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The potential application method of magnetic levitation technology – as a ground-based power – to assist the aircraft takeoff and landing processes Jozsef Rohacs and Daniel Rohacs Rea-Tech Ltd, Budapest, Hungary Abstract Purpose – The purpose of this paper is to present the first-year results of the EU-supported GABRIEL project on the possible use of magnetic levitation (MagLev) technology to assist aircraft take-off and landing (ATOL). Design/methodology/approach – Developing a radically new technology is a complex task. It is based on extensive expert analysis, use of technology identification evaluation and selection methods, principle of the design philosophies and development of the radically new technologies. Findings – A possible solution of using the MagLev technology to assist ATOL was developed and defined, including several original ideas, such as the cart-sledge concept or the unconventional climb principle. Research limitations/implications – This is a typical “out-of-the-box” project without limitations on the developing new principles and technologies, but it is working on the development of a possible solution within the predictable technical and technological envelopes. Practical implications – The developed concept should assess whether MagLev technology for the ATOL is feasible, cost-effective and safe. Social implications – The developed GABRIEL principle may significantly reduce the noise and chemical emissions in airport regions and increase the efficiency of the air transportation system. Originality/value – The GABRIEL concept is the first concept for using the MagLev technology to assist the takeoff and landing processes related to the commercial civil aviation. Keywords Aircraft takeoff and landing, Magnetic levitation technology, New technologies, Operational concept Paper type Research paper

Introduction

introducing multiple launch and recovery ramps, thus alleviating the problem of limited runway capacity in Europe. The paper defines the problems related to the takeoff and landing processes, overviews the possible solutions, evaluates the candidate MagLev technologies to select the most appropriate, describes the operational concept related to MagLev-assisted ATOL and defines the presently envisioned method to test the GABRIEL concept.

The EU-supported GABRIEL (integrated ground and on-board system for support of the aircraft safe takeoff and landing project is a typical “out-of-the-box” project investigating the possible use of magnetic levitation technology to assist the ATOL (MagLev-ATOL). After the preliminary analysis of several methods of using ground-based power to enable ATOL (like microwave power transmission technology), the GABRIEL proposal was focused on a system using MagLev technology. This unique solution is envisioned to reduce aircraft fuel consumption because aircraft weight could be reduced, as possibly no undercarriage might be needed, less fuel would be required to carry on-board and engines could be smaller as less thrust should be necessary. Using ground power could also reduce CO2 and NOx emissions at airports while noise levels could be substantially decreased because only airframe noise will be produced during takeoff. Airport capacity could be also increased by

1. Actuality The technological development of air transportation could be described by two “S” curves (of innovation diffusions): pioneering and commercial aviation (National Aeronautics and Space Administration [NASA], 2002). Generally, technological developments could be classified into the so-called innovative technologies (maintaining the continuously improving available existing technologies) and the disruptive technologies (Christensen, 2006; Yu and Hang, 2010) that are broadening and developing new markets and

The current issue and full text archive of this journal is available at www.emeraldinsight.com/1748-8842.htm

This research has been supported by the European Framework Programme 7, under the GABRIEL project grant agreement number 284884. The paper uses the results of the EU supported GABRIEL project and it is a version of lecture given by first author on the, “2nd EASN WORKSHOP on Flight Physics and Propulsion”, Prague, 31st October-2nd November 2012.

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Magnetic levitation technology

Aircraft Engineering and Aerospace Technology: An International Journal

Jozsef Rohacs and Daniel Rohacs

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providing new functionality, which, in turn, may disrupt the existing market and rebuild it on the other higher level (Figure 1). Therefore, at the end section of the second curve, new major technologies and advanced innovative solutions based on disruptive solutions are favorable to initiate the third S-curve, and thus ensure a proper technological development. GABRIEL replies to this, by developing a disruptive technology using MagLev-ATOL processes. The analysis of the actual problems of air transportation system (Majka, 2011; Rohács, 2005) and the problems related to ATOL were defined. These could be classified into the technical problems and the society contributions. Solving the technical problems requires to: ● improve the takeoff and landing performance; ● determine the runway length and airport dimensions; ● estimate wake vortex effects on the airport capacity; ● assess the noise generated by aircraft engines and aircraft; and/or ● calculate fuel consumption and engine chemical emissions.

besides air transportation, have lower energy efficiencies. It seems, however, that the society is overestimating the noise generated by air transport. As Figure 3 shows 33 per cent of population was affected by aircraft noise being ⬎ 55 dB, while in 2000 this ratio was marginal, ⬍ 2 per cent (Waitz, 2003; Waitz et al., 2004). The noise is a real problem, as 60 per cent of the European population lives within 20 km from an airport (Figure 3, EPATS, 2008). From a society’s point of view, emission and noise pollution (footprints) at the airport surroundings might be the most important problem. There are three important regions to consider: 1 airports and their immediate surroundings (noise and emissions); 2 regions and airport vicinities where aircrafts fly above 300 m (noise); and 3 regions where aircrafts fly under 1,000 m (emissions because of air inversion and emission subsidence).

2. Project outline

These problems are well known by aviation industry players. As a result of their continuous efforts, fuel efficiency of aviation engines doubled during the past 50 years, while the engine noise reduced from 115 to 90 EPN dB. On the other hand, with increasing the aircraft weight and wing load, the takeoff distance also needs to augment. During the past 50 years, the wing load was increased to about ten times and the takeoff distance reached the maximum acceptable size of the airports, whereas the takeoff speed (TO) was reduced with deployment of new scientific results and technologies (Figure 2). The problems defined by the society contribution fall into the second category of difficulties related to ATOL. It is important to notice that the investigation of Tein (1998) showed that numerous other transportation means,

GABRIEL is a real pioneering project, in which 12 partners from seven countries (Hungary – Rea-Tech Ltd. as coordinator; SLot Consulting; The Netherlands – Delft University of Technology, Ad Cuenta, National Aerospace Laboratory; France – The French Aerospace Laboratory; Germany – RWHT Aachen University, Dieter Rogg; Poland – Rzeszow University of Technology, Wroclaw University of Technology; Italy – Italian Aerospace Research Center, University of Salermo) are involved. The goal of the GABRIEL project is to investigate whether MagLev-assisted ATOL processes are feasible, cost-effective and safe. By envisioning a MagLev track and a cart-sledge system levitated above this track to perform the accelerations/ decelerations and hold the aircraft, the concept will permit to perform the take-off and landing (TOL) processes without the conventional undercarriage systems. It is clear that this GABRIEL concept will have an influence on many important aspects and characteristics related to the aircraft (Figure 4) and the air transportation system as well. The project (Figure 5) deals with the following: ● concept exploration and analysis; ● concept development; ● concept validation; and ● impact assessment (including safety and security aspects’ evaluation of the environmental impact, cost-effectiveness analysis and system integration aspects).

Figure 1 Different technology developments

Figure 2 Changes in maximum takeoff weight and TO for past 50 years

3. Possible solutions A significant reduction of the environmental impact during the TOL processes requires radically new solutions. After the analysis of the potential solutions described by “out-of-thebox” (Out, 2006, 2007) and other relevant projects, the following ten interesting technologies were identified and defined: 1 Takeoff with limited fuel and fuelling at high altitude: Once fuelling at high flight altitude is possible (Figure 6(a)), the takeoff weight could be reduced by 15-25 per cent, and the takeoff velocity by 7-12 per cent. Naturally, the required

6,00,000 5,00,000

Maximum take-oﬀ mass (kg) – Take-oﬀ speed (km/h)

4,00,000 3,00,000 2,00,000 1,00,000 0 200

220

240

260

280

300

320

340

360

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Figure 3 Population in US affected by air transport noise (left side) and population within the particular radius of airport (right side)

Figure 4 Influences of the GABRIEL concept on various aircraft, production and operation aspects

4

Figure 5 Structure of the GABRIEL project

5

2

3

6

fuel for takeoff would be also decreased by 25-40 per cent, while the rate of climb could be augmented. Lifting up– down the aircraft by aerostatic ships: The idea is to lift up the aircraft before takeoff to the altitude of 1,500-1,800 m by special aircraft carrier aerostatic balloons or ships (Figure 6(b)). The aircraft will be accelerated a short distance (about 500 m) on a special rigid runway hung under a large air ship, and finally will reach the stable horizontal flight or further climb after acceleration in descent. Cruiser–feeder concept: Generally, depending on the destinations, 10-70 per cent of passengers are transit

7

190

passengers. The cruiser–feeder concept (Figure 6(c)) provides them a non-stop flight. A series of very large cruiser airplanes are envisioned to fly continuously on fixed routes (in a cost-effective cruise flight phase) over the major cities, to serve relatively small feeder aircraft connecting the cruiser to the airports on the ground. The feeders could be designed for a short range of flight from the airport to the rendezvous points with the cruisers; therefore, their takeoff weight could be reduced by approximately 25-35 per cent relatively to the presently operated aircraft. In addition, this concept also permits to cut the number of takeoff and landings by about 25-40 per cent. Airport in the sky: It is already foreseen that the technology “will be soon” available to develop and build an airport at high altitude, approximately 10 km above sea level. As shown in the Figure 7(a), such an airport could be based on the top of several large airships being connected to the land with flexible cables. The passengers and cargo could be transferred to the airport platform by lifts moving on the holding cables. Underground airport: According to an innovative investigation performed at EUROCONTROL (Matas and Brochard, 2004), a radical airport layout could be even based on two-level runways (Figure 7(b)). The upper-level runway is simply placed above the lower runway and built on concrete pylons. Such an idea could be further improved and even an underground runway concept can be developed. Naturally, these lead to numerous safety and other problems, such as wake vortex (may destroy the tunnels) or air ventilation. Airport above the city: The society’s problems, emission and noise at the airport vicinities, could be solved once the airport would be lifted about 450-600 m above the city (Figure 8; Hong, Zhang, 2012), i.e. higher than the altitude of 300 m where the emission and noise may generate society problems. The airport construction could be shielded to further limit the noise propagation toward the urban areas. Ground-assisted lift generation: The concept is based on the use of vertical micro jets built in the runway to increase the aircraft lift (Figure 9(a)). The concept requires significant amount of investments and a special pneumatic control system.




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Figure 6 “Airborne” solutions

Figure 7 Radically new airport solutions

Figure 8 Airport above the city: presented at 2012 Skyscaper Competition

8

9

10

191

Ground-based energy supply – microwave energy supply: The project idea uses the new microwave energy transfer technology that was tested in practice (Lan Sun Lak et al., 1997). The transferred energy could be used directly by the engines or the thrust could be generated by the distributed electric-driven ventilators. Electric engine accelerators: The takeoff could be assisted by extra electric engines (Figure 9(b)), which, after takeoff and climb up to 400 m, will be detached from the aircraft and returned to the airport as small UAVs or could be connected to other aircraft to assist their landing. The energy can be supplied from accumulators (carried by the electric UAVs) or (especially on and near the ground) served by microwave energy transfer (Rohacs and Rohacs, 2012). Electromagnetic aircraft launch system: The electromagnetic aircraft launch system (EMALS) (Doyle et al., 1995; EMALS, 2012) is investigated by the US Navy, as it is predicted that the proposed system may generate about 30




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Figure 9 New solutions

confidences, design and economic factors as well as the impact on the environment determines the conditions for the analysis, the evaluation and determination of the weighting factors. Finally, the technology selection is assisted by using the genetic algorithm, factorization or other methods. The applied technology selection process is close to the technology identification, evaluation and selection (TIES) methods introduced by Mavris and Kirby (1998, (1999)). The MagLev technology and the preliminary definition of the GABRIEL concept were extensively analyzed (Rogg, 2012; Schmollgruber, 2012). From the existing and mature MagLev systems and developments, the following were found to comply with defined requirements: ● electrodynamic null-flux with superconducting magnets (EDS SCM); ● electrodynamic combined flux with permanent magnets (EDS PM) in Halbach arrays, named “Inductrack system”;

per cent greater energy capability (Figure 9(c)). The use of EMALS to assist the conventional ATOL could be based on existing systems without any extra problems, but the noise and the emitted emission reduction would only be marginal.

4. Selection of the appropriate MagLev technology There are several MagLev technologies applied to different purposes. The selection of the most appropriate technology is a rather complex task that needs special knowledge to score and evaluate the relevant alternative technologies. Using the systems engineering approach (NASA, 1995; Department of Defense, 2001), the problems, objectives, requirements and constrains could be easily defined (Figure 10). These are important to identify the available (candidate) technologies, preliminary defining the possible models and simulations scenarios and building up the morphological matrix. The accepted level of Figure 10 The applied methodology for TIES

Morphological matrix

selection of candidates,

selection of candidates,

c h

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– by disconnecting from the sledge – to perform the ground movements on its wheels. The GABRIEL concept has no major influence on the passengers or cargo handling processes; however, it will introduce a series of changes in aircraft structural solutions, takeoff, climb and landing procedures, airport operation, ground handling and will have a significantly positive effect on the environmental load of airports’ regions. Therefore, the GABRIEL operational concept (Rohacs, 2012a,2012b, Rohacs et al., 2012b) deals with major aspects related to: ● technology development; ● new tasks for decision makers; ● aircraft and system developers ● operators; ● airliners; ● pilots; ● airport ground handling; ● passengers; and ● citizens living in the surroundings of the airports using the GABRIEL concept.

electromagnetic levitation with synchronous longstator propulsion (EMS LSM); and electromagnetic levitation with linear induction motor (EMS LIM).

Each of these were scored and evaluated according to the criteria presented in Table I (Rogg, 2012; Schmollgruber, 2012). Accordingly, the most promising technology was found to be the EDS PM in Halbach arrays (Inductrack system). Once the exact MagLev method was selected, investigation efforts focused on the development of the operational concept. During the early concept explorations, the available data on the envisioned system are limited – if not inexistent – to perform any quantitative comparison. Therefore, the consortia rather identified numerous potential concepts (Table II) and performed a qualitative assessment. After brainstorming and several iterations between the partners, a special list of criteria was identified and used to select the most reasonable concept. As a result, the so-called cart-sledge system (Figure 11) was selected for further investigations and the basic candidate methodology to use MagLev for ATOL.

Due to the length restrictions, in this paper, just some of the most interesting aspects are outlined. A part of regulatory tasks has to improve the security regulations because of the following reasons: ● the implementation of the GABRIEL concept will introduce some specific security problems such as: – protecting the energy supply sub-system; – the tracks; or – the control system of the energy supply and aircraft rendezvous control from the physical unlawful actions or cybernetic attacks that needs further investigations and regulations;

5. GABRIEL operational concept The development of the GABRIEL operational concept (Rohacs et al., 2012b) is fully based on previously completed project deliverables (Rohacs et al., 2012a; Schmollgruber, 2012) and reflects the present status of the project (which might be subject to change due to results of further theoretical and practical investigation). According to the GABRIEL project, the operational concept should define how the targeted MagLev technology should be used as a ground-based power to assist the ATOL processes. The GABRIEL principle is based on a cart-sledge system (Figure 11 and 12). The sledge would include the MagLev elements to enable the accelerations and decelerations on the MagLev track, while the cart would be responsible to hold the aircraft and also

●

advanced security measures might require, for example the energy supplying sub-system to be established at a distance of 100 m (300 ft) from any other part of the

Table I The evaluation results of the candidate MagLev technologies

Criterion Levitation capability Speed/acceleration capability Complexity of guideway Complexity of vehicle Electrical power to be installed Energy consumption per launch Levitation at standstill/takeoff and landing velocity Magnetic stray fields > 0.5 m magnets Safety suspension system State of development/development risks Potential of further development Operation/maintenance easy - difficult (assessment)

Result of preliminary evaluation Result of preliminary evaluation without priority factor without priority factor Priority factor EDS SCM EDS PM EMS LSM EMS LIM EDS SCM EDS PM EMS LSM EMS LIM 3 3 2 2 3 2

8 7 4 3 7 7

8 9 7 9 8 9

4 8 6 4 6 7

2 3 7 2 4 5

24 21 8 6 21 14

24 27 14 18 24 18

12 24 12 8 18 14

6 9 14 4 12 10

1 1 3 1 1

3 0 10 9 6

5 7 8 5 6

10 10 10 10 3

10 10 10 10 3

3 0 30 9 6

5 7 24 5 6

10 10 30 10 3

10 10 30 10 3

2

5

8

6

6

10 152

16 188

12 163

12 130

Sources: Rogg 2012; Schmollgruber 2012

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Table II The investigated possible GABRIEL concepts Phase

Name

Solution A

1

Maintenance and standing

Landing gear

2

Ground movement counter weight Ground movement providing traction or propulsion

Landing gear

3

4

Takeoff counter weight Takeoffs provide traction or propulsion Landing absorb potential energy Landing dissipate kinetic energy

5

Emergency landing

Solution B Simple wheels Transition from phase 1 to 2 Simple wheels

Wheels’ motion is generated by electric motors

Traction is provided by a shuttle

Transition Landing gear Thrust is provided by the engine aircraft Landing gear (classical shock absorbers)

from phase 2 to 3 Simple wheels Thrust is provided mainly by the shuttle On a sledge equipped with absorption devices

Classical brakes on direct ground connection Transition Landing gear

Opposing horizontal magnetic force from phase 4 to 2 Belly landing

Solution C

Solution D

Aircraft lies on a sledge

Aircraft lies on a cart

Levitation on a track Propulsion is provided by the track

Levitation on a track Thrust is provided mainly by the sledge On a sledge through on-board absorption devices

Simple wheels

Skids

Source: Schmollgruber, 2012

Figure 11 The preliminary chosen method of use of developing GABRIEL concept

Figure 12 The schematic drawing of a possible cart-sledge system

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airport infrastructure, or the energy supply lines installed in the ground.

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Improving the aircraft design might be one of the most interesting parts of the GABRIEL concept. Three examples are mentioned in following text: 1 General conditions: ● Flight safety must be the same as for conventional takeoff and landing of conventional aircraft. ● The risk of a serious accident must be ⬍ 10⫺8. ● The carts holding the aircraft should be developed, designed and validated by aeronautical companies. ● The magnetic tracks and sledges must be unique and they must be developed and designed by the developers of the airport systems. 2 Normal operation: ● The aircraft will be built without an undercarriage and all its supporting subsystems, e.g. hydraulics to

move the undercarriage. If necessary, the fuselage and, if required, the wing structure will be changed or modified. A special cart-sledge system that permits landing without the traditional undercarriage system and also enables performance of the ground movements is required (see Figure 12 and 13(b)). The cart-sledge system should be allowing longitudinal rotation to permit the rotation of the aircraft during acceleration and also facilitate the landing on the sledge. The sledge must be designed for the vertical velocity of 3.5 m/s. The difference between the longitudinal speed of the cart-sledge system on the track and the aircraft at the moment of touching down should not be ⬎ 1 m/s.

Figure 13 Proposed elements to ensure safety over TOL

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More information about this concept is given in GABRIEL operational concept (Rohacs et al., 2012b). Of course, the GABRIEL concept has effects on all the afore mentioned aspects. For example, the implementation of the concept requires significant modifications and investments at the airports (Figure 15). On the other side, the GABRIEL concept opens new possibilities. For example, once the takeoffs are made according to the so-called accelerated or unconventional flight procedures, the aircraft could be even launched in the air, and use their own power once airborne at a certain altitude (Figure 16).

The cart should have the following: – wheels on which it could roll-off the sledge to perform the ground movements in the airport; – The wheel systems of the carts should be designed for load being twice as much as the weight of the aircraft, a motion velocity up to 35 km/h and a surface roughness of 5-10 cm; – a fuselage fixation system that connects the aircraft with the cart; – a rendezvous system control with (Figure 13(a)) a rotating platform (Figure 13(b)); – connection elements to fix the cart on the sledge; and – shock dampers. ● The cart should also pass the certification process: – An aircraft-cart fixation system would be needed, based on vacuum pads, adapted harpoon technology or balloons/airbags being controlled according to the form and load of the aircraft about to land. ● The selection of the most appropriate fixation system should be based on further investigations regarding safety, system complexity, cost and impact on aircraft weight. ● If the advanced automation and control alone is inadequate to meet the required accuracy, then the rendezvous control system should use further supporting methods, like the following: – a net of sensors in the touchdown region to provide precise records on the position of the aircraft and cart-sledge system (Figure 13(a)); and – a rotating platform, which permits the cart to turn in the direction of the wind and thus facilitate landings with less accuracy or in side-winds (Figure 13(b)). ● The rendezvous control system should be designed for an accuracy of ⫾ 1 m and may require an aircraft side force and lateral-directional control. ● A special system should be developed and implemented to detect hazards, warn pilots on abnormal and emergency flights situations and develop possible solutions for active recovery to normal flight or for emergency landing. Special conditions: ● Special systems should be developed for emergency landings at airports not being equipped with the MagLev track. Two options are based on special parachutes or lightweight skids (Figure 14). ●

3

Conclusions This paper introduces the first-year results of the EU-funded pioneering GABRIEL project developing the MagLev system to assist the TOL processes related to commercial aircraft. After the actuality and a short analysis on the possible solutions to radically improve the existing takeoff and landing procedures, the paper described the identification, evaluation and selection methods of the most appropriate MagLev technology. It was found that for GABRIEL, EDS PM in Halbach Arrays is the most reasonable. Then, the developed GABRIEL operational concept was outlined. This showed that the use of MagLev to assist the ATOL processes could be based on the following: ● a track or rail system equipped with the MagLev system; ● supply unit controlling and power supplying unit of the track system; ● a cart-sledge system: the sledge would include the MagLev elements to enable the accelerations and decelerations on the MagLev track, while the cart would be responsible to hold the aircraft, and also – by disconnecting from the sledge – to perform the ground movements on its on wheels; Figure 15 Indicative airport site plan diagram with two MagLev tracks (where the yellow areas show the transfer zones while the green the cart storage zone in the cart-sledge configuration)

Figure 14 Ideas for realizing the emergency landing Figure 16 New (unconventional) flight procedure

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available at: http://www.stanford.edu/class/cee243/NASASE. pdf National Aeronautics and Space Administration (2002), NASA Aeronautics Blueprint: Towards a Bold New Era in Aviation, NASA, Washington DC. Out of the box (2006), Ideas about the Future of Air Transport, Part 1, in Truman, T. and Graaff, A.D. (Eds), ASTERA/ ACARE, Koninklijke de Swart, Den Haag. Out of the box (2007), “Ideas about the future of air transport, Part 2”, in Truman, T. and Graaff, A.D. (Eds), EC Directorate-general for research, ACARE, Brussels. Rogg, D. (2012), “Preliminary evaluation and problems of MagLev using for aircraft TOL assistance”, Deliverable D2.6, EU founded GABRIEL Project, Germany. Rohács, J. (2005), “Transportation – determining strategic element of the economy (characterization of recent and future)”, Proceedings of the 9th International Conference, Kaunas University of Technology, Lithuania, Kaunas, pp. 195-198. Rohacs, J. (2012a), “Possible developing the research competences”, in Rohacs, J (Ed), Proceedings of the TVL-1 First Workshop on Transport, Vehicle and Logistics (organized by the PhD Schools of the Faculty of Transportation Engineering and Vehicle Engineering, BME (in the framework of the project TÁMOP-4.2.2-B-10-1-2010-0009), BME, Budapest, Paper No. KJK2012-1-P3, pp. 1-8. Rohacs, J. (2012b), “GABRIEL Project. Using the magnetic levitation technology to assisting the aircraft take-off and landing”, Proceedings of the 2nd EASN WORKSHOP on Flight Physics and Propulsion, Prague, 31st October-2nd November, Paper _ID_43_, p. 16. Rohacs, J. and Rohacs, D. (2012), “Possible deployment of the UAV in commercial air transport”, Conference Proceedings International Aerospace Supply Fair, 6th International UAV World Conference, Frankfurt/Main, Germany, November 6-8, AIRTEC International Aerospace Supply Fair, CD-ROM, ISBN 978-3-9422939-08-9, pp. 1-8. Rohacs, J., Rohacs, D., Jankovics, I. and Schmollgruber, P. (2012a), “Possible solutions to take-off and land an aircraftt”, Deliverable D2.4. EU founded GABRIEL Project, Rea-Tech, Budapest. Rohacs, J., Rohacs, D., Schmollgruber, P. and Voskuijl, M. (2012b), “GABRIEL operational concept”, Deliverable D2.9. EU founded GABRIEL Project, Rea-Tech, Budapest. Schmollgruber, P. (2012), “Preliminary definition of the GABRIEL concept”, Deliverable D2.8, EU founded GABRIEL Project, ONERA. Tein, V.V. (1998), “Status and Trends in Commercial Transport Aircraft”, Lecture on the ICAS’98 Conference, Ref. No. ICAS-98-0.3, Melbourne. Waitz, I.A. (2003), “Aviation and the environment”, MIT, Courses Aircraft systems engineering, lecture notes, available at: http://ocw.mit.edu/courses/aeronautics-and-astronautics/ 16-885j-aircraft-systems-engineering-fall-2004/lecture-notes/ envir_factors2_1.pdf (accessed May 2012). Waitz, I.A., Townsend, J., Cutcher-Gershenfeld, J., Greitzer, E.M. and Kerrebrock, J.L. (2004), “Aviation and the Environment: a national vision statement, framework for goals and recommended actions”, Report to the United States

a rotating platform to permit the cart to turn in the direction of the wind and thus facilitate landings; and a rendezvous control system to meet the required landing accuracy on the cart-sledge system and ensure safety.

The developed concept has found to ensure significant environmental benefits (noise and emitted emission), permit almost identical passenger and cargo handling processes (of today), but also require a series of changes in aircraft structural solutions, takeoff, climb and landing procedures, and airport operation. The following two years will be used to perform further theoretical and practical instigations. The results must show whether the proposed system is feasible, effective and safe.

References Christensen, C.M. (2006), “The ongoing process of building a theory of disruption”, Journal of Product Innovation Management, Vol. 23 No. 1, pp. 39-55. Department of Defense (2001), Systems Engineering Fundamentals, Department of Defense, Systems Management College, Defense Acquisition University Press, Fort Belvoir, Virgina, January. Doyle, M.R., Samuel, D.J., Conway, T. and Klimowski, R.R. (1995), “Electromagnetic aircraft launch System EMALS”, IEEE, Vol. 31 No. 1, pp. 528-533. EMALS (2012), “Test launch a series of video about the testing flight at Naval Air Systems Command”, Lakehurst, NJ, available at: http://wn.com/EMALS_Test_Launch (accessed May 2012). EPATS (2008), European Personal Air Transportation System, D6.1.3. EPATS Activity Report - Final, Institute of Aviation, Warsaw, Poland, p. 54. Hong, Z.Y. and Zhang, X.T. (2012), “Airport Skyscraper”, eVolo Architect Magazine, Skyscraper Competition, available at: www.evolo.us/competition/airport-skyscraper/ Lan Sun Luk, J.D., Celeste, A., Romanacce, P., Chane Kuang Sang, L. and Gatina, L.C. (1997), “Point-to-point wireless power transformation in reunion island”, 48th International Astronautical Congress, Turin, Italy, pp. 6-10, IAF-97-R.4.08. Majka, A., (2011) “General problem of the air transportation system that needs to be solved”, Deliverable D2.1, EU founded GABRIEL Project, Grant agreement No. 284884, Rze2011. Matas, M. and Brochard, M. (2004), “The airport of the future or what can be the airport in the year 2020 and after”, Innovative Research, Activity report, EUROCONTROL Experimental Centre, Bretagny, pp. 47-51. Mavris, D.N. and Kirby, M.R. (1999), “Technology identification, evaluation and selection for commercial transport aircraft”, 58th Annual Conference of Society of Allied Weight Engineers, San Jose, CA, 24, 25, 26 May, SAWE Paper No. 2456. Mavris, D.N., Kirby, M.R. and Qiu, S. (1998), “Technology impact forecasting for a high speed civil transport”, SAE-985547. National Aeronautical and Space Administration (1995), NASA Systems Engineering Handbook, SP-610S, NASA, 196




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Congress on behalf of the U.S. DOT, FAA, and NASA, available at: http://mit.edu/aeroastro/partner/reports/congrept_ aviation_envirn.pdf Yu, D. and Hang, C.C. (2010), “A reflective review of disruptive innovation theory”, International Journal of Management Reviews, Vol. 12 No. 4, pp. 435-452.

and EIWNC. He has taken part in many different projects, including the EU-supported like EPATS, SINBAD, PPLANE, ESPOSA and GABRIEL. Jozsef Rohacs is the corresponding author and can be contacted at: jrohacs@ rea-tech.eu Daniel Rohacs is the Scientific Director of Rea-Tech Ltd. and a Senior Assistant Professor in the Department of Material Handling and Logistics Systems at the BME. He was educated at the Institute National des Sciences Appliques de Lyon, Lyon, Budapest University of Technology and Economics and got an MSc. in air transport engineering. He spent his doctoral time at EUROCONTROL in Bretagny and was involved in the doctoral school of SORBONNE (Paris) EPHE and BME. He spent a semester at Princeton University Doctoral program. He is involved with the ICRAT conference organization and several EU projects such as PPLANE, SATS-Rdmp, Esposa, GABRIEL and SESAR program as well as member of the INNOVATE consortia. He performs the role of administrative project manager of the GABRIEL project.

About the authors Jozsef Rohacs is a Director of an innovative SME, Rea-Tech Ltd., as well as a Professor and Head of Department of Aeronautics, Naval Architecture and Railway Vehicles at the Budapest University of Technology and Economics (BME). He has an MSc in Aeronautics and CSc from Kiev Institute of Civil Aviation and Dr Habil at BME. He had several years’ practice at the fighter repair factory. He has published several books and more than 250 articles in journals and conference proceedings. He is a member of the editorial board of four journals and takes part in organizing and/or program committees of many international conferences, including ICAS, ICNPAA, ISST

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