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B 737 vs A 320
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<blockquote data-quote="cosmiccomet74" data-source="post: 1448617" data-attributes="member: 4858"><p>No, bullrock, por lo que veo este sistema se esta desarrollando para aviones narrow body.</p><p></p><p><span style="font-size: 22px"><strong>PARIS: Safran/Honeywell demonstrate 'green taxi' system in Le Bourget</strong></span></p><ul> <li data-xf-list-type="ul"><a href="http://www.flightglobal.com/landingpage/michael%20gubisch.html"> MICHAEL GUBISCH</a> PARIS<br /> 10:21 16 Jun 2013 <br /> Source: <a href="http://www.flightglobal.com/staticpages/subscriptions.html"><img src="http://www.flightglobal.com/images/articlesources/flightdailynews.png" alt="" class="fr-fic fr-dii fr-draggable " style="" /></a><br /> <br /> <br /> Safran and Honeywell will demonstrate for the first time their jointly developed electric taxiing system on an <a href="http://www.flightglobal.com/landingpage/Airbus%20A320.html">Airbus A320</a> test aircraft as part of this year's flying display at <a href="http://www.flightglobal.com/landingpage/Paris%20Charles%20de%20Gaulle.html">Paris</a> Air Show.<br /> <br /> The two manufacturers have tested a prototype of the electrically-powered main wheel drive system in Toulouse, after it was installed on the narrowbody earlier in 2013. The team has taxied around 185km (115 miles) during several trial runs at the airport in south France, says Marc Ventre, executive vice-president for Safran's aerospace propulsion branch.<br /> <br /> The prototype is in flyable condition, but has thus far not been approved for test flights. The equipment was therefore removed for the transfer to <a href="http://www.flightglobal.com/landingpage/Paris%20Le%20Bourget.html">Le Bourget</a> about two weeks ago, and has meanwhile been re-installed.<br /> <br /> Safran and Honeywell plan to demonstrate electric taxi operations every afternoon until 21 June.<br /> <br /> The manufacturers opted for a design with a single electric motor on each main landing gear. Both drive units are supplied with electricity from the auxiliary power unit (APU), while the two main engines can remain shut for taxi operations.<br /> <br /> Avoiding unnecessary fuel burn and noise are the main objectives for the electric green taxiing system (EGTS). But the equipment should also cut engine maintenance costs - as the powerplants clock up less operating hours - and the risk of damage from foreign object debris on the ground.<br /> <br /> Entry into service is planned for 2016, with the system being available both for line- and retrofit.<br /> <br /> The initial installation and trial operations have gone well and showed need only for minor changes to the current design, says Ventre. The system's weight is "close" to the 100kg (220lb) target per drive unit.<br /> <br /> <br /> <br /> <img src="http://www.flightglobal.com/Assets/GetAsset.aspx?ItemID=51186" alt="" class="fr-fic fr-dii fr-draggable " style="" /> <br /> <strong>Safran/Honeywell green taxi system</strong><br /> <br /> <br /> <br /> "The test pilots love it", says Ventre. They taxied the aircraft up to around 15kt (28km/h) - the target is 20kt - and performed tight turns, whereby the mains wheels on one side of the aircraft turned forward while those on the other side reversed.<br /> <br /> Since the two companies formed a joint venture to develop the taxiing technology at the last <a href="http://www.flightglobal.com/paris">Paris air show</a> in 2011, the system has logged more than 3,000 lab hours of sub-system testing and garnered the interest of more than 50 airlines, says Jim Fusaro, vice-president marketing and product management for the EGTS programme.<br /> <br /> Since an <a href="http://www.flightglobal.com/landingpage/Airbus%20A320.html">A320</a> test aircraft was first moved with the EGTS in mid-2012, the system has undergone more than 160km of rolling testing over a 300h period, says Fusaro. Honeywell and Safran have more than 200 engineers at a dozen sites around the world working on the system, the architecture of which was frozen in the first quarter of 2012.<br /> <br /> Honeywell and Safran estimate that the EGTS can save up to 4% block fuel costs on an Airbus A320-sized aircraft travelling 500nm.<br /> <br /> For EGTS, they decided to power the main wheels rather than the nose wheels, which is another approach being used in the market. Using the main wheels was a strategic decision, says Olivier Savin, Safran's EGTS programme vice-president, in a white paper released by Safran and Honeywell.<br /> <br /> "The primary driver for powering the main wheels rather than the nose wheel is traction," he says. "Less than 10% of the aircraft weight is on the aircraft nose gear, making it difficult to achieve the taxi performance required by airlines in all operating conditions," he says.<br /> <br /> <span style="font-size: 22px"><strong>Air Berlin selects WheelTug electric taxi system</strong></span><ul> <li data-xf-list-type="ul"><a href="http://www.flightglobal.com/landingpage/michael%20gubisch.html"> MICHAEL GUBISCH</a> LONDON<br /> 04:20 4 Jun 2013 <br /> Source: <a href="http://www.flightglobal.com/pro/what-is-pro/"><img src="http://www.flightglobal.com/images/articlesources/pro.png" alt="" class="fr-fic fr-dii fr-draggable " style="" /></a><br /> <br /> <br /> <a href="http://www.flightglobal.com/landingpage/airberlin.html">Air Berlin</a> plans to install WheelTug electric taxi systems on 63 Airbus A320-family jets and 37 <a href="http://www.flightglobal.com/landingpage/Boeing.html">Boeing</a>737s.<br /> <br /> The German carrier and Gibraltar-headquartered equipment developer have signed a letter of intent covering supply of the nose wheel drive system, which is intended to enable pilots to taxi from the gate to the runway without powering up the engine.<br /> <br /> WheelTug aims to certify the system by year-end.<br /> <br /> <br /> Otra cosa que estan desarrollando es un tow track que puede ser controlado desde el cockpit.<br /> <br /> <span style="font-size: 22px"><strong>Pilots evaluate Taxibot before planned certification in 2013</strong></span><ul> <li data-xf-list-type="ul"><a href="http://www.flightglobal.com/landingpage/michael%20gubisch.html"> MICHAEL GUBISCH</a> LONDON<br /> 11:15 27 Nov 2012 <br /> Source: <a href="http://www.qssweb.co.uk/rbpsubs/default.aspx?title=fin&entry=new&subtype=a&prom=1469"><img src="http://www.flightglobal.com/images/articlesources/flightinternational.png" alt="" class="fr-fic fr-dii fr-draggable " style="" /></a><br /> <br /> <br /> Several airlines and ground handling providers have tested the Taxibot pilot-controlled tow-tractor using an ex-British Airways <a href="http://www.flightglobal.com/landingpage/Airbus%20A320.html">Airbus A320</a> at France's Châteauroux airport. Israel Aerospace Industries has been developing the semi-robotic vehicle with French ground-support equipment manufacturer TLD Group, <a href="http://www.flightglobal.com/landingpage/Airbus.html">Airbus</a> and <a href="http://www.flightglobal.com/landingpage/Lufthansa.html">Lufthansa</a> Engineering and Operational Services. Advanced system tests began in July.<br /> <br /> Lufthansa plans to deploy three beta-version Taxibots for its <a href="http://www.flightglobal.com/landingpage/Boeing%20737.html">Boeing 737</a> operations in <a href="http://www.flightglobal.com/landingpage/Frankfurt.html">Frankfurt</a>during a six-month trial from mid-2013, when certification is intended. Regular service will follow in early 2014.<br /> <br /> Project director Ran Braier says IAI wanted to gain handling feedback from pilots with no experience of Taxibot, with the tests in France showing better system performance than expected. Data will be used to fine-tune the hybrid-powered vehicle during, for example, software changes. For the trials, IAI used a 1990 <a href="http://www.flightglobal.com/landingpage/Airbus%20A320.html">A320</a> (MSN109) and several airlines - including <a href="http://www.flightglobal.com/landingpage/British%20Airways.html">British Airways</a>, <a href="http://www.flightglobal.com/landingpage/Air%20France.html">Air France</a>, China Eastern, China Southern, <a href="http://www.flightglobal.com/landingpage/FedEx.html">FedEx</a>, Lufthansa, <a href="http://www.flightglobal.com/landingpage/United%20Airlines.html">United Airlines</a> and <a href="http://www.flightglobal.com/landingpage/WestJet.html">WestJet</a> - evaluated the tractor. Ground-handling provider Swissport and France's Aéroports de <a href="http://www.flightglobal.com/landingpage/Paris%20Charles%20de%20Gaulle.html">Paris</a> also participated.<br /> <br /> <br /> <br /> <img src="http://www.flightglobal.com/Assets/GetAsset.aspx?ItemID=48770" alt="" class="fr-fic fr-dii fr-draggable " style="" /><br /> IAI<br /> <br /> <strong>Crews steered the vehicle using the A320's nose-wheel tiller arm</strong><br /> <br /> <br /> <br /> Taxibot, operated by a driver, lifts the aircraft's nose wheels for pushback but for taxiing pilots control the tug to avoid unnecessary use of engines. Pilots steer the tractor via the nose-gear tiller in the cockpit, with aircraft wheels resting on a rotating platform, translating nose-gear deflections into directional changes for the tug. Aircraft wheel brakes are used for deceleration. Forward speed is also controlled by braking.<br /> <br /> After the tug driver selects pilot-control mode, the tractor starts to move as the flightcrew release the brakes. Braier likens the handling to an automatic car. Maximum speed will be electronically limited depending on the aircraft's position at the airport and, using databases and satellite navigation, the tug could move faster on a straight taxiway while operating slowly on the apron.<br /> <br /> The nose-wheel platform also allows some lateral movement to absorb loads and avoid nose-gear damage. Airbus senior vice-president for business development Frédéric Pochet says the system creates no excessive loads and has "absolutely no impact" on nose-gear fatigue life. Pilots reported better handling during runway back-tracking and tight turns than under main engine power, he adds. They were able to make 270˚ turns with the inner main gear "turning on the spot".<br /> <br /> The next phase will test Taxibot beyond its design limits, says Braier. Aircraft will be loaded above maximum take-off weight, accelerated beyond the tug's speed limit and stopped with maximum braking. These trials - running December-February - have been scheduled for the end of the testing period. In addition to the eight-wheel narrowbody tractor, IAI is developing a 12-wheel version for widebodies up to the <a href="http://www.flightglobal.com/landingpage/Airbus%20A380.html">A380</a>. Testing is to begin in 2013, with service entry scheduled for 2016.<br /> <br /> IAI is finalising a contract with a launch customer, says Yehoshua Eldar, IAI's corporate vice-president for business development. The unnamed US company leases out tractors to airlines and ground-handling providers, and plans to buy 35 narrowbody and 15 widebody tugs.<br /> </li> </ul></li> </ul></li> </ul></blockquote><p></p>
[QUOTE="cosmiccomet74, post: 1448617, member: 4858"] No, bullrock, por lo que veo este sistema se esta desarrollando para aviones narrow body. [SIZE=6][B]PARIS: Safran/Honeywell demonstrate 'green taxi' system in Le Bourget[/B][/SIZE] [LIST] [*][URL='http://www.flightglobal.com/landingpage/michael%20gubisch.html'] MICHAEL GUBISCH[/URL] PARIS 10:21 16 Jun 2013 Source: [URL='http://www.flightglobal.com/staticpages/subscriptions.html'][IMG]http://www.flightglobal.com/images/articlesources/flightdailynews.png[/IMG][/URL] Safran and Honeywell will demonstrate for the first time their jointly developed electric taxiing system on an [URL='http://www.flightglobal.com/landingpage/Airbus%20A320.html']Airbus A320[/URL] test aircraft as part of this year's flying display at [URL='http://www.flightglobal.com/landingpage/Paris%20Charles%20de%20Gaulle.html']Paris[/URL] Air Show. The two manufacturers have tested a prototype of the electrically-powered main wheel drive system in Toulouse, after it was installed on the narrowbody earlier in 2013. The team has taxied around 185km (115 miles) during several trial runs at the airport in south France, says Marc Ventre, executive vice-president for Safran's aerospace propulsion branch. The prototype is in flyable condition, but has thus far not been approved for test flights. The equipment was therefore removed for the transfer to [URL='http://www.flightglobal.com/landingpage/Paris%20Le%20Bourget.html']Le Bourget[/URL] about two weeks ago, and has meanwhile been re-installed. Safran and Honeywell plan to demonstrate electric taxi operations every afternoon until 21 June. The manufacturers opted for a design with a single electric motor on each main landing gear. Both drive units are supplied with electricity from the auxiliary power unit (APU), while the two main engines can remain shut for taxi operations. Avoiding unnecessary fuel burn and noise are the main objectives for the electric green taxiing system (EGTS). But the equipment should also cut engine maintenance costs - as the powerplants clock up less operating hours - and the risk of damage from foreign object debris on the ground. Entry into service is planned for 2016, with the system being available both for line- and retrofit. The initial installation and trial operations have gone well and showed need only for minor changes to the current design, says Ventre. The system's weight is "close" to the 100kg (220lb) target per drive unit. [IMG]http://www.flightglobal.com/Assets/GetAsset.aspx?ItemID=51186[/IMG] [B]Safran/Honeywell green taxi system[/B] "The test pilots love it", says Ventre. They taxied the aircraft up to around 15kt (28km/h) - the target is 20kt - and performed tight turns, whereby the mains wheels on one side of the aircraft turned forward while those on the other side reversed. Since the two companies formed a joint venture to develop the taxiing technology at the last [URL='http://www.flightglobal.com/paris']Paris air show[/URL] in 2011, the system has logged more than 3,000 lab hours of sub-system testing and garnered the interest of more than 50 airlines, says Jim Fusaro, vice-president marketing and product management for the EGTS programme. Since an [URL='http://www.flightglobal.com/landingpage/Airbus%20A320.html']A320[/URL] test aircraft was first moved with the EGTS in mid-2012, the system has undergone more than 160km of rolling testing over a 300h period, says Fusaro. Honeywell and Safran have more than 200 engineers at a dozen sites around the world working on the system, the architecture of which was frozen in the first quarter of 2012. Honeywell and Safran estimate that the EGTS can save up to 4% block fuel costs on an Airbus A320-sized aircraft travelling 500nm. For EGTS, they decided to power the main wheels rather than the nose wheels, which is another approach being used in the market. Using the main wheels was a strategic decision, says Olivier Savin, Safran's EGTS programme vice-president, in a white paper released by Safran and Honeywell. "The primary driver for powering the main wheels rather than the nose wheel is traction," he says. "Less than 10% of the aircraft weight is on the aircraft nose gear, making it difficult to achieve the taxi performance required by airlines in all operating conditions," he says. [SIZE=6][B]Air Berlin selects WheelTug electric taxi system[/B][/SIZE] [LIST] [*][URL='http://www.flightglobal.com/landingpage/michael%20gubisch.html'] MICHAEL GUBISCH[/URL] LONDON 04:20 4 Jun 2013 Source: [URL='http://www.flightglobal.com/pro/what-is-pro/'][IMG]http://www.flightglobal.com/images/articlesources/pro.png[/IMG][/URL] [URL='http://www.flightglobal.com/landingpage/airberlin.html']Air Berlin[/URL] plans to install WheelTug electric taxi systems on 63 Airbus A320-family jets and 37 [URL='http://www.flightglobal.com/landingpage/Boeing.html']Boeing[/URL]737s. The German carrier and Gibraltar-headquartered equipment developer have signed a letter of intent covering supply of the nose wheel drive system, which is intended to enable pilots to taxi from the gate to the runway without powering up the engine. WheelTug aims to certify the system by year-end. Otra cosa que estan desarrollando es un tow track que puede ser controlado desde el cockpit. [SIZE=6][B]Pilots evaluate Taxibot before planned certification in 2013[/B][/SIZE] [LIST] [*][URL='http://www.flightglobal.com/landingpage/michael%20gubisch.html'] MICHAEL GUBISCH[/URL] LONDON 11:15 27 Nov 2012 Source: [URL='http://www.qssweb.co.uk/rbpsubs/default.aspx?title=fin&entry=new&subtype=a&prom=1469'][IMG]http://www.flightglobal.com/images/articlesources/flightinternational.png[/IMG][/URL] Several airlines and ground handling providers have tested the Taxibot pilot-controlled tow-tractor using an ex-British Airways [URL='http://www.flightglobal.com/landingpage/Airbus%20A320.html']Airbus A320[/URL] at France's Châteauroux airport. Israel Aerospace Industries has been developing the semi-robotic vehicle with French ground-support equipment manufacturer TLD Group, [URL='http://www.flightglobal.com/landingpage/Airbus.html']Airbus[/URL] and [URL='http://www.flightglobal.com/landingpage/Lufthansa.html']Lufthansa[/URL] Engineering and Operational Services. Advanced system tests began in July. Lufthansa plans to deploy three beta-version Taxibots for its [URL='http://www.flightglobal.com/landingpage/Boeing%20737.html']Boeing 737[/URL] operations in [URL='http://www.flightglobal.com/landingpage/Frankfurt.html']Frankfurt[/URL]during a six-month trial from mid-2013, when certification is intended. Regular service will follow in early 2014. Project director Ran Braier says IAI wanted to gain handling feedback from pilots with no experience of Taxibot, with the tests in France showing better system performance than expected. Data will be used to fine-tune the hybrid-powered vehicle during, for example, software changes. For the trials, IAI used a 1990 [URL='http://www.flightglobal.com/landingpage/Airbus%20A320.html']A320[/URL] (MSN109) and several airlines - including [URL='http://www.flightglobal.com/landingpage/British%20Airways.html']British Airways[/URL], [URL='http://www.flightglobal.com/landingpage/Air%20France.html']Air France[/URL], China Eastern, China Southern, [URL='http://www.flightglobal.com/landingpage/FedEx.html']FedEx[/URL], Lufthansa, [URL='http://www.flightglobal.com/landingpage/United%20Airlines.html']United Airlines[/URL] and [URL='http://www.flightglobal.com/landingpage/WestJet.html']WestJet[/URL] - evaluated the tractor. Ground-handling provider Swissport and France's Aéroports de [URL='http://www.flightglobal.com/landingpage/Paris%20Charles%20de%20Gaulle.html']Paris[/URL] also participated. [IMG]http://www.flightglobal.com/Assets/GetAsset.aspx?ItemID=48770[/IMG] IAI [B]Crews steered the vehicle using the A320's nose-wheel tiller arm[/B] Taxibot, operated by a driver, lifts the aircraft's nose wheels for pushback but for taxiing pilots control the tug to avoid unnecessary use of engines. Pilots steer the tractor via the nose-gear tiller in the cockpit, with aircraft wheels resting on a rotating platform, translating nose-gear deflections into directional changes for the tug. Aircraft wheel brakes are used for deceleration. Forward speed is also controlled by braking. After the tug driver selects pilot-control mode, the tractor starts to move as the flightcrew release the brakes. Braier likens the handling to an automatic car. Maximum speed will be electronically limited depending on the aircraft's position at the airport and, using databases and satellite navigation, the tug could move faster on a straight taxiway while operating slowly on the apron. The nose-wheel platform also allows some lateral movement to absorb loads and avoid nose-gear damage. Airbus senior vice-president for business development Frédéric Pochet says the system creates no excessive loads and has "absolutely no impact" on nose-gear fatigue life. Pilots reported better handling during runway back-tracking and tight turns than under main engine power, he adds. They were able to make 270˚ turns with the inner main gear "turning on the spot". The next phase will test Taxibot beyond its design limits, says Braier. Aircraft will be loaded above maximum take-off weight, accelerated beyond the tug's speed limit and stopped with maximum braking. These trials - running December-February - have been scheduled for the end of the testing period. In addition to the eight-wheel narrowbody tractor, IAI is developing a 12-wheel version for widebodies up to the [URL='http://www.flightglobal.com/landingpage/Airbus%20A380.html']A380[/URL]. Testing is to begin in 2013, with service entry scheduled for 2016. IAI is finalising a contract with a launch customer, says Yehoshua Eldar, IAI's corporate vice-president for business development. The unnamed US company leases out tractors to airlines and ground-handling providers, and plans to buy 35 narrowbody and 15 widebody tugs. [/LIST] [/LIST] [/LIST] [/QUOTE]
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