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Flight plan
Can Britain remain a planemaking superpower?
THE sleek2 de Havilland Comet, the world's first commercial passenger jet, was designed and built in Britain 60 years ago.
It is a dozen years since the last passenger jet, a small regional airliner3, was assembled in the country.
This would neatly4 illustrate5 a familiar tale of industrial tailspin were the industry not in such fine fettle.
Britain is currently the world's second-largest aerospace manufacturer, with 17% of the global market, behind only America.
But staying at that altitude will be tough.
Britain's aerospace industry has a few obvious champions: Rolls-Royce makes engines,
BAE Systems makes fighter jets and AgustaWestland turns out helicopters.
But much of it is hidden and unheralded. Its muscle is in unlikely places like Western Approach,
an anonymous6 industrial estate near Bristol, where GKN crafts wing spars for Airbus.
The long, slender beams that carry engines, landing gear and wing structure are made from light but tough carbon-fibre composites.
GKN got the job because of its mastery of the material and its ability to produce in volume. GKN also makes parts for Airbus's arch-rival, Boeing.
Rolls-Royce's engines now provide the thrust for half the world's new wide-bodied jets.
Around a quarter of Boeing's 787 Dreamliner is made in Britain, including the landing gear, fuel pumps and some seats.
British firms are world-beaters in avionics, the electronics that run a modern jet.
In short, Britain specialises in the complex guts7 of aeroplanes.
Airbus completes construction of its wings in Wales before transporting them to southern France for attaching to fuselages.
Bombardier, a Canadian firm, builds the wings for its new CSeries of regional jets in Belfast.
Politicians in other countries crow as completed planes roll off production lines on home turf.
French participation8 in the Airbus consortium was contingent9 on jets being put together there.
But the British are quietly coining it: a measly 5% of the value of an aeroplane is added with final assembly.
Rising global demand for commercial jets means business will boom if Britain maintains its share of the market.
Unfortunately, this is far from guaranteed. Companies are under-investing in research just as changes in the industry make it more vital.
Aerospace is a conservative business, says Glynn Bellamy of KPMG. Projects often have lifespans of 25-30 years, and reliability10 is paramount11.
As a result the industry has globalised only slowly and Western incumbents12 have been insulated from the cold winds of competition.
But several things are changing that.
Some big commercial airline projects, such as the Airbus A330 and the original Boeing 777, are coming to an end,
to be replaced by a new generation of narrow- and wide-bodied jets.
That provides an opportunity for the big global manufacturers to look beyond their backyards for suppliers.
Meanwhile the governments of emerging economies like China and India are eager to boost a high-tech13, high-value industry.
Technology is advancing and becoming far more costly14.
Andrew Churchill, who runs JJChurchill, a family firm that makes turbine blades and other high-tech kit15,
says capital equipment is ten times more expensive it was a decade ago. It also becomes obsolete16 more quickly.
The solution to all these problems is the same: plentiful17 research and development to keep British companies at the cutting edge.
At the biggest companies, long-term investment is taken for granted. Rolls is already developing next-generation jet-engine technology.
JJChurchill has ambitious plans to expand. But Mr Churchill says other small firms are failing to raise their game.
If that continues, the industry will decline.
Britain is home to 30% of Europe's aerospace firms, according to Martin Wright of the Northwest Aerospace Alliance, a trade organisation18.
Germany has only 10% but they are over twice as big on average and invest twice as heavily.
Britain's government has done a good job of nurturing19 aerospace, says Keith Hayward of the Royal Aeronautical20 Society.
It has set aside cash for an Aerospace Technology Insitute and for large and small firms to invest in new technologies.
ADS, an aerospace lobby group, would like to see R&D tax credits increased from 10% to compare more favourably21 with other parts of Europe,
as well as accelerated tax relief on new building to help smaller firms move and grow.
That would help. But convincing small firms to grow is a tough task.
The government can only do so much to reduce the powerful gravitational forces acting22 on a fragmented national industry.
Like the Comet, nothing stays airborne forever.
1 aerospace | |
adj.航空的,宇宙航行的 | |
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2 sleek | |
adj.光滑的,井然有序的;v.使光滑,梳拢 | |
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3 airliner | |
n.客机,班机 | |
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4 neatly | |
adv.整洁地,干净地,灵巧地,熟练地 | |
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5 illustrate | |
v.举例说明,阐明;图解,加插图 | |
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6 anonymous | |
adj.无名的;匿名的;无特色的 | |
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7 guts | |
v.狼吞虎咽,贪婪地吃,飞碟游戏(比赛双方每组5人,相距15码,互相掷接飞碟);毁坏(建筑物等)的内部( gut的第三人称单数 );取出…的内脏n.勇气( gut的名词复数 );内脏;消化道的下段;肠 | |
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8 participation | |
n.参与,参加,分享 | |
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9 contingent | |
adj.视条件而定的;n.一组,代表团,分遣队 | |
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10 reliability | |
n.可靠性,确实性 | |
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11 paramount | |
a.最重要的,最高权力的 | |
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12 incumbents | |
教区牧师( incumbent的名词复数 ); 教会中的任职者 | |
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13 high-tech | |
adj.高科技的 | |
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14 costly | |
adj.昂贵的,价值高的,豪华的 | |
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15 kit | |
n.用具包,成套工具;随身携带物 | |
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16 obsolete | |
adj.已废弃的,过时的 | |
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17 plentiful | |
adj.富裕的,丰富的 | |
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18 organisation | |
n.组织,安排,团体,有机休 | |
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19 nurturing | |
养育( nurture的现在分词 ); 培育; 滋长; 助长 | |
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20 aeronautical | |
adj.航空(学)的 | |
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21 favourably | |
adv. 善意地,赞成地 =favorably | |
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22 acting | |
n.演戏,行为,假装;adj.代理的,临时的,演出用的 | |
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