On April 29, 2024, China's aviation industry took another step forward by officially establishing the country's first "Joint Laboratory for Advanced Aviation Take-off and Landing Braking System Technology" in Beijing. The laboratory is jointly established by AVIC Brake Company, Airborne Center of Beihang University and Hangchen System Company, aiming to build an industry-university-research innovation platform, continue to strengthen technical research cooperation and exchanges, and promote aviation braking system technology to reach new heights.
As an important base of aviation science and technology in mainland China, the Airborne Center of Beijing University of Aeronautics and Astronautics has rich experience and advanced technology in the research of aviation take-off and landing braking systems. As a leading enterprise of aviation braking systems in Continental, AVIC has strong product development and production capacity. The addition of Hangchen Systems provides the laboratory with rich engineering practice experience and market demand information. The strong alliance of the three parties makes this joint laboratory a golden combination for the technical research of Continental Aviation's take-off and landing braking system.
The aviation take-off and landing braking system is a key part of the safe landing of the aircraft, and it undertakes the important task of ensuring the safe stop of the aircraft on the runway. The system mainly includes multiple components and systems such as landing gear braking system, anti-hysteresis system, spoiler and flaps, speed brake system, brake hydraulic system, and electronic and computer control systems, which work together to ensure that the aircraft can decelerate and stop safely and smoothly during take-off and landing.
It is worth taking pride that many key components of Continental's aviation take-off and landing braking system, including aircraft tires, landing gear, brakes, and double-D portal thrust reversers, have been localized, which has greatly improved the independent and controllable ability of Continental's aviation industry. However, there is one key component that has not been localized, and that is the O-type thrust reverser of the engine nacelle. The establishment of this joint laboratory marks a breakthrough in the research and localization process of mainland China in this field.
At present, the thrust reverser used in the domestic large aircraft C919 is provided by the Nisai company, a subsidiary of Safran International, a joint venture between the United States and France, which innovatively uses the O-type ducted thrust reverser nacelle system, and adopts the O-type ducted thrust reverser configuration made of annular composite materials, replacing the traditional two D-type portal thrust reverser structures.
During the landing of the C919, the O-duct moving cover slides into the thrust reverse position, a design that cleverly removes the drag rod from the engine duct. This change not only optimizes the flow of air in the duct, reduces fuel consumption, but also significantly improves thrust reverser efficiency. In addition, the O-ducted thrust reverser system, which originally used hydraulic actuation, now uses an electrically driven deployment system, a change that further reduces the overall weight of the aircraft and enhances the maintainability of the system.
The only use of the engine thrust reverser is to slow down the aircraft after it hits the ground. It is actually a device that provides additional braking force when the aircraft lands, helping the aircraft slow down faster by changing the direction of the engine jet, creating a backward thrust. This device is essential to ensure a safe landing of aircraft over short distances.
Although its usefulness is simple, its structure is complex. The power thrust reverser device mainly includes a control system, an indication system, a maintenance prompt device, a hydraulic actuator cylinder, a locking actuator, a locking mechanism, a feedback mechanism, an artificial release handle, a sensor, a baffle door, a leaf grid, a choke door, etc.
It is understood that a set of thrust reversers is not cheap, especially the O-type thrust reversers, whose value usually accounts for more than half of the engine nacelles. For example, the price of the LEAP-1C power integration system of the C919 is about 14 million US dollars, of which the price of the nacelle is about 3.5 million US dollars, and the thrust reverser costs 1.75 million to 1.8 million US dollars. Two thrust reversers for a C919 are worth $3.5 million.
The establishment of the laboratory will not only help improve the technical level of Continental Aviation's take-off and landing braking system, but also promote the overall development of Continental's aviation industry. On the road of localization, every breakthrough is worth celebrating, and every attempt is worthy of respect. We have reason to believe that in the near future, the take-off and landing braking system of Continental Airlines will be completely autonomous and controllable, providing a strong guarantee for the vigorous development of Continental Airlines.