Зарубежный авиапром - обсуждение общих вопросов
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Universal Avionics says its ClearVision EFVS with EVS-5000 multispectral camera detects LED lights.
Pilots of jets equipped with older-generation enhanced flight vision systems may no longer benefit from an operational credit, the FAA says, as airport approach lighting systems increasingly are converted from incandescent bulbs to more efficient LED lighting.
Enhanced flight vision systems (EFVS) use forward-looking infrared (IR) or other sensors to present an image of the forward external scene with overlaid flight symbology on a pilot’s head-up display.
Pilots of aircraft equipped and FAA-certified to use the systems under Parts 121, 125 and 135 can benefit from an EFVS operational credit to begin an instrument approach when the weather is below visibility minimums.
IR sensors used in EFVS detect thermal radiation from incandescent bulbs but are less effective at seeing light-emitting diode (LED) lights, which convert most of their energy into visible light with minimal heat. Avionics suppliers including Astronics and Universal Avionics in recent years have developed dual-sensor and multispectral systems that detect LED lighting. And a small number of airports in the U.S., including Savannah/Hilton Head International Airport in Georgia and Harry Reid International Airport in Las Vegas, have equipped LED approach lights to certain runways with IR emitters, allowing for continued detection by EFVS, according to NBAA.
Deploying new EFVS systems to the fleet, however, is challenged by the pace of the transition to LED lights from incandescent lights.
The changeover dates to 2007, when the U.S. Department of Energy under the Energy Independence and Security Act mandated that incandescent lamps of certain wattages no longer be produced.
In 2012, the FAA restricted funding for LED high-intensity runway lights and approach lighting systems (ALS) due to concerns about infrared compatibility with EFVS systems using IR-based sensors. The agency conducted testing and concluded in 2019 that LEDs meet lighting performance requirements. It lifted the ban, allowing LED installations funded by the Airport Improvement Program to go forward.
More than 900 medium-intensity approach lighting systems will be converted to LED bulbs over the next five-to-seven years as incandescent bulbs fail. As of May this year, LEDs had been installed in 28 ALS, with installations expected to accelerate this fall after LED bulb supplies arrive, the FAA says.
“It’s not a big deal unless you fly to one of the 28 airports, but two years from now it could be half of airports and five years from now there could be no incandescent lighting,” said Scott McLellan, FAA manager for aviation safety, flight technologies and procedures, during an NBAA webinar July 10.
“Every approach light system will be LED,” McLellan added. “They’re starting with the medium-intensity approach lighting systems. They’re staying away from some of the Cat II, Cat III ALS, but they will get to those also.”
The FAA acknowledges that the “visual advantage” of an EFVS—the difference between the distance a pilot can see using a system compared to the distance a pilot sees without using one—“may be significantly reduced if LEDs are installed in an approach lighting system.” As a consequence, the EFVS operational credit “may become irrelevant” on approaches where incandescent approach lighting has been replaced.
The FAA has started identifying runways with LED approach lighting in the remarks section of its Chart Supplement flight information publication, which is issued every 56 days. LED lighting installations also may be noted in the Jeppesen 10-9A supplemental airport information page or the Aeronautical Information Publication of an airport in another country, said Mark McIntyre, flight operations consultant and co-founder of Mente LLC.
Any time enhanced flight visibility and visual references cannot be maintained on approach during an EFVS operation, the FAA recommends that pilots execute a go-around.
“What it boils down to is you need to be familiar with the performance and operating limitations of your sensor,” McLellan said. “Some of that may come through your AFM (Aircraft Flight Manual). But rest assured if you have an EFVS right now, you’re not going to be able to see LEDs for the most part.”
astoronny
Probatorem orbis terrarum
Bizarre Reason Why US Air Force Entirely Dismantles U-2 Spy Plane After Secret Missions
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SAFRAN LANDING SYSTEM
По дороге в Мирабель стоит заводик
On the far side of Velizy-Villacoublay air base, tucked away in the undulating landscape of Paris’s southwestern suburbs as the urban sprawl begins to give way to farmland, is a little heralded part of the Safran empire.
While a mainstay of the Ile-de-France region – the aerospace giant has its headquarters located in central Paris and its substantial engine assembly line in Villaroche to the southwest – the firm’s presence in Velizy, however, belongs to Safran Landing System (SLS).
Known as Messier-Bugati-Dowty prior to the most recent rebranding – a name that hints at the complex consolidation underpinning its genesis – market-leader SLS sits within Safran’s €10.6 billion ($12 billion)-revenue equipment division.
Although manufacturing and assembly of landing gear, brakes and wheels is carried out elsewhere – for example at Bidos in southern France, Gloucester in the UK, and Mirabel in Canada – the Velizy site is a vital part of SLS’s set-up.
Here, alongside its headquarters and design offices, SLS has its major research and development centre, focussed on realising the innovations necessary for tomorrow’s civil and military aircraft, plus an extensive and recently upgraded testing facility.
“We have a real cradle-to-grave capability,” says Stewart Odurny, executive vice-president of customers and strategy, commercial.
“We work with our customers up front, taking the design and specification, working through industrialisation and manufacturing, and supporting it right through the lifecycle.”
It is a customer portfolio that includes upwards of 25 airframers – both civil and military – and sees SLS equipment installed on a lot of the industry’s big sellers. This includes the Airbus A320, for which SLS supplies the main and nose gear, and the A350-900, for which it provides the main landing gear.
All of which yields one of those statistics that all companies like to trot out to give a sense of scale: every second an aircraft touches down on SLS-built landing gear.
Odurny says the immediate priority for the business is to continue ramping up output in line with the expectations of the big two airframers; Airbus, for example, is targeting monthly output of 75 A320neo-family jets by 2027.
But those planned rate hikes mean Safran has not only to consider its own production plants but also those of its suppliers – and so on down the chain — to ensure resilience.
“We are working hand in hand with our supply chain to prepare for the ramp up,” says Odurny.
That has included actions at group level, notably the investment in 2023 alongside Airbus and Tikehau Capital to acquire metallic parts specialist Aubert & Duval, which was then struggling financially.
Bolstering its own capabilities is also key, he adds: “We have the capability to do most of the critical parts in house at one of our facilities. To some extent this means we can control our own destiny.”
While the barriers to entry in the segment “are significant”, says Odurny, that does not mean SLS can afford to stand still. “It is a big motivator for us to stay at the cutting edge,” he adds.
In the short term, that means bringing product improvements to market, offering better weight or performance, or both. Slightly further out, SLS is working on the technologies for landing gear and brakes that will make their way on to the next generation of narrowbody aircraft that will begin to arrive from the mid-2030s. And in the longer term, it must contribute to aviation’s goal of achieving net-zero carbon emissions by 2050.
Which is where Velizy comes in.
While more efficient engines will deliver the largest chunk of fuel-burn cuts in the coming decades, every kilo of weight saved from an aircraft contributes to better overall performance.
Each 5m (16ft)-high main landing gear for the A350, including the wheels and brakes, weighs around 4,000kg (8,800lb). Each aircraft has two sets – a not insignificant 8t in total – and there are an awful lot of large metallic components within those structures; using alternative materials like 3D-woven composite or polymer matrix composite (PMC) offers considerable scope to shave excess mass.
Speaking to FlightGlobal last year, Safran chief technology officer Eric Dalbies illustrated the weight-saving potential of PMCs when used as an alternative to titanium or stainless steel for landing gear braces or brake struts.
As a brace, the weight saving is in the region of 20kg or more, depending on the application, with the brake rods saving about 10kg each.
Kyle Schmidt, senior vice-president, R&T innovation eco-design, engineering at SLS, says Safran’s increasing composite know-how – both in terms of material properties and production capabilities – have made it “more a drop-in replacement for titanium”.
Schmidt says the composite brace is currently at technology readiness level (TRL) 5 and “we are pushing hard to get that into service in the coming years. We hope to be able to make a compelling offer to get it onto the airplane.”
That part is crucial: only with buy-in from an airframer will the new component make its way onto the landing gear. Acceptance of the new parts depends on a host of criteria, including cost, durability, and serviceability.
But in addition to the lighter weight, a composite part is also easier to produce and insulates the company from the price volatility of metals, notably of titanium, says Schmidt.
Similarly, additive layer manufacturing (ALM), or 3D printing, can be used to enhance the producibility of components, while also cutting weight. Schmidt points to an integrated manifold on the A350-900’s landing gear which, when produced via ALM, offers an 8kg weight saving alongside better reliability.
“In this instance it saves a lot of weight and part numbers,” says Schmidt.
However, the first application will likely be on an in-development business jet, for which SLS is currently in the process of qualifying a similar part.
SLS has also done a lot of work over the last decade readying for the electrification of aircraft, through the development of electrical actuation systems.
“We are preparing for the day when manufacturers don’t have a hydraulic system on the airplane,” says Schmidt. While there is uncertainty over when that point will be reached, the company sees a need to mature the technologies now in preparation.
He says SLS has been working to make electrical actuators “competitive” – not from a strict cost perspective, but in an operational and technical sense.
“For a business jet up to an A320 replacement we think there are solutions that would be competitive at aircraft level,” he says. Similarly, electrical steering and gear extension/retraction systems are also being investigated at business jet size.
“The landing gear of tomorrow may look the same, but it should be lighter and more reliable, for example,” says Schmidt.
Electric-powered taxiing is also back on the agenda. SLS developed a prototype system for retrofit narrowbody applications last decade in collaboration with Honeywell but stopped working on the joint project in 2016.
But SLS has not walked away from the concept and believes the eTaxi system could cut block fuel burn by up to 4% by cutting the use of the engines while on the ground. It uses electricity generated by the auxiliary power unit to drive “electric taxi actuators” installed on the main gear wheels.
Each actuator contains a high-torque electric motor, a gear-reduction drive, a clutch for engagement and positive disengagement of the system from the wheel, cooling fans, and associated hardware.
Currently in its “third or fourth generation”, the latest version of the eTaxi system is “really responding to what airframe customers are telling us they want”, says Schmidt.
“We are working out how we get the system lighter, reduce the parts count and make sure it buys its way on to the airplane a bit better,” he says.
Although Paris-headquartered Safran is as French as tarte tatin, such is the global nature of the aerospace industry that one of SLS’s most important sites lies on the other side of the Channel.
There in Gloucester, in the southwest of England, SLS builds main landing gear assemblies for the A350-900 and A330neo widebodies, plus landing gear structures for the Boeing 787, while it shares responsibility for the main and nose gear on the A320neo family with a sister site at Bidos in southern France.
Gloucester builds around 65% of the A320 main gear shipsets, with Bidos assembling the remainder, while the ratios are reversed on the nose gear.
Between the two factories, output for the A320neo family is at an average of 62 shipsets per month, says Alex Ball, the plant’s managing director, against a 66-per-month goal by year-end.
In addition to the final assembly of landing gear, Gloucester also has parts manufacturing capability, receiving large titanium forgings and machining and polishing them into their finished form.
SLS continues to invest in the 88-year-old site, originally established by Sir George Dowty in 1937.
In April, it opened a new engineering and customer support centre at Gloucester, representing an investment of almost £10 million ($13.3 million).
Given its long history, the plant features several listed buildings – a complicating factor in any update.
Besides the distinctive art deco frontage, the site also features other period details, including a pair of traditional British telephone boxes.
While these iconic, but unused, links with the past could have been uprooted as part of the site renewal, SLS has instead gone in the other direction, with divisional chief executive Francois Bastin insisting on their refurbishment.
While a mainstay of the Ile-de-France region – the aerospace giant has its headquarters located in central Paris and its substantial engine assembly line in Villaroche to the southwest – the firm’s presence in Velizy, however, belongs to Safran Landing System (SLS).
Known as Messier-Bugati-Dowty prior to the most recent rebranding – a name that hints at the complex consolidation underpinning its genesis – market-leader SLS sits within Safran’s €10.6 billion ($12 billion)-revenue equipment division.
Although manufacturing and assembly of landing gear, brakes and wheels is carried out elsewhere – for example at Bidos in southern France, Gloucester in the UK, and Mirabel in Canada – the Velizy site is a vital part of SLS’s set-up.
Here, alongside its headquarters and design offices, SLS has its major research and development centre, focussed on realising the innovations necessary for tomorrow’s civil and military aircraft, plus an extensive and recently upgraded testing facility.
“We have a real cradle-to-grave capability,” says Stewart Odurny, executive vice-president of customers and strategy, commercial.
“We work with our customers up front, taking the design and specification, working through industrialisation and manufacturing, and supporting it right through the lifecycle.”
It is a customer portfolio that includes upwards of 25 airframers – both civil and military – and sees SLS equipment installed on a lot of the industry’s big sellers. This includes the Airbus A320, for which SLS supplies the main and nose gear, and the A350-900, for which it provides the main landing gear.
All of which yields one of those statistics that all companies like to trot out to give a sense of scale: every second an aircraft touches down on SLS-built landing gear.
Odurny says the immediate priority for the business is to continue ramping up output in line with the expectations of the big two airframers; Airbus, for example, is targeting monthly output of 75 A320neo-family jets by 2027.
But those planned rate hikes mean Safran has not only to consider its own production plants but also those of its suppliers – and so on down the chain — to ensure resilience.
“We are working hand in hand with our supply chain to prepare for the ramp up,” says Odurny.
That has included actions at group level, notably the investment in 2023 alongside Airbus and Tikehau Capital to acquire metallic parts specialist Aubert & Duval, which was then struggling financially.
Bolstering its own capabilities is also key, he adds: “We have the capability to do most of the critical parts in house at one of our facilities. To some extent this means we can control our own destiny.”
While the barriers to entry in the segment “are significant”, says Odurny, that does not mean SLS can afford to stand still. “It is a big motivator for us to stay at the cutting edge,” he adds.
In the short term, that means bringing product improvements to market, offering better weight or performance, or both. Slightly further out, SLS is working on the technologies for landing gear and brakes that will make their way on to the next generation of narrowbody aircraft that will begin to arrive from the mid-2030s. And in the longer term, it must contribute to aviation’s goal of achieving net-zero carbon emissions by 2050.
Which is where Velizy comes in.
While more efficient engines will deliver the largest chunk of fuel-burn cuts in the coming decades, every kilo of weight saved from an aircraft contributes to better overall performance.
Each 5m (16ft)-high main landing gear for the A350, including the wheels and brakes, weighs around 4,000kg (8,800lb). Each aircraft has two sets – a not insignificant 8t in total – and there are an awful lot of large metallic components within those structures; using alternative materials like 3D-woven composite or polymer matrix composite (PMC) offers considerable scope to shave excess mass.
Speaking to FlightGlobal last year, Safran chief technology officer Eric Dalbies illustrated the weight-saving potential of PMCs when used as an alternative to titanium or stainless steel for landing gear braces or brake struts.
As a brace, the weight saving is in the region of 20kg or more, depending on the application, with the brake rods saving about 10kg each.
Kyle Schmidt, senior vice-president, R&T innovation eco-design, engineering at SLS, says Safran’s increasing composite know-how – both in terms of material properties and production capabilities – have made it “more a drop-in replacement for titanium”.
Schmidt says the composite brace is currently at technology readiness level (TRL) 5 and “we are pushing hard to get that into service in the coming years. We hope to be able to make a compelling offer to get it onto the airplane.”
That part is crucial: only with buy-in from an airframer will the new component make its way onto the landing gear. Acceptance of the new parts depends on a host of criteria, including cost, durability, and serviceability.
But in addition to the lighter weight, a composite part is also easier to produce and insulates the company from the price volatility of metals, notably of titanium, says Schmidt.
Similarly, additive layer manufacturing (ALM), or 3D printing, can be used to enhance the producibility of components, while also cutting weight. Schmidt points to an integrated manifold on the A350-900’s landing gear which, when produced via ALM, offers an 8kg weight saving alongside better reliability.
“In this instance it saves a lot of weight and part numbers,” says Schmidt.
However, the first application will likely be on an in-development business jet, for which SLS is currently in the process of qualifying a similar part.
SLS has also done a lot of work over the last decade readying for the electrification of aircraft, through the development of electrical actuation systems.
“We are preparing for the day when manufacturers don’t have a hydraulic system on the airplane,” says Schmidt. While there is uncertainty over when that point will be reached, the company sees a need to mature the technologies now in preparation.
He says SLS has been working to make electrical actuators “competitive” – not from a strict cost perspective, but in an operational and technical sense.
“For a business jet up to an A320 replacement we think there are solutions that would be competitive at aircraft level,” he says. Similarly, electrical steering and gear extension/retraction systems are also being investigated at business jet size.
“The landing gear of tomorrow may look the same, but it should be lighter and more reliable, for example,” says Schmidt.
Electric-powered taxiing is also back on the agenda. SLS developed a prototype system for retrofit narrowbody applications last decade in collaboration with Honeywell but stopped working on the joint project in 2016.
But SLS has not walked away from the concept and believes the eTaxi system could cut block fuel burn by up to 4% by cutting the use of the engines while on the ground. It uses electricity generated by the auxiliary power unit to drive “electric taxi actuators” installed on the main gear wheels.
Each actuator contains a high-torque electric motor, a gear-reduction drive, a clutch for engagement and positive disengagement of the system from the wheel, cooling fans, and associated hardware.
Currently in its “third or fourth generation”, the latest version of the eTaxi system is “really responding to what airframe customers are telling us they want”, says Schmidt.
“We are working out how we get the system lighter, reduce the parts count and make sure it buys its way on to the airplane a bit better,” he says.
Although Paris-headquartered Safran is as French as tarte tatin, such is the global nature of the aerospace industry that one of SLS’s most important sites lies on the other side of the Channel.
There in Gloucester, in the southwest of England, SLS builds main landing gear assemblies for the A350-900 and A330neo widebodies, plus landing gear structures for the Boeing 787, while it shares responsibility for the main and nose gear on the A320neo family with a sister site at Bidos in southern France.
Gloucester builds around 65% of the A320 main gear shipsets, with Bidos assembling the remainder, while the ratios are reversed on the nose gear.
Between the two factories, output for the A320neo family is at an average of 62 shipsets per month, says Alex Ball, the plant’s managing director, against a 66-per-month goal by year-end.
In addition to the final assembly of landing gear, Gloucester also has parts manufacturing capability, receiving large titanium forgings and machining and polishing them into their finished form.
SLS continues to invest in the 88-year-old site, originally established by Sir George Dowty in 1937.
In April, it opened a new engineering and customer support centre at Gloucester, representing an investment of almost £10 million ($13.3 million).
Given its long history, the plant features several listed buildings – a complicating factor in any update.
Besides the distinctive art deco frontage, the site also features other period details, including a pair of traditional British telephone boxes.
While these iconic, but unused, links with the past could have been uprooted as part of the site renewal, SLS has instead gone in the other direction, with divisional chief executive Francois Bastin insisting on their refurbishment.
По дороге в Мирабель стоит заводик
Последнее редактирование:
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Статья в LeehamNews о стадиях и сроках разработки транспортных самолетов
leehamnews.com
leehamnews.com
Bjorn's Corner: Faster aircraft development. Part 1. - Leeham News and Analysis
August 1, 2025, ©. Leeham News: Four years ago I did a series about aircraft development together with Henry Tam and Andrew Telesca. Both worked on the Mitsubishi Spacejet program. You can find the series here. It was... Read More
leehamnews.com
Bjorn's Corner: Faster aircraft development. Part 2. - Leeham News and Analysis
August 8, 2025, ©. Leeham News: We do a series about ideas on how the long development times for large airliners can be shortened. New projects talk about cutting development time and reaching certification and production faster than... Read More
leehamnews.com
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Если кому удасться найти документальный фильм про качество воздуха в кабине, поделитесь
thisisyourcaptainspeakingfilm.com
Official trailer of the 2025 investigative documentary 'This is your Captain speaking'
Air Quality on Aircraft | This is Your Captain Speaking Film
This is Your Captain Speaking is a film that challenges the airline industry about the Air Quality on Aircraft. A Fact Not Fiction Films production
thisisyourcaptainspeakingfilm.com
Official trailer of the 2025 investigative documentary 'This is your Captain speaking'
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Swiss plane maker Pilatus halts business jet deliveries to US over tariffs
Ту-155
Бывший
G8000
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не знаю когда к нам это стало подходить с тарифами все самолеты заблаговремненно отправили на юг чтобы зарание оформить продажу. а уж потом как проданные дособирали. так было какое то время пока не договорились. Я думаю это не сюрпиз, все стороны вкурсе и уже какие то договоренности есть по этому поводу. думаю и здесь откатят, как и во всех предыдущих случаяхА как с уже подписанными контрактами?
Статью не читал
astoronny
Probatorem orbis terrarum
По утверждениям из ролика -- проблема сидений сейчас стоит более остро, чем проблема двигателей:
Ту-155
Бывший
Тому, кто конструировал сидения для 330 comfort+ со столиками в подлокотниках - эти сидения в жопу засунуть!
G8000
Старожил
скорее также остро
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я в 2021 в декабре летал на новом МАХ8 и таки да, сидел на старом кресле. FLAIR Airlines - засуньте эту авиакомпанию туда же куда и кресла comfort+ из коммента выше
astoronny
Probatorem orbis terrarum
Ну, батенька!FLAIR Airlines - засуньте эту авиакомпанию туда же куда и кресла comfort+ из коммента выше
Хотите и на Flair сесть, и рыбку съесть!
Любое ваше удобство за ихний дисконт
Ту-155
Бывший
Я на SAS летел. Вроде респектабельная компания. И класс не самый дешевый.Ну, батенька!
Хотите и на Flair сесть, и рыбку съесть!
Любое ваше удобство за ихний дисконт
Но эти кресла... Какой-то мудель нарисовал столик в убранном состоянии миллиметров на 60 ниже уровня подлокотника под откидывающейся накладкой подлокотника. и тянуть его наверх надо за кожаный ремешок (не петельку) длиной миллиметров десять с усилием килограмм шесть двумя вытянутыми пальцами.
Уроды.
astoronny
Probatorem orbis terrarum
...да и обивка-обтяжка какая-то "киперативная"... а уж накидка подголовника совсем траурная... видать, шоб меньше грязь была заметна...Я на SAS летел. Вроде респектабельная компания. И класс не самый дешевый.
Но эти кресла... Какой-то мудель нарисовал столик в убранном состоянии миллиметров на 60 ниже уровня подлокотника под откидывающейся накладкой подлокотника. и тянуть его наверх надо за кожаный ремешок (не петельку) длиной миллиметров десять с усилием килограмм шесть двумя вытянутыми пальцами.
Уроды.
Ту-155
Бывший
Там даже видно, что крышки этих подлокотников не закрываются до конца, а внутри там, не поверишь, САМОРЕЗЫ!
G8000
Старожил
С креслами возня давно идет. В этом ролике не сказали что есть кресла от производителя самолетов, а есть BFE - Buyer Furnishing Equipment. Если кто хочет вывернуться по осбоенному то они покупают интерьер или кресла отдельно. На этом условии самолет и поставляют. Он так и улетает пустой без кресел. А дальше если авиакомпания попала со своими поставщиками так это уже проблемы авиакомпании. Такая же гловная боль с IFE Entertainment Flight Equipment
G8000
Старожил
на прошлое Рождество, 25 декабря мы полетели в с женой в Барселону, эконом класс в 747м, люфтганза до франкфурта. самолету лет 25 и креслам столько же. а у меня спинка не фиксируется. позвал стюардессу, та давай ремонтировать, решила посмотреть как оно там правильно и полезла посмотреть как устроено кресло на котором сидела жена. поломала и его. а смолет полный. короче используя слово капут дважды она объяснила суть проблемы старшей борт проводнице и с позволения капитана нас передили в нос в бизнесс класс