rudder Posted July 6, 2012 Share Posted July 6, 2012 Link to comment Share on other sites More sharing options...
FireFox Posted July 6, 2012 Share Posted July 6, 2012 Components Twin Chorus® electric nose wheel motors The core of the WheelTug system are the twin Chorus® motors integrated into the aircraft's nosewheels. The Chorus Motors are a proprietary design for which WheelTug holds the sole aircraft ground operations rights. Chorus Motors are ideal for this application because they pack a lot of power in a small space without the dangers associated with conventional high-power electric motors. Inverter The inverter will enable the Chorus Motors to use the power provided by the aircraft's APU. The inverter will also control the Chorus Motors through custom designed software. Wire Harness The wire harness will provide wiring for the WheelTug's power and control mechanisms requirements. A data-only wire harness will connect the cockpit and the inverter. A power+data harness will connect the inverter and the Chorus motors. Co-Operative Industries, an industry leader that has been a manufacturer of electrical wiring cables and interconnects for over 62 years, is leading our wire harness development. Cockpit Controls The entire WheelTug system is controlled from the cockpit using a simple joystick interface. To ease certification, the WheelTug system controls and data flow will not interface with any other aircraft systems. Software Developed by an expert team, our software is robust and reliable. Link to comment Share on other sites More sharing options...
J.O. Posted July 6, 2012 Share Posted July 6, 2012 I will be curious to see how it performs in a few inches of wet slush or an icy ramp. My guess is that you'll still need to have a few heavy tugs on hand. Link to comment Share on other sites More sharing options...
blues deville Posted July 7, 2012 Share Posted July 7, 2012 I will be curious to see how it performs in a few inches of wet slush or an icy ramp. My guess is that you'll still need to have a few heavy tugs on hand.Exactely. Cool technology but it will have it's limitations. Also, the pilots will now become completely responsible for the push-back phase. I can walk and chew gum at the same time but not interested in pushing and starting. This part of the flight is generally short lasting only a few minutes. If someone wants to save the ozone layer, figure out how to eliminate aircraft lined up twently deep on the ground or holding overhead for a runway to land on. Just my opinion......I could be wrong. Link to comment Share on other sites More sharing options...
DEFCON Posted July 7, 2012 Share Posted July 7, 2012 If you're using this device to 'push', is there increased potential to end up sitting on your tail? Link to comment Share on other sites More sharing options...
rudder Posted July 7, 2012 Author Share Posted July 7, 2012 I recall several US carriers that used to 'back out' the DC9 using reverse thrust. This system seems infinitely superior and the major cost saving will not be pushing back but taxi with no engines running. At congested airports with long taxi in/taxi out delays this would save million$$/yr. Link to comment Share on other sites More sharing options...
Moon The Loon Posted July 7, 2012 Share Posted July 7, 2012 If you're using this device to 'push', is there increased potential to end up sitting on your tail?With a traditional aft cg and the urge to stop with sudden and/or hard brakes, yes, possibly. This device must come with some kind of "emergency lock" which should be sufficient to stop the aircraft, with maybe just a little scrubbing of the nose tires.With regards "heavy tug" in winter/slippery conditions, most European airports use a nose-jack tug which gets its "heavy weight" from the aircraft itself. They are extremely efficient, a fraction of the weight of traditional tugs, use a fraction of the gas of traditional tugs (when not moving aircraft) and are perhaps cheaper to maintain.From http://www.lektro.co...oto_gallery.asp : Link to comment Share on other sites More sharing options...
Moon The Loon Posted July 8, 2012 Share Posted July 8, 2012 Moon , your explanation seems valid but would not the tread pattern on the nose wheel need to be changed to a more traditional road tread pattern so as to provide "grip" on ice / snow? The normal aircraft pattern would not seem to be at all useful in the regard.I was actually supporting (if not very clearly ) what J.O. stated above - the proposed Nose Tug would not work well on a wet, slushy, snow-covered or icy ramp. The nose-jack tug works very well. The tug itself can be equipped with chains which might rip the sh!t out of the ramp but will get the job done.(Changing nose-wheel tread technology for the purposes of the push-back, taxi to the hold-short line would be silly as its job (the nose wheel) is more important during the takeoff and landing rolls, at higher speeds.)But when you think about the total number of flights any airline does in severe conditions as we are discussing (it's gotta be pretty low in the big picture), I do think there is a great opportunity for this company to advance its product. Link to comment Share on other sites More sharing options...
islandmech Posted July 11, 2012 Share Posted July 11, 2012 I wonder what the whole system weights ? The effect on fuel burn could be substantial . Link to comment Share on other sites More sharing options...
Seeker Posted July 11, 2012 Share Posted July 11, 2012 Yeah, pretty cool, but what I really want to know about is the UFO seen at 1:05! Link to comment Share on other sites More sharing options...
AAS Posted July 11, 2012 Share Posted July 11, 2012 A remote control aircraft equiped with a camera? Link to comment Share on other sites More sharing options...
13820 Posted July 11, 2012 Share Posted July 11, 2012 I would not want to be the poor schmuck that has to sign out a "nose wheel shimmy" on that POS.The 737 steering is a problem already.Let alone when something comes loose @ 100K.All to save a minescule amount of gas, in the big picture, I don't get it. Link to comment Share on other sites More sharing options...
Kip Powick Posted July 12, 2012 Share Posted July 12, 2012 So now we have the new gizmo installed.........we do an "electric taxi" all the way out to the aircraft that are lined up for T/O. We start the engines....."Oh Crap" ...one engine will not start or is out of normal parameters.. ......arrrgh..would have been nice to see that problem on pushback. and start....yes? Such is life and Murphy's Law !!! Link to comment Share on other sites More sharing options...
deicer Posted July 12, 2012 Share Posted July 12, 2012 So now we have the new gizmo installed.........we do an "electric taxi" all the way out to the aircraft that are lined up for T/O. We start the engines....."Oh Crap" ...one engine will not start or is out of normal parameters.. ......arrrgh..would have been nice to see that problem on pushback. and start....yes? Such is life and Murphy's Law !!! That was one of the questions raised when we type trialed towing aircraft to the button with the new Kraus Maffei units we got in the late '80s. The other issue is, how long should an engine be warmed up to ensure no problems with the stresses of takeoff? Link to comment Share on other sites More sharing options...
rudder Posted December 18, 2013 Author Share Posted December 18, 2013 Boeing won't be far behind signing a deal with these guys for the 737. Looks like the electric motor is capable of generating enough torque to get a narrowbody moving. Less likely that the same would work on a much heavier widebody.Very cool technology. Link to comment Share on other sites More sharing options...
Mizar Posted December 19, 2013 Share Posted December 19, 2013 I would not want to be the poor schmuck that has to sign out a "nose wheel shimmy" on that POS.The 737 steering is a problem already.What is wrong with the steering on the 737? Link to comment Share on other sites More sharing options...
conehead Posted December 19, 2013 Share Posted December 19, 2013 I would not want to be the poor schmuck that has to sign out a "nose wheel shimmy" on that POS..Nosewheels replaced, now "servicable". Link to comment Share on other sites More sharing options...
rudder Posted January 31, 2014 Author Share Posted January 31, 2014 AIR TRANSAT BECOMES 14TH AIRLINE TO RESERVE WHEELTUG DELIVERY SLOTS http://www.wheeltug.com/pr/pr_20140130.php Link to comment Share on other sites More sharing options...
Kip Powick Posted January 31, 2014 Share Posted January 31, 2014 Looks like a pretty slick venture. I do wish there were some demos of it being used in Canada or, for that fact, anywhere where ice and snow are of a concern once a year. The first thing that crossed my mind is that this feature is like having thrusters on a boat. I installed bow and stern thrusters about 3 years ago and it sure makes getting in and out of tight spots easier. This link has some excellent videos on it and based on the 'PR' it looks like it could save considerable money as well as being environmentally friendly.http://media.wheeltug.com/Nice to see Air Transat thinking out of the box. Link to comment Share on other sites More sharing options...
mo32a Posted February 1, 2014 Share Posted February 1, 2014 ^Excellent videos?The one with the CEO is horrible, he is a bumbling low talker, the product better be excellent cause that guy couldn't sell anything, the product will have to sell itself.The other one I watched was pretty cartoonish. Link to comment Share on other sites More sharing options...
mo32a Posted February 1, 2014 Share Posted February 1, 2014 ^Not at all. I am all for the wheel tug, if it works as advertised. All I was commenting on was the poor presentation.Heck, I invested in Rail Power which was supposed to revolutionize pushbacks using electric tugs. They kept catching fire and I lost all the money I had invested in them. Link to comment Share on other sites More sharing options...
Seeker Posted February 1, 2014 Share Posted February 1, 2014 ^Not at all. I am all for the wheel tug, if it works as advertised. All I was commenting on was the poor presentation.Heck, I invested in Rail Power which was supposed to revolutionize pushbacks using electric tugs. They kept catching fire and I lost all the money I had invested in them. Me too, lost a ton of money on Railpower - good ideas don't always pay off. Link to comment Share on other sites More sharing options...
Guest Posted January 10, 2017 Share Posted January 10, 2017 Looks like the "WheelTug" will become a reality. The article talks about saying time as time is presently lost waiting for the ground crew to arrive. Not sure how this will be a time saver as there will still need to be "wing walkers". 09 January, 2017 | SOURCE: Flightglobal Pro | BY: Michael Gubisch | London Electric taxi specialist WheelTug expects its nose wheel drive system to enter service in late 2018. Chief executive Isaiah Cox tells FlightGlobal that the system developer's certification programme has US Federal Aviation Administration approval to proceed. The initial certification effort will cover the equipment's installation on Boeing 737NGs. Cox adds that the certification process will be divided into two sections – one for the drive system and the other for its integration on a particular model – in order to facilitate the supplemental type certificate's adaptation to other aircraft beyond the 737NG. Several Airbus A320 operators have offered WheelTug use of their aircraft for the certification of a system variant that can be used with the European narrowbody, says Cox. The supplier wants to provide a version for the A320 family at same point, but no timeline has been set – and Cox says WheelTug might opt to develop the next version for aircraft of another type, such as the 737 Max or a regional jet, before concentrating on A320s. Neither Boeing nor Airbus is supporting WheelTug's development. Airbus in the past endorsed the joint development by Honeywell and Safran of a main landing gear-based electric drive system. But the two manufacturers abandoned the programme in 2016. Canadian carrier Air Transat has volunteered to provide a 737-800 for WheelTug's certification effort. Cox says the programme will cover a range of ground and flight tests – for example, to determine that the landing gear operates and retracts normally in spite of the additional weight. He expects the electric taxi system to deliver the biggest savings for airlines through reducing the time required for tractors to push aircraft back from airport stands. Based on operational data supplied by prospective customers, Cox believes aircraft ready for push-back are often held up by the delays of the ground crew. As a consequence, airlines allocate more time to the push-back manoeuvre in order to ensure on-schedule departures, he says. While aircraft in the USA need an average of 5.5min for the push-back procedure – before being able to taxi ahead under own power – Cox says WheelTug-equipped aircraft will able to complete that manoeuvre in about 1min. Link to comment Share on other sites More sharing options...
boestar Posted January 10, 2017 Share Posted January 10, 2017 I am interested to see how this all works out. A push back is a push back whether you use a tug or wheel tug. There stil needs to be wing walkers and someone connected to the flight deck for communications. In that respect the crew is still essential. If The wheel tug is pushing me back and I stomp on the brakes will we do a wheelie? If we are in the pushback process and the captain is steering the pusback using the Tiller, how is he starting the engines? wouldn't his attention be divided? Does the wheel tug have enough "grunt" to overcome the thrust of both engines at idle? What about a cross bleed start with one engine well above idel? Lots of questions, I should think, to be answered. Link to comment Share on other sites More sharing options...
Guest Posted January 19, 2017 Share Posted January 19, 2017 Latest on AT and the Wheel Tug. Note the mention of possible camera installations to remove the need for ground crew. Dumb idea at best as that would only add to the cockpit crew's work load and of course would rely on the lenses never to be obscured due misting, snow, etc. Article rank 19 Jan 2017 Calgary Herald ROSS MAROWITS The Canadian Press AIR TRANSAT SEES SAVINGS IN ELECTRIC TAXIING SYSTEM Carrier set to be first in world to use fuel efficient method Air Transat is planning to test and deploy a new system next year that would allow an aircraft to taxi from the runway to the gate without having to use a plane’s engine, thereby cutting operating costs and greenhouse gas emissions. THE CANADIAN PRESS/HANDOUT-The WheelTug system, which could enter into service by the end of next year, uses an electric motor in the nose gear to enable a plane to move forward and backward. Cameras can help pilots back up without the need for ground crews and plane tugs. The Montreal-based carrier would be the world’s first airline to use the WheelTug system, according to the company that developed it. The system uses an electric motor in the nose gear to enable a plane to move forward and backward. Cameras may also be installed on the fuselage to help pilots backing up without the need for ground crews and plane tugs. Keith Lawless, senior director of business sustainability and improvement for Air Transat, said WheelTug should save the airline time and money. “We’ve done the majority of things we can do to improve fuel efficiency so we’re at the point now of looking for more out-of-the-box kind of ideas,” he said. Air Transat, which agreed to partner with WheelTug a few years ago, is getting the system for free in exchange for supplying an aircraft, a Boeing 737, for testing. WheelTug wants to lease the systems to airlines for an undisclosed price plus a portion of cost savings. Isaiah Cox, CEO of Gibraltarbased WheelTug, estimates the system could save more than US$1 million annually per plane, which it wants to split with the airline. Lawless said most airlines would likely prefer to own or lease the system outright without paying a portion of savings. Cox said most of the savings would come from lower airport ground handling expenses and shaving off up to 20 minutes that planes spend getting in and out of a terminal, enabling quicker aircraft turnarounds, greater aircraft use and reduced airport congestion. Other savings would be realized from lower fuel use and reduced engine damage caused by debris being sucked into motors, he added. Fuel used during taxiing operations was estimated to cost around US$7 billion and emit about 18 million tonnes of carbon dioxide in 2012, according to a study by the Delft University of Technology in the Netherlands. A modern twin-engined aircraft produces about 25 per cent of its emissions during taxiing, the study said. The 135-kilogram WheelTug system uses one-sixth of the fuel currently burned while taxiing, Cox said. Carbon dioxide emissions would be cut by 64 per cent to 77 per cent, depending on whether the plane is a single or dual engine aircraft, Cox said, while nitrous oxide emissions would be reduced by 46 to 64 per cent. “There’s nothing else you can do to make the aircraft greener on the ground, short of not flying them at all,” Cox said. He expects the system will enter into service by the end of next year. The Federal Aviation Administration in the U.S. recently approved the company’s certification plan for the system. Certification testing and demonstrations using the Air Transat plane are expected to be conducted at Montreal’s Trudeau International Airport. Cox said WheelTug has received letters of intent for almost 1,000 aircraft from 22 airlines. Several other companies have tried to develop similar systems but later abandoned those efforts. Honeywell and Safran last year ended their partnership to develop its Electric Green Taxiing System for Airbus A320s. The system used a motor heavier than WheelTug’s. L-3 Communications also ceased similar partnerships with Lufthansa Technik and Crane Aerospace. Bump this storyWell Written (1)Not Well Wr Link to comment Share on other sites More sharing options...
Recommended Posts
Archived
This topic is now archived and is closed to further replies.