Bloomberg News
By Thomas Black on October 12, 2012
As
fuel prices continue to soar, airlines are studying new technology that
may save more than $200,000 per jet every year. The breakthrough only
sounds mundane: It’s all about how planes taxi.
Travelers are
familiar with the sight of low-slung airport tugs pushing aircraft away
from the gate so the main jet engines can crank up safely. Thrust from
the kerosene-slurping turbofans then powers planes into position for
takeoff.
Now, equipment makers such as Honeywell International
Inc. (HON) are devising electric motors that weigh about as much as V-8s
in Chevrolet Corvettes yet pack enough torque to move 180,000-pound
(81,650-kilogram) jets, letting pilots taxi without relying on main
engines or diesel tractors.
“You could have tug-less airports,”
said Ian Davies, chief of engineering and maintenance for EasyJet Plc
(EZJ), Britain’s largest discount airline. “It might fundamentally
change how we operate in airports.”
Taxiing on electric power is
an example of how technology, in this case motors so small they fit in
the hub of a jet’s nose wheel, can revolutionize something as routine as
an airliner’s journey between the terminal and the runway.
“It’s
a simple concept, but it’s complex to integrate into an aircraft,” said
Olivier Savin, chief of Safran SA (SAF)’s Green Taxiing System Joint
Venture with Honeywell. “Integration is the key to success.”
Airbus, EasyJet
The
prospect of annual savings topping $200,000 a jet from lower fuel use
and less ground time has stirred interest from planemaker Airbus SAS and
airlines such as EasyJet and Alitalia SpA. The first new aircraft with
electric-taxi technology may be in production in as few as three years,
and older planes may get the gear as soon as 2013.
Airlines face
the highest sustained prices ever for jet kerosene, the industry’s
largest cost, based on data compiled by Bloomberg. United Continental
Holdings Inc. (UAL), the world’s biggest carrier, says it burns $25,000
of fuel a minute. Jet fuel for immediate delivery in New York Harbor has
averaged $3.12 a gallon in 2012, more than four times as much as a
decade ago.
Taxiing on one engine has become a common fuel-saving
practice for twin-engine jets in recent years, and planes already make
electricity when they’re at the gate by running small turbine engines
known as auxiliary power units.
What’s new today is the
convergence of airlines’ hunger for more efficiency and recent advances
in miniaturizing electric motors to propel a plane at the 20 miles (32
kilometers) per hour it may need for taxiing.
How Heavy?
The
Honeywell-Safran team estimates its unit would weigh a maximum of 880
pounds, while startup WheelTug Plc said its electric-taxi technology is
only about 300 pounds. Another entry, a venture between L-3
Communications Holdings Inc. (LLL) and Crane Co. (CR), isn’t commenting
on the heft of its system.
WheelTug’s motor fits in the hub of a
jet’s front wheel and is just 5 inches wide, Chief Executive Officer
Isaiah Cox said. That’s half as broad as two years ago, when the
Gibraltar-based company still had to attach the motors outside the hub,
he said.
“It’s like packaging an elephant into the nose wheel of an airplane,” Cox said.
That
would eliminate the cost of a push-back from a tug, which runs $50 to
$150, and the consumption of about 55 gallons of fuel taxiing before and
after takeoff, based on average burn rates and ground times at U.S.
airports, Cox said.
WheelTug says its system may save about $500,000 a plane annually, including benefits such as less wear on engines.
Eliminating Tugs
Honeywell
and Paris-based Safran say the savings may exceed $200,000 per plane a
year by paring fuel use and ground time, and eliminating charges for
tugs’ services. Stamford, Connecticut-based Crane also says taxiing on
electricity would cut noise, reduce emissions and shrink the risk of
having a jet’s main engines ingest tarmac debris.
Meshing small
electric motors and new cockpit controls won’t be the only challenge for
Morris Township, New Jersey- based Honeywell and its rivals.
Suppliers
will have to convince airlines that the savings will make up for the
extra fuel burned in flight from the equipment’s added weight, said Tim
Campbell, president of St. Paul, Minnesota-based Mountain Vista
Consulting and the former chief of regional operations for Northwest
Airlines Corp.
Airport tugs also would need to be on hand in case a plane’s APU fails, Campbell said in a telephone interview.
Boeing, Airbus
Boeing Co. (BA) isn’t “actively pursuing” electric taxi, Terrance Scott, a spokesman, said in an e-mailed response to questions.
Airbus
is talking with “potential suppliers” for an electric taxi system,
Martin Fendt, a spokesman, said in a telephone interview, without
identifying them. “It’s certainly something we’re keen to see where the
potential is.”
WheelTug’s focus is to fit its electric-taxi
system to existing jets, and it has installation agreements with
Alitalia and El Al Israel Airlines Ltd. (ELAL) The company has a target
of late 2013 to get the first units onto planes.
The
Honeywell/Safran and L-3/Crane groups are concentrating instead on
persuading planemakers to adopt the technology for new aircraft. Their
systems drive the main landing gear. Honeywell and Safran expect to run
trials with a Safran-owned Airbus A320 by mid-2013. L-3 and Crane tested
their team’s unit in December on a Deutsche Lufthansa AG (LHA) A320.
Airlines
have powerful incentives to act, said Scott Whitfill, who oversees
about 70 tugs as North America maintenance director for Worldwide Flight
Services.
‘Not Cheap’
“If
airplanes were able essentially to back themselves out and I didn’t
have to supply a push-back tractor, that would impact the cost of my
handling for the airline,” Whitfill said in a telephone interview.
“Push-backs are not cheap.”
Savings from the electric motors
would be greatest on single-aisle jets such as the A320 and Boeing’s
737, whose frequent short-haul flights mean more time taxiing.
Wide-bodies land and take off less often because they fly longer routes.
“It’s
huge,” said Rick Jones, vice president of Crane’s aerospace unit. “It’s
looking to us like it’s going to be a compelling value proposition for
the airlines.”
Davies of Luton, England-based EasyJet is
convinced. The carrier’s 215-plane fleet consists entirely of jets from
the A320 family. That makes it one of the airlines that would benefit
from electric taxi, and it’s preparing to test the Honeywell-Safran
system.
“There’s no doubt to me that the technology is there. It
will work,” Davies said. “Let’s say 40 years from now, maybe all
aircraft will have this.”
Source: http://www.businessweek.com
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