Parker Hannifin has signed two agreements with major aerospace companies, which could net the company some $7.5 billion over the life of the programs. It will be partnering with Rolls-Royce on the Trent XWB engine for the new Airbus A350XWB family of airliners. Parker will provide the complete hydraulic and fuel systems for the A350XWB, as well as the fuel tank inerting system.
If Boeing manages to get the 787 certified in eight to nine months as planned, it will doubtless enjoy proving the long line of skeptics wrong. After all, to certify the airplane by the first quarter of next year will require far better execution than the company managed during the early stages of the project, when Boeing’s metamorphosis from airframe manufacturer to product “integrator” faced its first real test.
Boeing has submitted nearly two-thirds of the type- and production-certificate “deliverables” for the 787 Dreamliner to the FAA, program vice president and chief project engineer Mike Delaney told reporters gathered this past Wednesday in Everett, Wash., where eight of the largely composite airframes stand in various stages of completion.
It has been 12 years since Trans World Airlines experienced the loss of a 747 that had departed JFK airport bound for Paris. All 230 passengers and crew onboard TWA Flight 800 lost their lives on that hot July day in 1996.
The FAA issued a final rule that requires all new commercial airliners to have systems that significantly reduce the risk of center fuel tank fires and those that were built after 1991 to be retrofitted. Although the November 2005 NPRM would have included some transport-category aircraft operated under Part 91, the final rule does not.
Plans to adapt explosion-suppressant foam (ESF) to business jets has been indefinitely delayed. Engineering Inerting Systems of Ramsey, N.J., a joint venture between Aircraft Services Group and ESF provider Crest Foam Industries, said in January it was aiming to obtain the initial STC for the Boeing Business Jet in about six months (AIN, February, page 32).
Crest Foam Industries of Moonachie, N.J., which has been installing its explosion-suppressant arresting foam in the fuel tanks of racing cars and military aircraft (including USAF Beechjets) for years, has formed a joint venture–Engineering Inerting Systems–with Aircraft Services Group of Ramsey, N.J., to market the foam for business aircraft.
U.S. equipment manufacturer Parker Aerospace (Hall 5 E21) is here at Le Bourget promoting its “core” flight-control, hydraulics, fuel and engine systems products in a “streamlined” exhibition stand. Parker is showing fuel-tank inerting systems, for which it has been working with original equipment manufacturers (OEMs) for the past four or five years, said technology and innovation group vice president Mark Czaja.
The U.S. Federal Aviation Administration (FAA) is expected to issue fuel tank inerting rules in September in a bid to reduce the risk of explosions. In 1996, just such an explosion caused the in-flight break-up of a TWA Boeing 747, and the new FAA mandate will target both new and in-service airliners.
The FAA on Friday is expected to publish a widespread proposal that would require operators and manufacturers of airliner-size airplanes to incorporate technology to meet reduced levels of flammability exposure in fuel tanks (particularly center wing tanks) “most prone to explosion.” The rules would apply to new airframe designs, as well as some 3,200 U.S.-registered Airbus and Boeing airplanes with center wing tanks currently in operation.