Latest gear from Airbus
 The landing gear systems test rig of the Airbus A340-600 at Airbus UK.  |
Despite rapid and effective advances in computer simulation software, the necessity of physically testing systems as a final proof of design efficacy remains, which is why the largest Airbus landing gear test system yet constructed has just come on stream. It will complete more than 6000 cycles before the end of this year for the forthcoming longest-range and largest-capacity Airbuses built so far, the A340-500 and -600. Apart from the physical distance between the main and nose landing gears, the test rig is described as being a full-scale copy of the actual aircraft landing gear system, complete with wheels, tires, and associated hydraulics and control hardware. The rig is at the facilities of Airbus UK at Filton, England. Airbus UK is responsible for the design and build of Airbus aircraft wings and for the specification and integration of the landing gear system into the aircraft. Design and supply of the landing system equipment is the responsibility of 14 different international suppliers.
The aircraft use an all-new center landing gear supplied by Messier-Dowty and, for the first time, brake-by-wire for both the primary and back-up braking systems, supplied by Messier-Bugatti, is incorporated. Although the system is based on the landing gear design of the current A340, the much higher maximum takeoff weight of the new aircraft (up from 275 tonnes to 365 tonnes) demanded some major changes.
There are three particular elements of note. First, the center landing gear has been completely redesigned to a four-wheel bogie, with all wheels braked. Second, the higher weight of the aircraft has seen tire suppliers Michelin and Goodyear develop what are described as the highest load-rated tires for any civil aircraft. According to Airbus, each tire is capable of carrying a weight greater than that of a 30-tonne juggernaut while travelling at the speed of a Formula One car. Third, Airbus said that the greater aircraft weight loading has also led to the development of its largest ever carbon brakes. These are supplied by AlliedSignal and BFGoodrich. Each brake can absorb up to 115 MJ—equivalent to simultaneously stopping 320 one-tonne cars from 60 mph—requiring the brake discs to withstand temperatures approaching 1500°F.
Test work on the rig, which cost some $12 million to build and equip, will continue throughout 2001, and well over 6000 cycles are scheduled. Intensive efforts have been made to create a full-scale copy of the actual aircraft's landing system. This includes the length of the pipework used to construct the test rig duplicating that of the actual landing gear system on the aircraft. The A340-500/-600 are slated to enter service next year.
On another note, low-weight aluminum compressed air pipework is being used for jigs for the construction of wings for the A340-500/-600 and for the A330/A340. Produced by SimplAir, the pipework forms a framework for each of the jigs, creating workstations. Air tools can be connected "at any point" in the SimplAir pipework, said the manufacturer. Each framework comprises mainly 80-mm pipework, with the air passing up the jigs through column risers and branching out at each level in pipework sections measuring 4-12 m long. Its light weight allows the SimplAir pipework to be suspended from, or fixed to, any existing ceiling or wall surface via hanging or wall-mounting brackets, but provides no extra support to the structure. The jigs are three-story structures, and air tools are used at every level during wing construction.
- Stuart Birch
Abrasive blasting for Avanti
 The twin-turboprop Piaggio P. 180 Avanti. |
USF Vacu-Blast International, manufacturers of abrasive blasting cabinet systems, is supplying equipment in support of the recently up-rated and re-launched high-performance Italian Piaggio P180 Avanti executive aircraft. The aircraft is one of several types produced by Piaggio that uses engine components processed in abrasive blasting machines supplied by Vacu-Blast. These include "Closed-Circuit" mobile blasting systems for various surface preparation, treatment, and finishing operations. Piaggio also uses them to process parts for the Rolls-Royce Viper jet engines, which power the MB339 Aeroacchi aircraft flown by the Italian Air Force's aerobatics team, the Frecce Tricolori. The most recent addition to the Vacu-Blast range used by Piaggio is the Ventus 150P press-fed cabinet machine for tasks such as engine component cleaning with aluminum oxide media following heat treatment and surface preparation prior to electroplating and painting.
- Stuart Birch
Amsafe's inflatable restraints enter service
Amsafe Aviation's inflatable restraint system, AAIR, has completed certification testing under the FAA/Joint Airworthiness Authorization (JAA)/British Civil Aviation Authority (CAA) requirements late last year. With airworthiness certification now granted, the AAIR is now entering airline service on approximately 100 BAE Jetstream 41 aircraft operated by six regional carriers around the globe. The company expects rapid market expansion with installations in other aircraft types, including Airbus and Boeing scheduled for later this year.
The patented AAIR system was based on mature automobile supplemental restraint technology, which Amsafe adapted to aircraft requirements in a unique manner to meet the latest airline passenger safety standards as defined by FAR/JAR 25.562. The system uses a proprietary electronic system to detect an impending aircraft impact; after diagnosing the event, it deploys an airbag cushion from the fixed portion of the passenger lap belt away from the passenger and shields the passenger's head and upper torso from severe trauma caused by impact on bulkheads or other structures.
"AAIR promises to dramatically reduce deaths or severe injuries caused in otherwise survivable aircraft accidents," said Amsafe Aviation spokesperson Cary Pawluk. According to Amsafe, the AAIR system is modular; simple to install, use, and maintain; and is now available for retrofit on all models of commercial airliners.
- Frank Bokulich
Aircraft windows and lenses for Boeing and Embraer
 Boeing signs a new long-term agreement for PPG to supply transparencies for Boeing. |
PPG Industries' aerospace transparencies business has been awarded contracts by Boeing and Embraer to design and manufacture aircraft cockpit windows.
Under the agreement with Boeing, which expires at the end of 2005, PPG will be a sole-source supplier and will provide replacement parts to operators. PPG will produce original-equipment cockpit windows and spares for Boeing 777, 767, 757, and the Next-Generation 737 as well as original-equipment landing light lens assemblies for Boeing 777, 767, and Next-Generation 737 aircraft.
"A long-term contract affords PPG the opportunity to invest in equipment and product development that can help achieve cost savings in the long term," said David France, PPG Global Sales and Marketing Manager. "As an example, the number-three glass-laminate window for the Next-Generation 737 is being redesigned to improve heating and moisture ingress protection."
Under the agreement with Embraer, PPG is a risk-sharing partner responsible for the complete design of the main windshields and side cockpit windows and system integration into the new ERJ 170 and 190 regional jetliners. The main windshields will be three plies of the company's proprietary Herculite II chemically strengthened glass to meet bird-impact requirements at the lightest weight. The side cockpit widows will consist of two plies of acrylic with an optional acoustic panel. The windows will be manufactured at the company's Huntsville aircraft transparency plant in AL. Deliveries are expected to begin by mid-2002 for the ERJ 170 and late 2003 for the ERJ 190.
- Frank Bokulich
