No Engine Taxi
Join Date: Mar 2010
Location: Lamb and Flag
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& how would the direction of the 'wheel tug' be controlled on pushback? How will the crew see behind them to judge when to turn, the angle of turn, when to stop turning etc.
Join Date: Aug 2011
Location: Ventura Ca U.S.A.
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No fuel savings as the added weight & systems will be carried in flight, A nonpaying item, More maintenance,More cost, Less useful load. Better off with pay toilets.
Join Date: Apr 2002
Location: In the circuit
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If you're not attempting a start until close to the runway, presumably surrounded by other aircraft waiting to go how do you handle the situation where you fail to start or encounter some other engine related problem?
Surely this would play havoc with the flow.
Surely this would play havoc with the flow.
Join Date: Nov 2007
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An APU uses a fraction of the fuel used by main engines. The weight of the system is no more than the weight of 'taxi' in fuel thus not required to be loaded & carried during flight.
The WheelTug system design is one of low maintenance. Another WheelTug bonus is reduced maintenance on those components consequentially used less; Engines & Brakes (Carbon brakes wear badly when cold). Also of note is the reduction of engine FOD damage which progressively reduces fuel efficiency in flight.
The ground crew is (typically) 3 instead of 4 people, who would converse with the pilot as they do now. With the (infrequent) occurrence of an engine start problem, return to gate.
The WheelTug system design is one of low maintenance. Another WheelTug bonus is reduced maintenance on those components consequentially used less; Engines & Brakes (Carbon brakes wear badly when cold). Also of note is the reduction of engine FOD damage which progressively reduces fuel efficiency in flight.
The ground crew is (typically) 3 instead of 4 people, who would converse with the pilot as they do now. With the (infrequent) occurrence of an engine start problem, return to gate.
Join Date: Nov 2007
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wheelTug Press Release
June 25, 2012, 4:01 a.m. EDT
WheelTug Successfully Tests Electric Drive System on Boeing 737NG
PRAGUE, CZECH REPUBLIC, Jun 25, 2012 -- WheelTug plc announces the successful installation and test of the first in-wheel WheelTug(R) system in Prague on a Germania 737-700. During testing, pilots were able to push the plane back, and taxi without waiting for a tug or powering up the engines. Pilots were able to move the plane through motors in the nosewheel powered solely by the aircraft's APU. WheelTug savings are projected to be greater than current airline per-flight profits.
The four day 'M1' system test was conducted at Prague Ruzyne Airport. The system performed on all pavement types as well as wet and oil-slicked tarmac.
A "sneak peek" of the full test video, including a tugless aircraft pushback, can be viewed at WheelTug plc .
"The small and powerful M1 WheelTug, built into the nose wheel and powered solely by the aircraft's APU, moves a commercial aircraft through the full range of pushback and taxi maneuvers across a broad range of weather and surface conditions," said WheelTug CEO Isaiah Cox.
"I'm excited about seeing engineless-taxi come to aviation. It was a great honour to be the first pilot to use WheelTug on a Boeing 737," said Germania Captain Patrick Hintzen. "In particular, there are many delays on pushback and it is where the airline has the least control of aircraft. With WheelTug, we are freed from the 'chains' that keep us parked at the gate."
The tests were undertaken by the WheelTug team including key partners Endeavor Analysis, ICE Corp., Co-Operative Industries and Dynetic Systems. Tests were hosted by Prague Airport and ABS Jets, with the aircraft provided by Germania.
"We're proud that we're ready to enter the final stretch of system specification, leading to commercial deployment," said Mr. Cox. "A recent study in conjunction with Oliver Wyman and US Airways, as reported by the Wall Street Journal, showed industry net profit of less than $164 per flight. Thus, WheelTug's projected savings to airlines of over $200 per flight has the potential to dramatically increase airline profitability."
"The M1 test reaffirms our forecast that WheelTug will soon lead to significant benefits for airlines, pilots, passengers and the general public," said WheelTug director Jan Vana.
"The team and observers at Prague Airport saw the power of WheelTug in action for ourselves," said Vana. "Specifically, we expect that the WheelTug system will:
-- Significantly reduce fuel use;
-- Substantially reduce CO2 and other greenhouse gas emissions;
-- Increase safety and flexibility of airport operations;
-- Provide airlines faster turnaround times, reduced engine wear and repair costs; and
-- Substantially decrease airport noise pollution."
The WheelTug is designed for rapid retrofit. In under two hours, the test system was uninstalled from the Germania 737-700 and the aircraft returned to service.
After meeting the latest test milestone, WheelTug remains on target for Entry-into-Service for the 737NG and A320 families of aircraft. 215 WheelTug delivery slots have already been reserved by European, Middle East, and Asian airlines.
A full video of the test will be released at the 2012 Farnborough International Airshow, beginning July 9. WheelTug invites attendees to visit its Farnborough booth in Hall 4, A13.
forward-looking statement
Contact Information:
For more information:
Isaiah W. Cox
CEO
WheelTug plc
+44 (0) 20 7993 4293
+1 (410) 419-0082
[email protected]
WheelTug plc
WheelTug Successfully Tests Electric Drive System on Boeing 737NG
PRAGUE, CZECH REPUBLIC, Jun 25, 2012 -- WheelTug plc announces the successful installation and test of the first in-wheel WheelTug(R) system in Prague on a Germania 737-700. During testing, pilots were able to push the plane back, and taxi without waiting for a tug or powering up the engines. Pilots were able to move the plane through motors in the nosewheel powered solely by the aircraft's APU. WheelTug savings are projected to be greater than current airline per-flight profits.
The four day 'M1' system test was conducted at Prague Ruzyne Airport. The system performed on all pavement types as well as wet and oil-slicked tarmac.
A "sneak peek" of the full test video, including a tugless aircraft pushback, can be viewed at WheelTug plc .
"The small and powerful M1 WheelTug, built into the nose wheel and powered solely by the aircraft's APU, moves a commercial aircraft through the full range of pushback and taxi maneuvers across a broad range of weather and surface conditions," said WheelTug CEO Isaiah Cox.
"I'm excited about seeing engineless-taxi come to aviation. It was a great honour to be the first pilot to use WheelTug on a Boeing 737," said Germania Captain Patrick Hintzen. "In particular, there are many delays on pushback and it is where the airline has the least control of aircraft. With WheelTug, we are freed from the 'chains' that keep us parked at the gate."
The tests were undertaken by the WheelTug team including key partners Endeavor Analysis, ICE Corp., Co-Operative Industries and Dynetic Systems. Tests were hosted by Prague Airport and ABS Jets, with the aircraft provided by Germania.
"We're proud that we're ready to enter the final stretch of system specification, leading to commercial deployment," said Mr. Cox. "A recent study in conjunction with Oliver Wyman and US Airways, as reported by the Wall Street Journal, showed industry net profit of less than $164 per flight. Thus, WheelTug's projected savings to airlines of over $200 per flight has the potential to dramatically increase airline profitability."
"The M1 test reaffirms our forecast that WheelTug will soon lead to significant benefits for airlines, pilots, passengers and the general public," said WheelTug director Jan Vana.
"The team and observers at Prague Airport saw the power of WheelTug in action for ourselves," said Vana. "Specifically, we expect that the WheelTug system will:
-- Significantly reduce fuel use;
-- Substantially reduce CO2 and other greenhouse gas emissions;
-- Increase safety and flexibility of airport operations;
-- Provide airlines faster turnaround times, reduced engine wear and repair costs; and
-- Substantially decrease airport noise pollution."
The WheelTug is designed for rapid retrofit. In under two hours, the test system was uninstalled from the Germania 737-700 and the aircraft returned to service.
After meeting the latest test milestone, WheelTug remains on target for Entry-into-Service for the 737NG and A320 families of aircraft. 215 WheelTug delivery slots have already been reserved by European, Middle East, and Asian airlines.
A full video of the test will be released at the 2012 Farnborough International Airshow, beginning July 9. WheelTug invites attendees to visit its Farnborough booth in Hall 4, A13.
forward-looking statement
Contact Information:
For more information:
Isaiah W. Cox
CEO
WheelTug plc
+44 (0) 20 7993 4293
+1 (410) 419-0082
[email protected]
WheelTug plc
Join Date: May 2000
Location: Seattle
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It won't save much if it can't endure the full taxi. Can it pull the airplane at 20 knots for a couple miles, without overheating or drawing too much from the APU so the packs or generators trip?
Join Date: Nov 2007
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The Chorus Motor
The design is fit for purpose! The APU has sufficient spare capacity. Speed and distance parameters are part of the design envelope. There are no magnets in the high-phase order Chorus Motor, which eliminates a lot of the potential overheating issues. The Chorus Motor's patented employment of electrical drive harmonics unlocks a power-to-weight ratio of almost 10:1 over conventional AC induction solutions. This incredible power density, and the use of patented control logic, allows the motor to function efficiently in both low-speed/high-torque and high-speed/low-torque configurations. In other words Chorus handles very fast starts and 'power jumps' as well as smooth, continuous high-speed operation with equal elegance. [sorry couldn't get it to format correctly]
Join Date: May 2000
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Can't find any REAL information on the Chorus Motor or current installations. Lots of hype as far back as 1998, but nothing real...
Where are Chorus Motors currently installed and operating in production installations?
Where are Chorus Motors currently installed and operating in production installations?
Join Date: Nov 2007
Location: London
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WheelTug is the 1st commercial application. Information on the technology is on the Chorus Motors website.
Chorus Motors began working on the Chorus® technology in the early 1990s. Since then they have discovered a range of applications where Chorus can provide significant advantages over other motors. Principally, the ability to provide greater torque in a compact and more rugged motor and drive allows for drive solutions that are significantly smaller, lighter, and less expensive than any alternatives.
Chorus' Meshcon technology is like having two motor solutions in one! The Meshcon drive technology enables a motor to achieve very high torque even while operating at very low startup speeds, without sacrificing high speed operation.
Today is the company's AGM.
Chorus Motors began working on the Chorus® technology in the early 1990s. Since then they have discovered a range of applications where Chorus can provide significant advantages over other motors. Principally, the ability to provide greater torque in a compact and more rugged motor and drive allows for drive solutions that are significantly smaller, lighter, and less expensive than any alternatives.
Chorus' Meshcon technology is like having two motor solutions in one! The Meshcon drive technology enables a motor to achieve very high torque even while operating at very low startup speeds, without sacrificing high speed operation.
Today is the company's AGM.
Join Date: Apr 2008
Location: Greensburg, PA
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Personally I am all for this system being incorporated into daily line flying. At some airports it won't save fuel as the taxi times will be short and therefor will be no cost benefit other than less overhead for the airlines in the form of tugs/personnel or contract costs associated with these services. On the other hand it will save a tremendous amount of fuel at many airports. Anyone here ever sit through the international push at JFK? I've always been an advocate for saving fuel where you can and I believe overall the weight of the unit and associated fuel penalty will be much less than the weight of two hours of taxi fuel at the major airports and the cost of flying that extra fuel around. As a professional pilot I am perfectly comfortable determine when to start my engines for take-off. I did it for years when we incorporated single engine taxi procedures. The only difference with this system will be a few extra minutes starting the remaining engine(s).
Join Date: Oct 2007
Location: netherlands
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I wonder how the balance will be for these Wheeltug / Messier Bugatti products. Volume product/ installation / MRO prices and weight (~300lbs) costs will have to be lower then the fuel / engine MRO/ ground handling saved. Quantifying the benefits of silent aircraft around the terminal is hard to quantify..
The new winglet | the PlaneBlog
The new winglet | the PlaneBlog
Join Date: Nov 2007
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You should find the new WheelTug video enlightening
Last edited by rahosi; 14th Oct 2012 at 10:37.
