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'''WheelTug''' is a fully integrated ground propulsion system for aircraft which puts a high torque electric motor into the hub of the nose wheel to allow for both forward and backwards movement without the use of pushback tugs or the planes own engines. WheelTug will drive the aircraft with power supplied by the onboard APU (Auxiliary Power Unit). The first version is being designed for the Boeing 737NG with delivery expected in 2012. |
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'''Chorus Motors PLC.''' is a subsidiary of the Gibraltar-based research and development company '''Borealis Exploration Ltd.''' and has invented and developed an improved AC induction motor/drive system. |
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== Impact on Gate Operations == |
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=== Safety === |
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'''[http://en.wikipedia.org/wiki/Pushback Pushback]''' errors [http://www.flightglobal.com/articles/2010/09/11/347208/video-delta-747-shunts-tow-tractor-at-gate.html] and collisions with the pushback tug can injure [http://www.insidebayarea.com/oaklandtribune/localnews/ci_15696090] or kill. Collisions with the tug can take aircraft out of operation for days and adversely affect the flight schedule for the rest of the day. |
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'''[http://en.wikipedia.org/wiki/Jet_blast Jet Blast]''' behind the engines and the area in front of the engines (Intake Danger Zone) are eliminated in the gate area. When no physical gate exists and passengers disembark onto the open tarmac, then with certain aircraft configurations it is normally necessary to let the engines cool down before a hatch is opened to disembark passengers. |
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It is expected that WheelTug equipped aircraft will have reduced insurance premiums as many of the risk factors (tug collisions, jet blast, jet intake) will be eliminated. |
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One example, the Chorus® Meshcon™ motor, is a high-phase-order motor/drive system that offers up to ten times the 'burst,' startup, or acceleration torque of a conventional motor and drive of the same rated horsepower and base speed. The Chorus Meshcon system provides high torque at low speeds without compromising high-speed operation and performance. This configuration is ideal for traction and increased low-speed torque loads |
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=== Start Times === |
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The Chorus® Meshcon™ Motor co-opts the [[harmonics]] that limit motor performance and that typically cause motor heating. This means a Chorus [[AC motor]] can generate far more [[torque]] than its conventional brethren and it does this by changing both the layout and the software of a standard [[AC induction motor]]. And because the Chorus® Meshcon™ motor is software controlled, it can be "reconfigured" on the fly, which enables it to smoothly change from behaving like a high-torque low-speed motor to behaving like a low-torque high-speed motor - all without the need for efficiency-robbing physical gearing. |
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Many airports have some form of '''[http://en.wikipedia.org/wiki/San_Diego_International_Airport#Noise_curfew noise curfew]'''.<ref>{{cite web |url=http://assets0.pubget.com/pdf/pgtmp_8978e31a-f9ce-ef5c-b6c5-2ebfe3211c9e.pdf |title=Aircraft noise-abatement and mitigation strategies |author=Raquel Girvin |date=2009 |work= |publisher= Elsevier Ltd. |accessdate=}}</ref> If a 6:00AM noise curfew is in effect, a WheelTug equipped aircraft will be able to back itself out of the gate and then queue up for the runway, warming up their engines for at 6:00AM for immediate takeoff. |
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Upon receiving clearance from the tower, pilots are able to back up immediately instead of waiting for the tug to arrive. Standard tug pushback first requires the hook-up of the tow bar to the front landing gear, then the push, and then engine warm up. A WheelTug equipped B737 can save 120-150 seconds by changing the standard pushback process and transferring engine warm up to immediately prior to entering the runway. |
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Another example, the Chorus® Star™ Motor, can achieve much higher torque densities than a traditional 3-phase motor, but with no cost penalty. The Chorus® Star™ concept utilizes concentrated, high phase order windings which allows the beneficial use of harmonics (temporal, spatial, and overload). Consequently, a Chorus machine can achieve much higher torque densities than a traditional 3 phase motor, but with no cost penalty. Chorus Star machines are superior to three-phase machines as well as permanent-magnet machines. |
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In May 2004, a Performance Review Commission report prepared by the University of Westminster put the cost of 'long' delays (of over 15 minutes) weighted by aircraft types and the known distribution.<ref>{{cite web |url=http://www.eurocontrol.int/prc/gallery/content/public/Docs/cost_of_delay.pdf |title=EVALUATING THE TRUE COST TO AIRLINES OF ONE MINUTE OF AIRBORNE OR GROUND DELAY |author=University of Westminster |date=May, 2004 |work= |publisher=European Organisation for the Safety of Air Navigation (EUROCONTROL) |accessdate=}}</ref> at 72 Euros. |
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The parent company [[Borealis]] signed an agreement with Delta Airlines to develop this motor for inclusion into the landing gear of Boeing 737NGs and allow electric ground taxi. The company '''Wheeltug PLC''' has been spun off as a subsidiary of '''Chorus Motors PLC.''' and the expected delivery of the first units is scheduled for 2010. [http://news.delta.com/article_display.cfm?article_id=10647] [http://www.Wheeltug.com] |
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[http://en.wikipedia.org/wiki/Air_Transport_Association The Air Transport Association] (ATA) calculated and reported the [http://www.airlines.org/Economics/DataAnalysis/Pages/CostofDelays.aspx Annual and per minute cost of Delays to U.S. Airlines] as $38/hour/passenger and |
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[[Boeing Phantom Works]] and [[Air Canada]] have successfully tested the '''Chorus Motor''''s '''Wheeltug''' motor system, making onboard electric drive motors viable for the first time. [http://www.boeing.com/news/releases/2005/q3/nr_050801a.html] Boeing and Chorus Motors have formed a partnership to develop and market this technology. [http://www.worldchanging.com/archives/001761.html] |
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In 2005, GE Aviation put the cost of delays at $66/minute (SOURCE??) |
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Borealis also signed an agreement with Delta Airlines for implementing the WheelTug System into the nosewheel of the next Boeing 737 NG late 2009.[http://news.delta.com/article_display.cfm?article_id=10647] |
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== Impact on Operational Costs == |
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The parent company Borealis has explored other uses for Chorus® Meshcon™ and has put its conclusions regarding the use of Chorus® Meshcon™ in Series Hybrids at www.ChorusCars.com. [http://www.ChorusCars.com] |
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=== Aircraft Maintenance === |
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'''Brakes''': Since standard aircraft taxi is controlled by playing the engines against the brakes, WheelTug will eliminate a significant amount of brake wear as the in-wheel motor will control movement and acceleration. Replacing brakes will become less frequent. |
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'''Engines''': Engine maintenance is partially dependent upon the total numbers of hours the engine operates. For taxi times of 23 minutes on each end of the flight, with multiple flights in a single day, a Boeing 737NG equipped with a WheelTug can save hours of engine operation time and reduce the frequency of the plane being taken out of service. Another factor that affects engine maintenance is the Foreign Object Damage (FOD) to the engines which creates nicks and dings on the turbine blades. To return the blades to a more aerodynamically efficient shape, the blades are 'blended,' and since the blending does not return them to their optimal shape, engine efficiency decreases. The engines efficiency degradation over time is slowed through the use of WheelTug to reduce FOD. |
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'''Landing Gear and Aircraft Frame''': As a standard pushback tug has its own inertia (separate from the aircraft), pushback involves a shock to the landing gear as the tug and tow bar move before the aircraft moves. As the motor is inside the wheel hub of the landing gear itself, all starts are smooth. |
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* [http://www.Wheeltug.com Wheeltug main site] |
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* [http://www.ChorusCars.com Website discussing the application of the Chorus® Meshcon™ Motor in Series Hybrids] |
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=== F.O.D. (Foreign Object Damage) === |
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[[:Category:Traction motor manufacturers]] |
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Per Flight Direct Cost of [http://en.wikipedia.org/wiki/Foreign_Object_Damage FOD] $26<ref>{{cite web |url=http://www.insightsri.com/system/files/The+Ecomonic+Cost+of+FOD+-+Jul08.pdf |title=The economic cost of FOD to airlines |author= |date=March 2008|work= |publisher= Insight SRI Ltd. |accessdate=}}</ref> is estimated by considering engine maintenance spending, tire replacements, and aircraft body damage. |
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Per Flight Indirect Cost of FOD include |
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User:Chovesh/Wheeltug Plc. |
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* Aircraft time out of service |
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* Delays, on ground |
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* Fuel efficiency losses |
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* Investigation costs |
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* Insurance premiums |
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* Airport efficiency costs |
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When these costs are added, then the cost of FOD increases by a multiple of up to 10x.<ref>{{cite web |url=http://www.insightsri.com/system/files/The+Ecomonic+Cost+of+FOD+-+Jul08.pdf |title=The economic cost of FOD to airlines |author= |date=March 2008|work= |publisher= Insight SRI Ltd. |accessdate=}}</ref> |
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=== Fuel Taxi Margin === |
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Aircraft need to carry the fuel to taxi once they leave the gate and to taxi once they land at their destination. WheelTug drastically reduces this fuel taxi margin as the electric motor is powered by the onboard auxiliary power unit (APU) which uses less fuel than the main engines. Extra fuel is often carried 'just in case' or in cases where there is a known or expected delay, and this can add several hundred pounds of weight to the plane which must then be carried to the runway and then to the destination. |
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== History == |
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=== Proof of Concept Test === |
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Boeing Phantom Works |
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Air Canada 757 |
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=== Electric Load Measurement === |
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=== Partnering Companies === |
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==References== |
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<references/> |
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Revision as of 19:46, 14 September 2010
WheelTug is a fully integrated ground propulsion system for aircraft which puts a high torque electric motor into the hub of the nose wheel to allow for both forward and backwards movement without the use of pushback tugs or the planes own engines. WheelTug will drive the aircraft with power supplied by the onboard APU (Auxiliary Power Unit). The first version is being designed for the Boeing 737NG with delivery expected in 2012.
Impact on Gate Operations
Safety
Pushback errors [1] and collisions with the pushback tug can injure [2] or kill. Collisions with the tug can take aircraft out of operation for days and adversely affect the flight schedule for the rest of the day.
Jet Blast behind the engines and the area in front of the engines (Intake Danger Zone) are eliminated in the gate area. When no physical gate exists and passengers disembark onto the open tarmac, then with certain aircraft configurations it is normally necessary to let the engines cool down before a hatch is opened to disembark passengers.
It is expected that WheelTug equipped aircraft will have reduced insurance premiums as many of the risk factors (tug collisions, jet blast, jet intake) will be eliminated.
Start Times
Many airports have some form of noise curfew.[1] If a 6:00AM noise curfew is in effect, a WheelTug equipped aircraft will be able to back itself out of the gate and then queue up for the runway, warming up their engines for at 6:00AM for immediate takeoff.
Upon receiving clearance from the tower, pilots are able to back up immediately instead of waiting for the tug to arrive. Standard tug pushback first requires the hook-up of the tow bar to the front landing gear, then the push, and then engine warm up. A WheelTug equipped B737 can save 120-150 seconds by changing the standard pushback process and transferring engine warm up to immediately prior to entering the runway.
In May 2004, a Performance Review Commission report prepared by the University of Westminster put the cost of 'long' delays (of over 15 minutes) weighted by aircraft types and the known distribution.[2] at 72 Euros.
The Air Transport Association (ATA) calculated and reported the Annual and per minute cost of Delays to U.S. Airlines as $38/hour/passenger and
In 2005, GE Aviation put the cost of delays at $66/minute (SOURCE??)
Impact on Operational Costs
Aircraft Maintenance
Brakes: Since standard aircraft taxi is controlled by playing the engines against the brakes, WheelTug will eliminate a significant amount of brake wear as the in-wheel motor will control movement and acceleration. Replacing brakes will become less frequent.
Engines: Engine maintenance is partially dependent upon the total numbers of hours the engine operates. For taxi times of 23 minutes on each end of the flight, with multiple flights in a single day, a Boeing 737NG equipped with a WheelTug can save hours of engine operation time and reduce the frequency of the plane being taken out of service. Another factor that affects engine maintenance is the Foreign Object Damage (FOD) to the engines which creates nicks and dings on the turbine blades. To return the blades to a more aerodynamically efficient shape, the blades are 'blended,' and since the blending does not return them to their optimal shape, engine efficiency decreases. The engines efficiency degradation over time is slowed through the use of WheelTug to reduce FOD.
Landing Gear and Aircraft Frame: As a standard pushback tug has its own inertia (separate from the aircraft), pushback involves a shock to the landing gear as the tug and tow bar move before the aircraft moves. As the motor is inside the wheel hub of the landing gear itself, all starts are smooth.
F.O.D. (Foreign Object Damage)
Per Flight Direct Cost of FOD $26[3] is estimated by considering engine maintenance spending, tire replacements, and aircraft body damage.
Per Flight Indirect Cost of FOD include
- Aircraft time out of service
- Delays, on ground
- Fuel efficiency losses
- Investigation costs
- Insurance premiums
- Airport efficiency costs
When these costs are added, then the cost of FOD increases by a multiple of up to 10x.[4]
Fuel Taxi Margin
Aircraft need to carry the fuel to taxi once they leave the gate and to taxi once they land at their destination. WheelTug drastically reduces this fuel taxi margin as the electric motor is powered by the onboard auxiliary power unit (APU) which uses less fuel than the main engines. Extra fuel is often carried 'just in case' or in cases where there is a known or expected delay, and this can add several hundred pounds of weight to the plane which must then be carried to the runway and then to the destination.
History
Proof of Concept Test
Boeing Phantom Works Air Canada 757
Electric Load Measurement
Partnering Companies
References
- ^ Raquel Girvin (2009). "Aircraft noise-abatement and mitigation strategies" (PDF). Elsevier Ltd.
- ^ University of Westminster (May, 2004). "EVALUATING THE TRUE COST TO AIRLINES OF ONE MINUTE OF AIRBORNE OR GROUND DELAY" (PDF). European Organisation for the Safety of Air Navigation (EUROCONTROL).
{{cite web}}: Check date values in:|date=(help) - ^ "The economic cost of FOD to airlines" (PDF). Insight SRI Ltd. March 2008.
- ^ "The economic cost of FOD to airlines" (PDF). Insight SRI Ltd. March 2008.