is reasonably well established, survivingon the red planet for any length of time will be a major challenge. Creating aon the red planet for any length of time will be a major challenge. Creating along-term presence on the Moon or Mars will mean making use of indigenouslong-term presence on the Moon or Mars will mean making use of indigenousresources, using native soil and rock to build structures and habitations. To doresources, using native soil and rock to build structures and habitations. To dothis, the challenges of manufacturing beyond our own planet will need to be met.this, the challenges of manufacturing beyond our own planet will need to be met. Any permanent base on the Moon or Mars will need to be built in situ ratherAny permanent base on the Moon or Mars will need to be built in situ ratherthan transported for later assembly. In-orbit manufacturing is the first step ofthan transported for later assembly. In-orbit manufacturing is the first step ofthat journey. As well as being a vital testing ground, manufacturing off-Earththat journey. As well as being a vital testing ground, manufacturing off-Earthalso has a number of practical and economic advantages. A related benefit isalso has a number of practical and economic advantages. A related benefit isthat space-built structures no longer have to be designed to withstand launch.that space-built structures no longer have to be designed to withstand launch.Anything sent into space has to endure the extreme forces associated withAnything sent into space has to endure the extreme forces associated withescape velocity. If it is built in orbit, that requirement disappears and furtherescape velocity. If it is built in orbit, that requirement disappears and furtherefficiency gains can be made.efficiency gains can be made. Should the 2018 ‘Phase 1’ test of Archinaut be successful, it would pave the wayShould the 2018 ‘Phase 1’ test of Archinaut be successful, it would pave the wayfor the eventual commercial viability of space manufacturing. Unlike structuresfor the eventual commercial viability of space manufacturing. Unlike structuresbuilt on Earth and launched into space, those manufactured in-orbit can bebuilt on Earth and launched into space, those manufactured in-orbit can bemuch more delicately constructed without the concerns of gravity and launchmuch more delicately constructed without the concerns of gravity and launchstresses. In addition, many parts for damaged spacecraft and satellites can bestresses. In addition, many parts for damaged spacecraft and satellites can berapidly assembled on-demand, rather than having to wait for an available launchrapidly assembled on-demand, rather than having to wait for an available launchvehicle.vehicle.

ERP COULD TRANSFORMAUTOMOTIVE INDUSTRY Time to embrace the power of data

ast year was difficult for UKmanufacturing. Output fell,exports were poor and someindustries, such as steel, foundit difficult to remaincompetitive. One beacon ofhope was the automotivesector, one of few industries inthe UK where innovation isaccelerating at rapid pace. Andit’s not surprising if you look atthe adoption of technology inthis sector.The first implementation ofrobotics in the UK automotivesector was as far back as the1960s and, ever since, theindustry has been strivingtowards production lines thatare more efficient, flexible andprecise. As automotivemanufacturing continues tostrive towards greaterinnovation and heightenedproductivity, it needs tocontinue to leveragetechnology and information tobuild a competitive advantage.The solution lies in theintegration of systems. Manyautomotive manufacturingbusinesses are alreadygathering data throughout theproduction process throughERP to use in predictive analysisto improve manufacturingsimulations and keep tabs onmachine performance. But datacollection and analysis needn’tstop here, it can be effectiveeven outside of the factory floor.As vehicles continue to becomesmarter, manufacturers canstart to gather sentiment andinformation from actual driverusage to improve the R&Dprocess, and gain efficiencies indesign, production processesand manufacturing. Byanalysing service and in-field

performance of products, andsending this data back to ERP,manufacturers can moreeffectively analyse theeffectiveness of chosencomponents and pinpointwhen selected parts need to beredesigned or re-engineeredfor specific tasks.As vehicles continue to becomesmarter, manufacturers canstart to gather sentiment andinformation from actual driverusage to improve the R&Dprocess.Supply chain managementoptimised by big data can helpmanufacturers makeefficiencies from theprocurement process itself,and by gathering datathroughout the life cycle of avehicle, and continuallyimproving design, vehicles canbe made more aerodynamic,safe, powerful and effective.It sounds like a bigtransformation, but it startswith small changes in thinkingand data usage. Small steps inautomation, and big changesin the way that data is collectedand used towards decision-making processes are the firstplace to start if the UKautomotive industry is going tocontinue to lead the UKmanufacturing industrythroughout 2016.A good example of someonewho has used ERP to greateffect is Tesla. With softwaredriving its vision, the electriccar-maker is disrupting theautomobile industry andchanging the way we thinkabout cars. It has successfullypushed beyond existingboundaries by utilising theadvances that software can

deliver, rather than workingwithin the constraints ofhardware.Tesla’s electric cars canaccelerate as fast as today’ssports cars without the noise.They are bringing down the costof driverless vehicles and haveproven zero-emissions arepossible.Cars will be networked, safetyassured, and journeysoptimised in real-time, solvingthe problem of congestion incities. The AI-based autopilotadvances will make self-drivingcars mainstream.With its fresh approach to thedesign and engineering of cars,the company has achieved alevel of innovation not typicallyassociated with the car industry. In order to stay ahead of thecompetition, organisationstoday must make betterdecisions, provide bettercustomer service, and find newbusiness opportunities fromtheir data. The key to achievingthis is leveraging all availabledata at their disposal. By feedingthis data into the cloud andutilising machine learning andother smart analytics,companies can start to makesense of the vast variety of dataand apply it where relevant, toreimagine the user experiencecompletely.Guided by the outlined steps,companies can go beyond theperceived limitations of ERP inthe same way Tesla has forspeed, economics anddisruption in the car industry.

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ERP COULD TRANSFORMAUTOMOTIVE INDUSTRY

greatest engineeringachievements

Our last magazine covered what manyOur last magazine covered what manyexperts considered to be the greatestexperts considered to be the greatestengineering achievements, but what aboutengineering achievements, but what aboutthe things that didn't go quite so well...the things that didn't go quite so well...

greatest engineeringachievements

TitanicRMS Titanic was a Britishpassenger ship that sank afterhitting an iceberg on her maidenvoyage from Southampton(United Kingdom) to New YorkCity, in April 1912. Titanic was atthe time the largest ship everbuilt and was considered to beunsinkable. The tragedyclaimed the lives of over 1,500 people.m

St. Franics DamThe St. Francis Dam was aconcrete dam built between theyears 1924 and 1926, to create awater reservoir for Los Angeles.On March 12, 1928, just hoursafter being inspected by the ChiefEngineer William Mulholland, thedam failed, sending a massivewater wave 120 ft tall, and killingas many as 600 people in one ofthe worst American civilengineering disasters.

Hindenburg disasterThe LZ 129 Hindenburg was aGerman passenger airship thatcaught fire and crashed duringits attempt to dock in New Jersey.36 people died in the disasterthat was caught on video, causedby an electrostatic discharge thatignited leaking hydrogen fromthe 200 million liters (7 millioncubic ft) of hydrogen gas. TheHindenburg disaster marked theend of commercial passengerairships

Tacoma BridgeCollapseTacoma Narrows Bridge was asuspension bridge inWashington that opened in 1940and collapsed in the same year.The bridge was known to movevertically in windy conditions,and in November 7, 1940, under40 mph winds it collapsed. Thecollapse was caught on videoand made an impact on scienceand engineering, especiallybridge designing till today. Thecause of failure was aeroelasticflutter – a dynamic instability ofan elastic structuremy

Cleveland GasexplosionOn October 20, 1944, a storagetank holding liquefied naturalgas, that was kept above groundbegan leaking and consequentlybecame ignited. A series of firesand explosions killed 130 people.The catastrophe made asignificant impact on the naturalgas industry, causing tanks to bestored below ground Hyatt HotelCollapseOn July 17, 1981, two verticalwalkways collapsed at the HyattRegency in Kansas City, fallinginto the hotel’s lobby killing 114people. Serious flaws were foundin the design of the walkways. Theengineers who had approved thefinal drawings of the walkwayswere convicted of grossnegligence and misconduct andlost their engineering licenses

Space shuttle challengedisasterOn January 28, 1986 the NASA Space ShuttleChallenger broke apart 73 seconds into itsflight, killing all 7 astronauts on board. Theinvestigation showed aerodynamics forcesbroke the shuttle apart, after a structuralfailure that began with a specific gasket thatfailed at the very liftoff.

Chernobyl disasterThe Chernobyl disaster occuredwhen there was an unexpectedpower surge that began a chain ofevents that consequently causedexplosions and fire, which releasedradioactive particles into theatmosphere. The dangerous particlesspread over a large area in Europe.Large areas were evacuated and thenearby city of Pripyat remains a ghosttown till this day

Concorde Air FranceCrashOn 25 July 2000, an Air FranceConcorde crashed moments aftertakeoff, killing 113 people. Duringtakeoff, one of the tires was cut by ametal strip debris lying on the runwayand a large chunk of the ruptured tirestruck the underside of the wingcausing a chain of events that endedwith the crash. The accident markedthe end of the supersonic airliner andthe Concorde eventually retired 3years later

Space shuttleColumbiaOn February 1, 2003 the SpaceShuttle Columbia disintegratedduring its reentry to the Earth’satmosphere, killing its entire crew of7 astronauts. The investigationshowed that during the launch, apiece of foam insulation broke offfrom the shuttle and hit the left wing,damaging the tiles that protect theshuttle from the incredible heatproduced during reentry.

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