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When we learn to fly, one of the first lessons is taxiing. In the general world of aviation, there is not much difference in how one plane taxi compares to another. The differences are relatively small and getting the plane in and out is just a matter of practice.
Airplane Taxiing
However, as you go up the chain, the cab is bigger, the longer the plane is different. Pilots can go years or even decades without taxiing in a plane, and moving into the left seat can be a bit of a challenge. The view is different, and you steer with your hands on the tiller, not with your feet on the rudder pedals. Longer aircraft, such as the Boeing 737-900 and newer, require more planning to turn to avoid hitting taxi lights and other objects.
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Especially in the gate areas, things can go wrong. Gone are the days of just turning against the taxi line. In fact, if you look out of the terminal window from the ramp, you will often see many lines. Some gates can only be used by certain aircraft, and others have separate rows for aircraft of different sizes. Often on the ramp you will see red lines (or some other color code) that usually correlate with the outline of the aircraft. These are safety limits and serve a couple of reasons. The airport and airlines have done the math to determine that all ground equipment must be kept away from these lines. Forklifts, belt loaders, fuel trucks and other vehicles must be outside the security area unless they specifically serve the aircraft.
Another objective, kind of tied to the above, is the de-icing operation at the city gate. If the aircraft is properly parked and other equipment is out of the way, the deicing truck should be able to safely de-ice the aircraft as a pilot in a safe area without fear of hitting the aircraft or other equipment or vehicles.
It is also important to learn to leave enough room to turn so that the extended centerline of the fuselage is in line with the cab. The plane should be as close to parallel as possible. If it is in the center at all, it can have great consequences. Keep in mind that the wingspan is more than 100 feet, so even a minor injury to an aircraft can leave the wing or tail open to unexpected contact with another aircraft or vehicle. Believe it or not, it happens.
Taxiing is one of those things that looks easier than it is, and that's especially true on larger airliners. When it's time to sit left, take the time to really get a picture of the controls and go slow. Don't just follow the lines - be the lines! On average, a single-aisle jet burns over 65 gallons of fuel during a taxi, which translates to nearly $130 per flight (assuming jet fuel is $2 per gallon) and about $650 per day (assuming 5 flights per day ). The use of the electronic taxi system (ETS) could offset these costs, but installing the required ETS engines increases the overall weight of the aircraft, which can lead to higher fuel consumption throughout the flight.
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To solve this, aircraft manufacturers are developing autonomous taxi systems that operate without a tug or main engine. The systems have not been deployed on a commercial scale and most of the development is still in the laboratory, but they are supported by many operators around the world. Some solutions are intended to be commercialized in the short or medium term.
High initial costs are common in the capital-intensive aviation industry, making it difficult for full-service airlines or new market entrants following the LCC model to test new technologies such as electronic taxi systems. To reduce ground handling costs, low-cost airlines choose systems such as WheelTug due to its innovative business model of leasing the systems to airlines at a price that also includes a percentage of cost savings achieved . This gives the airline to buy with a certain level. The WheelTug system has demonstrated savings of over $1 million per aircraft per year.
In a cam-wheel controlled cab, the turning radius is limited, as the upper limit of the steering angle is usually around 60 degrees. Thus, conventional nose wheel control is not suitable for short radius turns on larger aircraft such as the A380 or 777X in the future, and would require the main landing gear control system.
Even if the main landing control system is used, sharp turns should be made at low roll speeds to reduce the centripetal forces which, together with crosswind forces, affect the roll stability of the aircraft. These two forces can overturn an airplane. Loads on the nose wheel can also interfere with steering control. Backing up is even more risky, especially when done with jet power. For this reason, aircraft reversal is often done with a towing vehicle.
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To prevent the plane from crashing, they move slowly on the ground, which increases both taxi time and fuel consumption.
One of the biggest advantages of ETS is safer taxiing at higher speeds both front and rear.
The Electric Green Taxiing System project was suspended in 2016, but it launched the development of new sustainable taxi solutions, such as Safran's initiative to increase the efficiency of aircraft and aircraft landing gear. Israel Aerospace Industries has partnered with ground support equipment manufacturer TLD to develop electronic taxi solutions for aircraft that undergo frequent pressure cycles, such as short-haul and medium-haul aircraft.
A conventional tug can stress the noewheel during braking. TaxiBot, a semi-autonomous electric vehicle that can be controlled by a pilot, solves this by allowing the pilot to use the main landing gear for braking to avoid fatigue. This can be useful in heavier vehicles.
Emirates Plane Taxiing At Sea Tac International Airport.
Since aircraft brakes generate a lot of heat, ETS requires good thermal management. In single aisles, brake temperatures can exceed 300 degrees Celsius. The brakes must cool down to a certain level for the plane to take off. This is achieved by cold atmospheric air flowing through the gaps between the brake discs and exiting the protective mesh of the hub. Air can also pass through holes in the wheel flange, while integrated fans help dissipate heat.
The introduction of ETS hardware on the brakes can interfere with the cooling air path, but an automatic transformer unit or ATRU can be used to avoid this. Safran and Thales are developing a light ATRU. Despite the environmental and sustainability benefits of ETS, it requires a power source such as an auxiliary power unit (APU). In collaboration with EGTS International, Airbus tested an APU-controlled taxi system on an A320 aircraft that could move on the tarmac without its main engines. The system was developed by the company Safran-Honeywell and consists of one wheel. each main gear is equipped with an electric motor, a reduction gear and a clutch assembly to support movement during taxi operation. Electronic power and control systems allow pilots to control speed and direction. Finding the ideal balance between voltage, output power and its light weight is a challenge that must be met by improving scalability.
Air France-KLM, EasyJet, GoAir and Icelandair already support the development and evaluation of ETS. Ideally, a profitable low-cost airline will deploy it on a trial basis. For example, in Warsaw, Poland, Ryanair is the only airline that flies from Modlin Airport. Using ETS would be simpler than at Chopin, Warsaw's main airport, which serves several airlines. Modlin Airport has no flybridge and is operated mainly by narrow-body aircraft. With a limited number of carriers, plenty of space and no space consuming equipment, ETS could be tested easily.
EasyJet saved an average of 20 minutes of taxi time per flight, which equates to four million miles per year and about 4 percent of its total annual taxi fuel consumption. To further reduce fuel consumption, EasyJet has signed a strategic partnership agreement with Cranfield Aerospace to test the feasibility of the A-16m e-Taxi system powered by hydrogen fuel cells. The sustainability factor is improved with fuel cells, because the by-product of the emission is water, which can also be used to fill the aircraft's water system. The ETS includes a cell tank to store the energy produced by the fuel cells, the kinetic energy recovered from the regenerative braking of the wheels, and the solar cells. The cumulative energy output, in turn, can be used to propel the aircraft while the aircraft is taxiing.
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Similar to regenerative braking in cars, the system allows energy recovery when the aircraft brakes during landing and charges the system's battery while the aircraft is on the ground. This energy is used in rolling. Electric motors on the main wheels, along with electronics and control systems, allow pilots to control speed, heading and braking during taxi operations, eliminating the need for a tug when moving in and out of gates.
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