0:00:16 > 0:00:18Snowboarding is a popular sport,
0:00:18 > 0:00:21with over five million followers worldwide.
0:00:24 > 0:00:29And one snowboarder's passion has inspired the subject of her engineering research.
0:00:29 > 0:00:31I really love snowboarding.
0:00:31 > 0:00:33I decided to combine my love of snowboarding with
0:00:33 > 0:00:37my engineering doctorate, so I could come to the mountains all the time.
0:00:38 > 0:00:42I'm looking at all the elements that make a snowboard what it is -
0:00:42 > 0:00:44the way it's going to turn on the slopes,
0:00:44 > 0:00:47the materials we need, the shape it needs to be, and construction -
0:00:47 > 0:00:50how we're going to bond that board together.
0:00:55 > 0:01:00Today, Liza wants to look at how a snowboard vibrates on the snow,
0:01:00 > 0:01:02so that she can create a smoother ride.
0:01:02 > 0:01:05What I've got here is a snowboard rigged up with two accelerometers -
0:01:05 > 0:01:09one on the nose, one on the tail. What they're going to do
0:01:09 > 0:01:12is measure the vertical accelerations of the board as Cody's riding it -
0:01:12 > 0:01:14the up-and-down motion as we're performing turns.
0:01:17 > 0:01:22Cody Hierons, a competitive snowboarder, is testing the boards.
0:01:22 > 0:01:24What I want you to do is press the trigger.
0:01:24 > 0:01:28I'll meet you at the bottom in about ten seconds, after you've been recording the data.
0:01:28 > 0:01:30- OK, cool.- Good luck.
0:01:36 > 0:01:42The information gathered is stored in a data recorder in Cody's rucksack.
0:01:51 > 0:01:58Back in the UK, Liza feeds the information into a computer system she's had to design herself.
0:01:58 > 0:02:01I write the mathematical code from the ground up,
0:02:01 > 0:02:04which I can then use to analyse the way the snowboard behaves,
0:02:04 > 0:02:07for example, the strength, the stiffnesses,
0:02:07 > 0:02:10how much of a beating can it withstand on the slopes?
0:02:14 > 0:02:18Liza needs to understand how the complex composite structure
0:02:18 > 0:02:21of a snowboard affects the way it performs.
0:02:21 > 0:02:24OK, so I've got a cut-through snowboard here.
0:02:24 > 0:02:27Snowboard's what we call a composite material,
0:02:27 > 0:02:30so it's made of more than one material - lots of different layers.
0:02:31 > 0:02:34First off, we've got this running base here.
0:02:34 > 0:02:36That's made of a polyethylene material.
0:02:36 > 0:02:39Just above there is the glass fibre layer.
0:02:39 > 0:02:43That's what gives the snowboard its stiffness and its strength, really.
0:02:43 > 0:02:45On top of that, the wood core,
0:02:45 > 0:02:47then a second glass fibre layer, which runs along the top.
0:02:47 > 0:02:48Finally, on the top,
0:02:48 > 0:02:50we've got our graphic,
0:02:50 > 0:02:52which protects the glass fibre.
0:02:52 > 0:02:56Composites were designed for really high-end engineering applications.
0:02:56 > 0:02:58They are very strong materials.
0:02:58 > 0:03:03I'm doing this research to see how far we can push it in snow sports.
0:03:07 > 0:03:11Liza is now experimenting with the glass fibre layers.
0:03:11 > 0:03:15The glass fibre's going to affect the stiffness of the snowboard,
0:03:15 > 0:03:17how much it's going to bend along its length,
0:03:17 > 0:03:20and how much the rider can twist it between their feet.
0:03:21 > 0:03:25Testing snowboards in the virtual environment means I can test
0:03:25 > 0:03:29hundreds of different material layups and lots of different arrangements,
0:03:29 > 0:03:31and I don't have to build all the prototypes,
0:03:31 > 0:03:34which is not only time consuming, but very expensive.
0:03:38 > 0:03:40Having decided on what prototype she's going to build,
0:03:40 > 0:03:45it's back out to the slopes to try it for real in the half pipe.
0:03:45 > 0:03:48This prototype is one of three, and they've been made with
0:03:48 > 0:03:51three different grades of fibre glass density.
0:03:51 > 0:03:57This prototype's been designed with slightly denser glass fibre layers,
0:03:57 > 0:04:01so it should be a bit stiffer and hopefully hold better on landings.
0:04:08 > 0:04:12The problem when designing a board is I can spend hours in the lab,
0:04:12 > 0:04:14designing what I believe is the perfect snowboard.
0:04:14 > 0:04:18But if I give it to a rider who takes it out and says, "You've not got it right",
0:04:18 > 0:04:21I haven't got it right. I can't argue with that.
0:04:22 > 0:04:24It was really good.
0:04:24 > 0:04:26It's really nice and stiff.
0:04:26 > 0:04:29Very easy to control your speed in the pipe.
0:04:29 > 0:04:31It's real good. Good fun.
0:04:31 > 0:04:36When Liza's happy with the design of a board, she can take it on to the next stage.
0:04:36 > 0:04:42She's now set up her own company to make the boards, and is already manufacturing up to 1,000 a year.
0:04:42 > 0:04:48My ambition for the future is to have a rider win a medal at the Olympics in 2014 on one of my boards.
0:05:00 > 0:05:05Tanya Budd is a keen sailor - one of over 3.2 million people
0:05:05 > 0:05:08who regularly take to the water across the UK.
0:05:08 > 0:05:12But boats are not without their dangers.
0:05:12 > 0:05:16It's estimated that thousands of people a year fall overboard.
0:05:16 > 0:05:18And, as Tanya has discovered,
0:05:18 > 0:05:23getting them back on the boat to safety can be extremely difficult.
0:05:23 > 0:05:26I can hardly reach him as it is, so it's going be impossible
0:05:26 > 0:05:29for me to pull him up out of the water by myself.
0:05:31 > 0:05:36So, for a school project, Tanya decided to come up with a solution.
0:05:39 > 0:05:43She started with an idea that other sailors have tried in the past -
0:05:43 > 0:05:47to use the jib sail to haul the victim out of the water.
0:05:47 > 0:05:50But this still has its problems.
0:05:50 > 0:05:53The main problem is this - you can't do it with one person.
0:05:53 > 0:05:58It's really heavy because it doesn't drain. The water doesn't drain out.
0:05:58 > 0:06:02And he's also being engulfed in water. So he could actually effectively drown, in the sail.
0:06:09 > 0:06:14This is the first proof of principle prototype that came up with after using the jib sail.
0:06:14 > 0:06:18You can fit the whole body in, so you feel safe and secure when being rolled back onto the deck.
0:06:18 > 0:06:25It tapers off nicely to a point, so you've got one end that can attach to a halyard, which you find on a boat.
0:06:25 > 0:06:28It runs all the way to the top of the mast and back down to a winch.
0:06:28 > 0:06:30So you've got a big mechanical advantage.
0:06:30 > 0:06:35And you simply use it like a pulley system, to winch the person out of the water.
0:06:37 > 0:06:41We've used a polyester mesh material. It's self-draining,
0:06:41 > 0:06:45so the casualty doesn't get engulfed in water. There's no risk of drowning.
0:06:45 > 0:06:50It also means once you're winching it up, it's really lightweight.
0:06:50 > 0:06:55I thought it'd be a really good idea to actually have a secondary function for this product.
0:06:55 > 0:06:58I decided what I would do is cut some holes in it,
0:06:58 > 0:07:01so you could climb up it like a boarding ladder, if they're able to do so.
0:07:03 > 0:07:07Tanya's next goal was to get it out on the market.
0:07:07 > 0:07:11A sea safety clothing company in the Isle of Wight were keen to take it on.
0:07:15 > 0:07:18I think the challenge is, with any manufacturing,
0:07:18 > 0:07:20it's great to come up with an idea,
0:07:20 > 0:07:23but taking it to the market is never easy or straightforward.
0:07:23 > 0:07:26You have to consider, obviously, all your costs
0:07:26 > 0:07:30and the costs involved in producing it, versus the cost that the general public,
0:07:30 > 0:07:33or your potential customer, will pay.
0:07:33 > 0:07:37We've taken your design and just tweaked it, really.
0:07:37 > 0:07:40There are quite a few constraints, because it's a safety product.
0:07:40 > 0:07:45There are all sorts of challenges with having certificated manufactured raw materials.
0:07:45 > 0:07:50And so finding a raw material that would suit the need was obviously one of our main concerns.
0:07:50 > 0:07:53- But we found that.- We've stuck with a polyester mesh fabric,
0:07:53 > 0:07:58but we've gone for a lighter grade that is just as durable.
0:07:58 > 0:08:01It's all tested and strain and load tested.
0:08:01 > 0:08:04So it does the job really nicely.
0:08:04 > 0:08:07As well as modifying the materials used for manufacture,
0:08:07 > 0:08:10there have also been changes to the built-in ladder system.
0:08:10 > 0:08:14We've gone from the circular design into the rung ladders.
0:08:14 > 0:08:18And we've used, for extra stability, glass fibre rods,
0:08:18 > 0:08:21so it's easier for the person to climb up and out of the water.
0:08:21 > 0:08:24We've also got these lovely little hand holds.
0:08:24 > 0:08:26They can easily grab hold of them and climb onto the boat.
0:08:30 > 0:08:33When the casualty can't climb out by themselves,
0:08:33 > 0:08:38you attach the top end to the halyard, throw it into the water, scoop them up...
0:08:38 > 0:08:39- You in there Steve?- Yup.
0:08:39 > 0:08:42..and then winch them up onto the boat.
0:08:44 > 0:08:46I've got him up out of the water by myself.
0:08:46 > 0:08:48One person, heavily waterlogged
0:08:48 > 0:08:51and he's laying on the deck safely, in the recovery position.
0:08:51 > 0:08:54But what do the professionals think?
0:08:54 > 0:09:00A company that specialises in marine safety training is putting it through its paces.
0:09:00 > 0:09:03- You OK there, mate?- Yup.- Yeah? OK.
0:09:03 > 0:09:06Without a shadow of a doubt it will definitely save lives.
0:09:06 > 0:09:10Anything that we can find that's going to make the recovery
0:09:10 > 0:09:14of a person from the water simple and effective, we want to use it.
0:09:16 > 0:09:19Tanya had never intended to be an engineer,
0:09:19 > 0:09:23but now she's studying for an engineering degree.
0:09:23 > 0:09:27And she's already coming up with other new ideas to make sailing safer.
0:09:27 > 0:09:31Being an engineer is great - really enjoy it. It's hands-on, it's practical, exciting.
0:09:31 > 0:09:34And you're looking at new challenges and helping shape the future.
0:09:48 > 0:09:54In the UK, 2.7 million people now travel by train every day.
0:09:54 > 0:09:56And here in Derby,
0:09:56 > 0:10:01Angela Dean is leading a team trying to make sure the trains are more reliable.
0:10:01 > 0:10:06They've developed a new system of predicting when and how trains are going to fail.
0:10:06 > 0:10:12At the moment, we're monitoring over 2,600 trains, all over the UK.
0:10:12 > 0:10:14This map allows us to track the whereabouts
0:10:14 > 0:10:18of each of the trains that we're monitoring at any point in time.
0:10:19 > 0:10:21Not only can they track the trains,
0:10:21 > 0:10:25but they're able to see how the train is performing.
0:10:25 > 0:10:29The computers that are built on these trains send us data,
0:10:29 > 0:10:34and we are able to use that data to create information about the health of the trains.
0:10:36 > 0:10:42The onboard computers send data, via the mobile phone network, to the control centre.
0:10:42 > 0:10:47The engineers analyse this data to build a picture of what's happening to the train.
0:10:47 > 0:10:51Computers and technology allow us to spot the issues
0:10:51 > 0:10:53before they become a problem.
0:10:53 > 0:10:55The whole reason we're able to do this is down to
0:10:55 > 0:10:59the control and communications equipment fitted to the trains.
0:10:59 > 0:11:01It all starts on our assembly line.
0:11:03 > 0:11:04When you build a modern train,
0:11:04 > 0:11:07the electric systems are at the heart of it
0:11:07 > 0:11:10and they're installed at the very start of the process.
0:11:10 > 0:11:15The cab ends are ready fitted with the electronics and computer systems.
0:11:16 > 0:11:22The roof, sides and floor have the cabling looms and pipe systems already in place.
0:11:22 > 0:11:25All the wiring just has to be connected.
0:11:28 > 0:11:33The different parts are then bolted together, and the train is lowered on to the bogey.
0:11:35 > 0:11:37It's then taken out to the test pen,
0:11:37 > 0:11:40where systems engineer Hiten Mistry
0:11:40 > 0:11:42loads up the software that brings the train to life.
0:11:42 > 0:11:45Hidden in here is the vehicle control unit.
0:11:45 > 0:11:48And this is like the main brains for the whole train.
0:11:48 > 0:11:49There's two on there,
0:11:49 > 0:11:54and basically we load on software that monitors and controls different aspects of the train.
0:11:54 > 0:11:56With the software loaded,
0:11:56 > 0:11:58and the vehicle control unit up and running,
0:11:58 > 0:12:01the train can function for the first time.
0:12:01 > 0:12:05This is the main driver's cab for the vehicle and as you can see,
0:12:05 > 0:12:09we've got the power brake controller to push the train forward or brake.
0:12:09 > 0:12:13The speed displays, the pressure gauges, all the controls for the doors.
0:12:13 > 0:12:18So everything you see here will be connected to the main computer system of the train.
0:12:18 > 0:12:20We'll try and power up the train.
0:12:20 > 0:12:22BLEEPING
0:12:24 > 0:12:30Now the train's powered up, give it a quick test and make sure it's ready before it goes out.
0:12:30 > 0:12:31Once it's out on the track,
0:12:31 > 0:12:36the computers on the train talk to each other and send information about the performance of the train
0:12:36 > 0:12:37back to the control centre.
0:12:37 > 0:12:41It automatically detects any problems and alerts the engineers.
0:12:41 > 0:12:46We've identified a problem with one of the trains down in east London.
0:12:46 > 0:12:51There's a potential problem with the traction motor package on that vehicle.
0:12:51 > 0:12:54Now, we need to do something about that quite quickly,
0:12:54 > 0:12:57otherwise the train could start slowing down,
0:12:57 > 0:13:00and obviously, that is going to affect the whole railway network.
0:13:00 > 0:13:04So we've caught it very quickly, which is excellent news.
0:13:04 > 0:13:08Angela contacts the train operator so they can bring the train in for repair.
0:13:10 > 0:13:12In the depot, engineer Peter Baker
0:13:12 > 0:13:18discovers a component in the traction unit is overheating, which is causing it to shut down.
0:13:18 > 0:13:21It's saying the temperature is like over 300 degrees.
0:13:21 > 0:13:23If it fails in service,
0:13:23 > 0:13:26it's not too much of a problem - the other coaches will power.
0:13:26 > 0:13:31But if you lose this and another coach, you'll have big problems.
0:13:31 > 0:13:35We've changed the temperature probe. It was at fault, the old one.
0:13:35 > 0:13:38You can see the temperature has dropped down to below 100 degrees,
0:13:38 > 0:13:42which is normal operating temperature for this converter.
0:13:44 > 0:13:47Because the train has given us this information,
0:13:47 > 0:13:51we're able to stop it before it affects the service and the operation of the train,
0:13:51 > 0:13:54and that's what we're really here to do.
0:13:56 > 0:14:03Using computers and communications in this way means that we're able to revolutionise the railway industry.
0:14:03 > 0:14:05We're going to make the railways better.
0:14:16 > 0:14:18These days, most commercial aircraft
0:14:18 > 0:14:21spend nearly half their lives in the air.
0:14:23 > 0:14:24To make sure it's safe to fly,
0:14:24 > 0:14:30every plane must pass strict maintenance tests, laid down by aviation authorities.
0:14:32 > 0:14:35Here in a hangar behind Heathrow Airport,
0:14:35 > 0:14:41a jumbo jet has arrived for its 100-day service, known as a two-A check.
0:14:41 > 0:14:44Leading the maintenance team is Mel Southall.
0:14:44 > 0:14:49This is a Boeing 747-400 aircraft that flew in yesterday from Boston.
0:14:49 > 0:14:51It came in for a two-A check,
0:14:51 > 0:14:55and we have 24 hours to perform that input, which we do every 100 days,
0:14:55 > 0:14:57and it's flying out tonight to Bangkok, all being well.
0:15:00 > 0:15:04Today on our plan we have to look at all the safety critical systems.
0:15:04 > 0:15:07We do some routine servicing on the engines.
0:15:07 > 0:15:10Changing a wheel, re-inflating the tyres and checking tyre pressures.
0:15:10 > 0:15:14So it's balancing workmanship,
0:15:14 > 0:15:18getting the delivery of the aircraft back out and maintaining safety as our priority.
0:15:20 > 0:15:24Mel's first task is to head to the flight deck,
0:15:24 > 0:15:27to check what faults have been logged by the central maintenance computer.
0:15:27 > 0:15:30This is the interface into the central maintenance computer.
0:15:30 > 0:15:35The central maintenance computer is a really brilliant tool for us as engineers,
0:15:35 > 0:15:40as it gives us the ability to look directly into the systems, and fault-find from the flight deck.
0:15:40 > 0:15:44Every system, from the engines to the in-flight entertainment,
0:15:44 > 0:15:49talks to the central maintenance computer, and any faults are logged.
0:15:49 > 0:15:54All this information is stored for the engineers to download when the aircraft comes in for its service.
0:15:56 > 0:16:00Straightaway, I can see that a ground proximity warning computer has failed.
0:16:02 > 0:16:06The ground proximity system will tell the pilots if they're flying too low.
0:16:08 > 0:16:12To fix it, Mel has to make her way deep inside the nose of the aircraft.
0:16:13 > 0:16:16This is the main equipment centre down here.
0:16:16 > 0:16:21This is where the computers that control all the aircraft's different systems are kept.
0:16:21 > 0:16:24When one of these computers fails,
0:16:24 > 0:16:28like the ground proximity warning system, that whole unit can be replaced.
0:16:30 > 0:16:34With the new unit in place, Mel heads back up to the flight deck.
0:16:35 > 0:16:38- COMPUTER:- 'Too low terrain.
0:16:38 > 0:16:40'Too low flaps.'
0:16:40 > 0:16:43The test has passed and we've got a passed indication down here.
0:16:43 > 0:16:46Changing that computer has put the system back to a serviceable condition.
0:16:46 > 0:16:48Pressure's still on. Awful lot to do.
0:16:51 > 0:16:56Other members of the team are now starting on the next challenge - testing the engines.
0:16:56 > 0:16:58This is this is a Rolls-Royce RB211 engine.
0:16:58 > 0:17:01We've got to do something called a dry cycle.
0:17:02 > 0:17:03Turning one.
0:17:03 > 0:17:08On a dry cycle, the engine blades are turned without using fuel.
0:17:08 > 0:17:12Instead, compressed air drives a pneumatic motor inside the engine.
0:17:12 > 0:17:14A dry cycle is just...
0:17:14 > 0:17:18You can check the engine in the hangar without starting the engine in the hangar.
0:17:18 > 0:17:21It would show up any leaks or anything like that.
0:17:21 > 0:17:23You want to find out in the hangar before you're outside.
0:17:25 > 0:17:28They've all passed their test. I've been speaking to my colleagues
0:17:28 > 0:17:32on the headset, and we're clear to go for an engine run now.
0:17:35 > 0:17:39One of the big challenges in a hangar is moving the aircraft in and out of it.
0:17:39 > 0:17:41We maybe have inches to spare.
0:17:41 > 0:17:45Everyone has to watch and be very vigilant when we're moving the aircraft.
0:17:45 > 0:17:49The live engine run takes place outside and is the final,
0:17:49 > 0:17:52but most crucial, task of the day.
0:17:52 > 0:17:56If the aircraft is to be ready for service, it has to pass.
0:17:58 > 0:17:59The pressure is on.
0:17:59 > 0:18:03So, we're just about to start running the engines on this aircraft.
0:18:03 > 0:18:06We've got to run all four of them.
0:18:06 > 0:18:09We take the engines up to full power and then we look at the vibration,
0:18:09 > 0:18:12and make sure it's within certain limits.
0:18:15 > 0:18:20An engineer on the flight deck monitors the engines while they're under test.
0:18:20 > 0:18:22Going up on one and four.
0:18:26 > 0:18:30In this case, they get the all-clear. The aircraft has passed.
0:18:32 > 0:18:34OK, Justin. Shutting down.
0:18:36 > 0:18:39So, we've had a successful day today. The aircraft's finished on time,
0:18:39 > 0:18:42and the engine runs have all been completed satisfactorily.
0:18:42 > 0:18:48The aircraft will be declared serviceable. It's safe to go into service and will fly again tonight.
0:18:49 > 0:18:54Mission accomplished. One jumbo jet is ready to take to the air again.
0:19:02 > 0:19:07Every year, extreme weather causes billions of pounds' worth of damage worldwide,
0:19:07 > 0:19:10and thousands of people lose their lives.
0:19:10 > 0:19:15We're still unable to give the precise forecasts which might allow us to reduce this annual toll.
0:19:18 > 0:19:20Maggie Aderin-Pocock is a project manager
0:19:20 > 0:19:23at one of the UK's leading space research centres,
0:19:23 > 0:19:27where they're building satellites to understand the weather in more detail.
0:19:27 > 0:19:30Satellites have really revolutionised weather forecasting.
0:19:30 > 0:19:34In the old days, someone would go outside and say, "Looks cloudy".
0:19:34 > 0:19:37These days, we can actually go above the atmosphere, look down,
0:19:37 > 0:19:40and see how weather fronts build and form.
0:19:43 > 0:19:48At the moment, weather satellites can only make observations from above.
0:19:48 > 0:19:51They're unable to measure what's going on under the clouds.
0:19:51 > 0:19:55Aeolus, the new satellite that Maggie's working on,
0:19:55 > 0:19:59is designed to measure wind speeds all the way down through the cloud layers,
0:19:59 > 0:20:01essential for accurate forecasting.
0:20:04 > 0:20:08Aeolus will help us because hurricanes and other catastrophic events like that
0:20:08 > 0:20:11are instigated by freak weather conditions.
0:20:11 > 0:20:15If we can predict those, it means, like, in the case of Hurricane Katrina,
0:20:15 > 0:20:18we may be able to warn people well in advance and evacuate areas.
0:20:20 > 0:20:22Aeolus measures wind speeds at different levels
0:20:22 > 0:20:25by sending a pulse of laser light into the atmosphere
0:20:25 > 0:20:30and bouncing it off particles which are moving around in the wind.
0:20:30 > 0:20:33If the particle is moving away from the satellite,
0:20:33 > 0:20:37the wavelength of the reflected light is stretched and it appears redder.
0:20:37 > 0:20:40If the particle is moving towards the satellite,
0:20:40 > 0:20:45the reflected wavelength is compressed and appears bluer.
0:20:45 > 0:20:48Now, we pick up those small wavelength changes by the satellite.
0:20:48 > 0:20:52We can measure wind speed, not just at the top of the atmosphere
0:20:52 > 0:20:54but all the way down through the atmosphere.
0:20:55 > 0:20:58That's the theory. But getting satellites to work
0:20:58 > 0:21:02in the extreme environment of space is no easy task.
0:21:02 > 0:21:06Jessica Housden's job is to make sure they do.
0:21:06 > 0:21:10In space, things can get really hot and really cold.
0:21:10 > 0:21:14And the side that faces the sun can get as hot as 150C -
0:21:14 > 0:21:15that's like an oven.
0:21:15 > 0:21:19And then the side that isn't facing the sun can be -50C,
0:21:19 > 0:21:21so that's like being in the Arctic.
0:21:21 > 0:21:24And inside, everything wants to be working at room temperature,
0:21:24 > 0:21:27so that's a really big challenge for us.
0:21:31 > 0:21:35This model simulates how the spacecraft distorts
0:21:35 > 0:21:39whilst it's going through the hot and cold parts of the orbit.
0:21:39 > 0:21:43It's really important to make sure we're building a spacecraft
0:21:43 > 0:21:45out of the best material to do the job.
0:21:45 > 0:21:48They use aluminium honeycomb on Aeolus,
0:21:48 > 0:21:50because the structure is strong and light,
0:21:50 > 0:21:53and aluminium is a good conductor of heat,
0:21:53 > 0:21:57so it spreads heat from the hot parts of the satellite to the colder areas,
0:21:57 > 0:21:59creating an equilibrium.
0:22:02 > 0:22:07Once they've designed the satellite, they've then got to make sure it survives the launch.
0:22:12 > 0:22:17We need to do vibration tests because when we put the satellite into the rocket...
0:22:18 > 0:22:23..the rocket, as it's being launched, produces a hell of a lot of vibration.
0:22:25 > 0:22:29This machine vibrates sections of the satellite up to ten G.
0:22:32 > 0:22:34And Maggie's team hit a problem.
0:22:34 > 0:22:39When we started doing the vibration tests, what we found is the heat pipes started to crack,
0:22:39 > 0:22:40which is absolutely fatal.
0:22:41 > 0:22:46Heat pipes stop the electronics from overheating, by conducting heat away.
0:22:47 > 0:22:52We did various tests in the lab and we found that the copper we were using wasn't pure enough,
0:22:52 > 0:22:55so we needed to source some oxygen-free copper.
0:22:55 > 0:22:59When we finally did the vibration tests and everything worked,
0:22:59 > 0:23:01it was relief throughout the team.
0:23:06 > 0:23:08Aeolus is now in the final stages of construction,
0:23:08 > 0:23:12and will be ready for launch in 2010.
0:23:12 > 0:23:16This is a very exciting place to work, cos we're working on space instrumentation.
0:23:16 > 0:23:20This will, one day soon, be in space and for me, that's fantastic.
0:23:20 > 0:23:24Here, there's a lot of passion for space, a lot of enthusiasm.
0:23:24 > 0:23:27It's a problem-solving environment,
0:23:27 > 0:23:28which I really enjoy.
0:23:28 > 0:23:32My dream as a child was always to get up and go into space,
0:23:32 > 0:23:34so, to me, I'm doing the next best thing -
0:23:34 > 0:23:37working on things that go into space. So, I love my job.
0:23:48 > 0:23:50Out here in the North Sea,
0:23:50 > 0:23:52there are 181 gas platforms
0:23:52 > 0:23:57that form a vital part of the UK's energy supply.
0:23:58 > 0:24:02This is one of the biggest, Rough 47/3B.
0:24:04 > 0:24:08Imogen Hutchcroft, an engineer responsible for checking its safety,
0:24:08 > 0:24:11is arriving for one of her regular visits to the platform.
0:24:14 > 0:24:19This is one of the harshest environments imaginable and everything needs regular testing.
0:24:19 > 0:24:23This platform was originally built in the 1970s,
0:24:23 > 0:24:26so it's getting pretty old now. It's a real challenge to keep it
0:24:26 > 0:24:29in good condition, with all the battering it takes from the weather.
0:24:33 > 0:24:36The platform is actually three different structures,
0:24:36 > 0:24:37connected by bridges.
0:24:39 > 0:24:42Gas is extracted from wellheads on the end structures,
0:24:42 > 0:24:44known as jackets, and pumped ashore.
0:24:44 > 0:24:48But for 20 years, it's also been used for gas storage.
0:24:48 > 0:24:52When there's excess gas available, it's pumped back to the platform
0:24:52 > 0:24:56and down again, into the gas reservoir under ground.
0:24:56 > 0:25:02Imogen is responsible for making sure there are no weaknesses or leaks in any of the pipework.
0:25:06 > 0:25:07This is the wellhead.
0:25:07 > 0:25:11It's where the gas comes up from the reservoir thousands of feet under the ground,
0:25:11 > 0:25:17through the wellhead, into the flow lines, which transmit the gas to the rest of the process.
0:25:23 > 0:25:27Gas comes from the outer two jackets onto this middle jacket,
0:25:27 > 0:25:30where it's cleaned up and processed and sent ashore.
0:25:31 > 0:25:36Gas is carried to and from the wellheads in pipes called flow lines.
0:25:36 > 0:25:39Some flow lines were recently found to be corroded,
0:25:39 > 0:25:42and the decision was taken to replace them.
0:25:42 > 0:25:47Corrosion's a really big problem out here, because it's a very salty atmosphere.
0:25:47 > 0:25:51If a pipe gets corroded, then we would have a leak of gas,
0:25:51 > 0:25:54which could potentially be an explosion or a fire.
0:25:54 > 0:25:57That's a very serious thing to happen offshore.
0:25:58 > 0:26:00Now, Imogen wants to check the new pipes.
0:26:00 > 0:26:03It's important that we get the thickness now,
0:26:03 > 0:26:07so that we can use it as a reference in future to check any corrosion that's occurred.
0:26:07 > 0:26:10What we have is a probe. This is bouncing sound
0:26:10 > 0:26:14through the wall thickness and we get an echo back from the back wall,
0:26:14 > 0:26:16and we get a reading on here.
0:26:16 > 0:26:18Well, I think that's looking fine.
0:26:22 > 0:26:25In overall charge of the platform and its safety
0:26:25 > 0:26:29is the offshore installation manager, Les Larchet.
0:26:29 > 0:26:32We noticed a ship about three miles away from our platform.
0:26:32 > 0:26:35If it comes to within a mile, we'll sound the general alarm.
0:26:35 > 0:26:37Yes. OK, Les. That's understood.
0:26:37 > 0:26:42We have 75% of the UK's gas storage underneath our feet.
0:26:42 > 0:26:46So it's very important to the country to keep this place going,
0:26:46 > 0:26:50and that's why we need top-class engineers
0:26:50 > 0:26:52to make sure that the equipment runs
0:26:52 > 0:26:55and is maintained to its highest level.
0:26:56 > 0:27:00Imogen is now preparing for a test of the fire sprinkler system.
0:27:00 > 0:27:02- RADIO:- 'Control room here.'
0:27:02 > 0:27:06Control room, can we start the deluge testing, please, on BD cellar?
0:27:06 > 0:27:08But this is a gas platform,
0:27:08 > 0:27:11and the system produces not so much a sprinkle -
0:27:11 > 0:27:12more of a deluge!
0:27:19 > 0:27:23The deluge systems help in the event of a fire and its really, really important
0:27:23 > 0:27:25that they work. It could save lives.
0:27:25 > 0:27:29The box over there is measured to be exactly a metre square,
0:27:29 > 0:27:33so we can work out the volume that we've collected in the given time.
0:27:34 > 0:27:40We're hoping to collect at least 12 litres per minute in each area.
0:27:44 > 0:27:46OK.
0:27:48 > 0:27:49Thank you.
0:27:52 > 0:27:56The test's gone really well, so we found that we've got enough water.
0:28:00 > 0:28:02But what future is there for gas,
0:28:02 > 0:28:06at a time when the emphasis is on renewable energy?
0:28:06 > 0:28:08Renewable energy is the future,
0:28:08 > 0:28:11but at the moment, it cannot meet the UK's demand.
0:28:11 > 0:28:16Therefore, gas is absolutely critical to maintain supplies.
0:28:18 > 0:28:21Gas production is really important for everybody's lives.
0:28:23 > 0:28:24I'd recommend my job to anyone.
0:28:24 > 0:28:27Not many people get to go to work by helicopter.
0:28:29 > 0:28:31The challenges are great.
0:28:31 > 0:28:33We're at the cutting edge of technology,
0:28:33 > 0:28:35and meeting the energy needs of the country.
0:28:48 > 0:28:51Subtitles by Red Bee Media Ltd
0:28:51 > 0:28:54E-mail subtitling@bbc.co.uk