Some of the best upcycling ideas for aircraft parts.......

Every day hundreds of aircraft parts are ordered and sent to be fitted on aircraft. However, what happens when these parts aren't good enough for reusing or become obsolete? Here, Adam Murray, director of operations at component supply specialist Artemis Aerospace, unveils some of the best ideas for upcycling aircraft parts

 Recycling aircraft parts isn't a new concept in the aviation industry and, for many years, refurbishing parts to fit on other aircraft or repurposing them to produce different products, such as circuit boards, has been the industry standard.

In fact, according to AFRA (Aircraft Fleet Recycling Association), it is estimated that around 80% to 85% of aircraft parts are recycled when an aircraft reaches retirement. However, new and alternative ideas for reusing aircraft parts are becoming more commonplace.

Homeware collections

Airbus and Lufthansa are among some of the companies breathing new life into aircraft parts by creating designer furniture and homeware collections for modern living.

The project called A Piece of Sky, which was supported by Airbus and its Airbus BizLab initiative, was the first to start transforming the manufacturer's parts into furniture. These include armchairs, coffee tables and lamps created from things such as cabin windows and test flight storage data modules. They have also created Airbus branded surfboards out of recycled carbon.

In October 2020, Lufthansa launched its Upcycling Collection 2.0 – a range of homeware products made from retired aircraft parts. The collection features furniture, sculptures and accessories built with parts from a decommissioned A320. Key products include a flying coffee table created from landing flaps and a wall bar formed from an aeroplane window mounted onto a wooden box.

Aviation themed accommodation

Ideal for aviation enthusiasts or those looking for something a little bit different during a flight stopover, Jumbostay's converted Boeing 747, located at Arlanda Airport in Stockholm, offers the chance to sleep in a jet without leaving the ground.

Providing accommodation and breakfast, the unique hotel offers a range of rooms, from suites with private showers to dormitories for up to four people. The Cockpit Suite even includes a fully preserved flight deck featuring all the original instruments, so you can play pilot to your heart's content!

Christmas tree ornaments

Whether you're a committed aviation enthusiast or simply fancy something a little bit different, then how about using surplus engine parts and accessories to add an effective and interesting festive flourish to your Christmas tree?

From washers, fasteners and rivets to hinges, grommets and seals, parts can be repurposed quickly and easily by simply adding some ribbon or coloured string.

Strike a pose on a private jet 'selfie set'

Ever wanted to fly by private jet? It might not be quite the same thing, but for a little bit of light-hearted fun, take a trip to the Selfie Factory at the O2 in London, where you can spend the day make-believing you are living the good life.

Comprising a variety of sets, including the interior of a private jet, the Selfie Factory allows guests to take as many photos as they like and even offers a changing area so you can don a different outfit each time.

Photo SkyPod

Drinks bars

Raise a glass at your very own custom-built bar that's been crafted out of upcycled aircraft fuselage. Created by SkyPod, bars are available in a wide range of colours, finishes and worktop options. All bars come complete with frosted or unfrosted windows, remote control RGB LED lights and a certificate of the plane number and its history. Cheers!

www.artemisaerospace.com

https://www.airport-technology.com/analysis/featureaircraft-recycling-up-to-the-challenge-5710942/ 

https://www.airbus.com/en/newsroom/news/2019-04-a-piece-of-sky-breathing-new-life-into-old-aircraft-parts

https://globetrender.com/2020/10/01/lufthansa-upcycling-collection/ 

https://www.jumbostay.se/ 

https://selfiefactory.co.uk/ 

https://skypods.co.uk/sky-bars/ 

Six of the world’s most beautiful runways

It is estimated there are more than 41,000 airports in the world. While it would be impossible to visit them all, component supply specialist Artemis Aerospace ranks their top six must-see runways.

Barra Airport, Isle of Barra, Scotland The only runway in the world where scheduled flights use a tidal beach for take-off and landing, Barra Airport in the Outer Hebrides is as unique as it is spectacular. Surrounded by rolling hills, the sandy beach is underwater at high tide, meaning flight times vary according to the tides.

Skiathos Alexandros Papadiamantis Airport, Greece Named after a Greek novelist and native, the short and narrow airport on the picturesque island of Skiathos is a popular destination for plane spotters, who can experience close range take offs and landings from the small stone beach and adjacent public road located at the tip of the runway. Nestled in the Mediterranean and surrounded by hills on both sides, the runway was built using reclaimed land. Pilots need to be specially rated to operate here due to the length and confines of the runway.

Tenzing-Hillary Airport, Lukla, Nepal Perhaps more infamous as one of the world’s most dangerous airports, Tenzing-Hillary Airport, also known as Lukla Airport, is the main gateway for trekkers visiting Mount Everest Base Camp. Elevated at 9,334 ft, the airport is surrounded by majestic mountains with snow-capped peaks that are often shrouded in cloud, making it an awe-inspiring sight for visitors.

Is aviation ready for a new era of supersonic travel?

As American Airlines becomes the third major carrier to place an order for Boom Supersonic’s new Overture jets, Jim Scott, co-founder at aircraft component supply specialist Artemis Aerospace, discusses the motivations for resurrecting supersonic air travel and whether passengers are ready for this new era of aviation. Photo by Lynn Kintziger on Unsplash

When the iconic Concorde landed for the last time at Heathrow Airport in October 2003, the supersonic air travel age had seemingly come to an end. When Concorde first burst onto the aviation scene in 1976, it certainly made an impact. Able to fly at a cruising speed of Mach 2, travelling on Concorde cut the length of a journey from London to New York to just three hours – less than half the average flying time compared to its subsonic counterparts. Wealthy passengers and high-profile businesspeople flocked to experience Concorde’s unrivalled speed and luxury service and the jet soon became an exclusive experience that many would aspire to. However, crippled by rising fuel costs that exceeded profit and a restriction on the routes the aircraft could travel due to the jet’s noise levels, after more than 25 years’ service Concorde was no longer a feasible investment. The high-profile crash of Air France’s Concorde Flight 4590 in 2000, that killed 113 people as it left Charles de Gaulle Airport in Paris, had also taken its toll. Until that point, Concorde had enjoyed an unblemished safety record and was considered among the world’s safest aircraft. Following investigations that revealed the aircraft had run over debris on the runway during take-off, which caused one of its tyres to blow out and puncture a fuel tank, modifications were made. These included Kevlar lining for the fuel tanks and specially developed burst-resistant tyres. However, this made little difference and, in 2003, dwindling passenger numbers triggered by the Paris crash and the 9/11 terrorist attacks prompted Concorde’s operators, Air France and British Airways, to simultaneously announce they would be retiring the aircraft later that year. A handful of attempts were made to revive Concorde. But, the operating costs, limited passenger numbers and a growing thirst for cheaper travel, along with Airbus withdrawing its support for maintenance, ultimately meant that supersonic air travel was to be firmly filed away behind museum doors.

Artemis Aerospace discusses the skills gap in the aviation industry

The pandemic and the associated fallout from numerous redundancies and furloughs has left the aviation industry struggling to find skilled and qualified personnel to support the ever-increasing demand for flights. Here, Jim Scott from component supply specialists Artemis Aerospace, provides his views on how the industry can build momentum in highlighting careers in the sector and tackling the growing gap in relevant skillsets.

Earlier this year there was much furore when airlines were forced to cancel numerous flights due to a shortage of staff.  While the shortage was in the most part due to staff illness, much of the blame was laid squarely at the feet of the airline carriers, who were accused of creating packed flight schedules they knew they couldn't fulfil.

However, the staff shortage issue runs far deeper than illness or even the pandemic. It's true that the pandemic was a catalyst for thousands of staff leaving the industry and, consequently, many have made a conscious decision never to return, citing job insecurity as a prominent reason for this decision. In reality, the aviation industry has been experiencing a downturn in skilled workers across all job roles for many years.

Research carried out by GOOSE Recruitment, in partnership with FlightGlobal, revealed that in 2019, a strong global demand for aviation services meant that many regions, including China, South America and North America, were experiencing an acute skills shortage in the supply of experienced flight crew, and that this had been the case for almost two decades. It also revealed that, despite the impact of the pandemic, 43% of pilots surveyed believed there would not be enough experienced pilots to meet demand in five years' time.

Five events that changed the aviation industry forever........

The top five events that changed the aviation industry forever

Photo Artemis Aerospace

The long and illustrious history of the aviation industry has been fraught with many trials and tribulations over the years that have tested businesses to their limits and served as a catalyst for change. Here, component supply specialist Artemis Aerospace looks at the events that had a significant impact on the sector and how they have changed aviation forever.

The world's most significant air crash

Fortunately, air crashes are extremely rare and travelling by aircraft continues to be the world's safest form of travel. In fact, according to the NTSB, the chances of being on a commercial airline flight that is involved in a fatal accident is around 1 in 20 million, while the chances of dying are a tiny 1 in 3.37 billion.

The emphasis on safety in the aviation industry is paramount - pilots, engineers and air traffic controllers are all highly skilled and dedicated to ensuring passengers remain safe.

However, in the early days of aviation, when flying was still very much in its infancy, crashes were far more common. In 1908, the first aeroplane passenger death was recorded when Lt. Thomas Selfridge died after a Wright Flyer, piloted by Orville Wright, crashed during a trial flight in Virginia, USA. It wasn't until 1919 when the first commercial aircraft, a Caproni Ca.48, crashed in Verona killing everyone on board.

In 1977, the world's deadliest air crash left a lasting legacy on international airline regulations and requirements.

The Tenerife airport disaster occurred when two Boeing 747 passenger jets collided on the runway at Los Rodeos Airport killing 583 people. Investigations revealed that the captain of one of the aircraft, operated by KLM, mistakenly attempted to take off while a Pan Am flight was still taxiing on the runway.

The disaster highlighted the vital importance of using standardised terminology for all radio communications rather than colloquialisms, such as 'OK', including a readback of the key parts of the instruction to confirm a mutual understanding.   

 

The introduction of budget airlines and package holidays

Photo by judith girard-marczak on Unsplash

Budget air travel has transformed the aviation industry and has resulted in many more people than ever before being able to enjoy the experience of travelling overseas to far flung destinations.

The world's first low-cost carrier was Southwest Airlines, which was set up in 1967 by Herb Kelleher and Rollin King. In 1971, the Texas-based company began operating as an intrastate airline before starting a regional interstate service in 1979. The business model used by Southwest set the foundations for other no-frills carriers, including EasyJet and Ryanair.

Southwest's philosophy was based on four principles that underpin the budget airline business model. These include only flying one type of aircraft, aiming to cut operating costs year-on-year, turning around aircraft as quickly as possible and keeping things simple by only selling seats on planes, instead of creating loyalty schemes and similar add-ons.

Volcanic eruptions and British Airways Flight 009

The 2010 Eyjafjallajökull eruption might be one of the most recent incidences of volcanic ash causing aircraft to be grounded, but perhaps the most notorious is the 1982 cloud of volcanic ash from Mount Galunggung in Jakarta. British Airways Flight 009 was forced to perform an emergency landing after flying through the volcanic cloud, which caused all four of its engines to cut out.

Orange is the new black: the history of the ‘black box’

From its invention and throughout its evolution, the ‘black box’ has been crucial for maintaining and improving commercial aircraft safety since the 1950s. Here, component supply specialists Artemis Aerospace explores this essential piece of equipment and how it has developed into the modern technology used by the industry today

Why is it called a black box?

Although commonly referred to as a ‘black box’, the device’s official name is flight data recorder (FDR) or cockpit voice recorder (CVR).

Originally, flight recorders consisted of magnetic tape encased in a fireproof box that was painted black to protect the metal and prevent rust, hence the terminology ‘black box’ – an expression that was made popular by the British during World War II.

However, after FDRs were mandated by the aviation industry in the 1960s, regulations stipulated that all flight recorders must be painted in ‘international orange’ – making them highly visible and easy to distinguish in the event of an incident.

Early flight recorders

Although the Australian scientist, David Warren, is credited with inventing the first flight and voice recorders for the commercial aviation industry, the earliest known design was made by François Hussenot and Paul Beaudoin at the Marignane flight test centre in France in 1939.

The ‘Hussenograph’ was a photograph-based flight recorder that used scrolling photographic film and recorded instrument data, such as altitude and speed. Hussenot’s and Beaudouin’s legacy lives on through the Société Française des Instruments de Mesure, which they founded in 1947 and today forms part of the multi-national manufacturer of aircraft engines and equipment, Safran group.

During WWII, Len Harrison and Vic Husband developed a crash and fire-proof flight recorder for the Ministry of Aircraft Production, setting the standard for today’s modern units.

The first flight recorders for commercial aircraft

Up until the 1950s, flight recorders were primarily used on military aircraft. However, in 1953, David Warren’s prototype FDR ‘The ARL Flight Memory Unit’ was specifically designed for post-crash investigations of civilian aircraft and was the first to record voices in the cockpit as well as instrument readings. 

During the same year, Professor James J. Ryan, who was a professor of mechanical engineering at the University of Minnesota, invented and patented the flight recorder in the United States. However, unlike Warren’s invention, Ryan’s didn’t include a cockpit voice recorder, which wasn’t patented in the US until 1961 by Edmund A Boniface Jr.

How aircraft withstand tough weather conditions

Weathering the storm: how aircraft withstand tough weather conditions

Every day, aircraft encounter turbulence caused by inclement and unsettled weather. While no pilot will voluntarily fly through a storm, aircraft still need to be able to cope with unpredictable weather-related events.  Here, the experts at Artemis Aerospace look at how aircraft are engineered to endure difficult conditions and the skills all pilots need to successfully navigate storms.

Stress testing to the extreme It’s no coincidence that flying is the safest form of long-distance transport. Safety has always been the highest priority for the aviation industry and serious incidents involving aircraft are rare.   The complexity of modern-day aircraft means new planes undergo a series of lengthy and rigorous tests. These tests, which include emulating situations like bird strikes, are constantly evolving to address changes in aircraft design and the potential hazards an aircraft might encounter.   Past incidents caused by technical faults, fatigued fuselage and thunderstorms have also contributed greatly to the development of aircraft engineering and maintenance procedures, triggering major technological advances to ensure similar incidents never occur again.   In addition to the extensive and extreme testing aircraft undergo before they make it into the air, commercial aircraft are also subject to maintenance and visual inspections from engineers and pilots during each flight turnaround as well as undergoing basic maintenance inspections every two days and more thorough inspections every few years. Maintenance, repair and overhaul (MRO) services are an essential element of ensuring aircraft remain safe and ready to fly at all times.   Tackling turbulence If you’ve been on an aircraft, then the chances are you have experienced turbulence. While it can be nerve-racking, turbulence, put simply, is an irregular flow of air. Much like the waves of an ocean, which can sometimes be big and erratic, the bumpiness and drops of turbulence aren’t necessarily dangerous.     There are three types of turbulence that aircraft encounter: shear (when two adjacent areas of air are moving in different directions), thermal conditions (a clash between warmer and cooler air) or mechanical, caused by a variation in the landscape – for example, flying over a large mountain.   Wings that bend Wings on modern-day passenger jets are extremely bendy, making them highly resistant to turbulence.   To test their resilience, wings are bent to nearly 90 degrees using a specialist rig – far more flex than any aircraft is ever likely to encounter.   Wings and fuselage are also subject to load tests of up to 1.5 times higher than they would be subjected to during a flight.   Snap tests are also performed on wings to determine their breaking point and ensure it is well beyond the predicted level.   Stormy waters Large amounts of water caused by heavy rain could spell disaster for aircraft. Therefore, aircraft are put through a series of thorough water tests, including having to taxi through specially made water troughs, or forcing a steady stream of water or firing loosely compacted ice into the engines to mimic rain and hail. This enables engineers to establish how the engines, thrust reversers and braking systems will function following water exposure and how this would affect an aircraft having to contend with bad weather.   Wild wind People from all over the world were captivated by Big Jet TV’s coverage of aircraft struggling to land at Heathrow Airport during Storm Eunice.   For passengers and spectators on the ground, strong winds, which cause aircraft to sway back and forth, can seem alarming and feel precarious for those onboard. Pilots are experts in navigating turbulence and poor weather conditions. Regular flight simulator training sessions mean pilots are well-versed in every type of situation they might encounter during a flight, including stormy weather or landing in windy conditions.   Airlines and airports will also have their own set wind speed limits in place – if the wind is too strong, then aircraft will not be allowed to take-off or land. Indeed, many flights from Heathrow were cancelled during Storm Eunice while others had to perform go-arounds or diversions. Airport operations are strictly regulated to ensure the safety of all passengers and crew.   While there is no single maximum wind limit, as it depends on the direction of wind and phase of the flight, a crosswind (winds perpendicular to the runway) above 40mph and a tailwind of more than 10mph are considered problematic. Limits will also depend on aircraft type, runway direction and general weather conditions.   During the testing phase, aircraft will be subjected to specially made wind tunnels to assess their strength in extreme conditions. For example, Boeing’s Test and Evaluation department’s tunnel can test speeds between 60 and 250 knots (70 and 290mph). This facility simulates many kinds of rain, ice and cloud conditions that aircraft might come across.

Let's go inside the world of aircraft simulator creation.....

Dan Frith, Flight Simulator Support & Sales Director at component solutions experts Artemis Aerospace, takes us inside the world of aircraft simulator creation.  

Photo Artemis Aerospace

 Since simulators were first used to assist pilots with mastering simple aircraft manoeuvres in the early 1900s, they have evolved into the fully equipped and highly technical pieces of kit that are used worldwide today.

Their use in modern aircraft training is now crucial for pilots and airlines. When incidents in the air occur, it's largely the actions of the pilot that determine whether a flight lands safely or becomes a fatal situation. Simulators allow pilots to safely train for every possible eventuality, including engine failures, tyre blowouts, difficult weather conditions and bird strikes.

Flight simulators can also assist investigators, helping them to make sense of accidents after they occur while providing evidence that pilots were not at fault and did their utmost to protect passengers and crew.

Most recently, this was demonstrated following the famously flawless landing of US Airways Flight 1549 by Captain Chesley 'Sully' Sullenberger, and first officer Jeffrey Skiles. Sully and Skiles ditched their aircraft in New York's Hudson River, saving all 155 people on board, after a freak bird strike took out both engines. In the months that followed, investigators used simulator re-enactments that helped to eventually prove the pilots had made the correct decision to land on water rather than attempt to return to a nearby airport. This shows how invaluable simulator training is for pilots and how essential it is to investigating incidents in the sky.

Early simulators were basic. One of the best-known devices was the Link Trainer, produced by Edwin Link in the US in 1927. This comprised a basic metal frame painted in blue with a pneumatic motion platform driven by inflatable bellows to provide pitch and roll cues.

Initially, little interest was shown in simulators until World War II, when the Link Trainer became the principal pilot trainer. Around 10,000 were produced to train more than 500,000 pilots from the allied nations.

In 1954, the first of four simulators produced by Curtiss-Wright were bought by United Airlines at a cost of US$3 million. Similar to early models, these simulators had the added benefit of visuals, sound and movement. They became the first examples of the modern flight simulators used for commercial aircraft.

Standardising flight simulators

Initially, flight simulators weren't regulated and, even for the same aircraft type, there were no two identical simulators. This issue caused concern for pilots and regulators, eventually leading to a technical committee being set up under the umbrella of the IATA (International Air Transport Association) and an internationally recognised system of simulator standards and certifications was subsequently put in place.

Types of simulators

Depending on the purpose there are three types of simulators: ATD (Aviation Training Device), FTD (Flight Training Device) and FFS (Full Flight Simulators). Pilots are required to test their skills in various situations regularly.

Artemis Aerospace looks inside the world of aircraft simulator creation

Dan Frith, Flight Simulator Support & Sales Director at component solutions experts Artemis Aerospace, takes us inside the world of aircraft simulator creation.  

 Since simulators were first used to assist pilots with mastering simple aircraft manoeuvres in the early 1900s, they have evolved into the fully equipped and highly technical pieces of kit that are used worldwide today.

Their use in modern aircraft training is now crucial for pilots and airlines. When incidents in the air occur, it's largely the actions of the pilot that determine whether a flight lands safely or becomes a fatal situation. Simulators allow pilots to safely train for every possible eventuality, including engine failures, tyre blowouts, difficult weather conditions and bird strikes.

Flight simulators can also assist investigators, helping them to make sense of accidents after they occur while providing evidence that pilots were not at fault and did their utmost to protect passengers and crew.

Most recently, this was demonstrated following the famously flawless landing of US Airways Flight 1549 by Captain Chesley 'Sully' Sullenberger, and first officer Jeffrey Skiles. Sully and Skiles ditched their aircraft in New York's Hudson River, saving all 155 people on board, after a freak bird strike took out both engines. In the months that followed, investigators used simulator re-enactments that helped to eventually prove the pilots had made the correct decision to land on water rather than attempt to return to a nearby airport. This shows how invaluable simulator training is for pilots and how essential it is to investigating incidents in the sky.

Early simulators were basic. One of the best-known devices was the Link Trainer, produced by Edwin Link in the US in 1927. This comprised a basic metal frame painted in blue with a pneumatic motion platform driven by inflatable bellows to provide pitch and roll cues.

Initially, little interest was shown in simulators until World War II, when the Link Trainer became the principal pilot trainer. Around 10,000 were produced to train more than 500,000 pilots from the allied nations.

Photo Artemis Aerospace

In 1954, the first of four simulators produced by Curtiss-Wright were bought by United Airlines at a cost of US$3 million. Similar to early models, these simulators had the added benefit of visuals, sound and movement. They became the first examples of the modern flight simulators used for commercial aircraft.

Standardising flight simulators

Initially, flight simulators weren't regulated and, even for the same aircraft type, there were no two identical simulators. This issue caused concern for pilots and regulators, eventually leading to a technical committee being set up under the umbrella of the IATA (International Air Transport Association) and an internationally recognised system of simulator standards and certifications was subsequently put in place.

Types of simulators

Depending on the purpose there are three types of simulators: ATD (Aviation Training Device), FTD (Flight Training Device) and FFS (Full Flight Simulators). Pilots are required to test their skills in various situations regularly.