How do airstrikes work?

(CNN) – “Hand openings and cross -examination.”

The pilots almost heard that instruction given by the pilot on the PA system, before the plane left the gate.

For most tourists, it’s part of the process before the flight that often gets lost in the back, like a safety brief.

But that order adds to the safety of cars and sailors, preparing an important factor for immediate recovery – plane crashes.

In the case of a catastrophic crash on Earth, inflatable slides are released from the ports and wing ports, giving passengers a quick way to escape from an aircraft. It’s a technology that had its roots in the early jet age in the 1950s but was first started by a simple escape solution.

First escape

The first landmass planes came together – a tail wheel. These first planes were from Ford, Fokker and de Havilland, then Douglas and Boeing, a common port near the tail of the plane, close to the ground.

The riders climb a few stairs, then climb up to their seats, with the cabin cutting up to the cockpit. If ordered to leave by the captain, passengers can exit using the main entrance.

With more and more commercial aircraft, tail adjustment has become a no -brainer due to the large number of cars and cargo. The nose -mounted planes were installed, to increase the building on the ground, but requiring a long flight of stairs to enter the entrances.

In a crisis, motorists could not safely fly from the house to the ground, so a catastrophic accident developed.

“The first release route on the plane was ropes with bundles on them, to let people out of the gates, and it was a long time before the slides were in place,” Tony Pope said. , chief engineer of emission systems for Collins Aerospace.

“Then they came with flat pieces of clothing spread between their hands, which had to be tied to let the people down.

Those simple backpacks have been replaced by today’s slippery slopes, enhanced by a solid gas tank.

However, cables can be found attached to flight decks, which can be found by pilots if they need to leave through the cockpit windows or the emergency window.

Six feet high

Collins Aerospace and its predecessor, Goodrich, have been designing and building inflatable slides for years, going back to the 1960s Boeing 747, the “Queen of the Skies.”

While materials and manufacturing technologies have really evolved since the first slides were introduced, the original concept and design of abandoned slides today have not changed much, according to the Pope.

“Think of a ladder made of inflatable pipes, with fabric running between the pipes. A head-rear pipe connected to the plane and a rear-rear pipe connected to the plane. the world. “

On the left side is the launch pad for the Airbus A380.  The one on the north is designed for a Boeing 737.

On the left side is the launch pad for the Airbus A380. The one on the north is designed for a Boeing 737.

By Collins Aerospace

When designing a slide, it is important to consider the process used to fold it into its fold in the plane – a process similar to mounting a parachute.

“When we create a new software development project, we have a very talented team of engineers who complete most of their work. We rely on them to develop the software development projects and we write the projects. Precise drawing of directions, “Pope said.

The U.S. Federal Aviation Administration has developed a set of requirements for landslides, which are updated over time as the crisis unfolds, providing regulators with real -life events as a guide. .

The details apply to all aspects of the design such as the strength, flammability and heat resistance of the fabrics, the critical lighting and the maximum exposure time – between six and 10 seconds – depending on the size. the slippery.

They need to withstand extreme weather conditions, such as cold as -40F and heat as 160F, rain up to an inch per hour, and winds of 25 knots. affecting the slide from 45 degree angles around the plane.

Airplanes must be equipped with an opening six feet above the ground with a slide, and long -range planes to carry slides with live ammunition attached.

Stand -alone designs

The shape of the plane is directly related to the design of its slides, with each “chute” unique to its location.

“Sometimes we can put the same slide on multiple ports, but that’s not the norm. Usually the plane is contour, and we have to design our inflatables to meet the contour requirements and the plane is directly connected to everything. the conditions we need to meet, “Pope said.

The dual -band Airbus A380 proved to be a tough one for Collins. There are 16 mega -jets – eight on the upper deck and eight on the lower deck.

Designers need to make sure the slide arrangement is tight, so that the upper and lower slides are not disturbed. Boundaries also need to be carefully monitored to keep slides.

“It went through a lot of testing. We’re going to test an exit position on an A380 at a thousand. .Development for Collins’ emission systems.

“Simplicity is better, but on the A380 we didn’t have time to adapt to a standard system and work properly.

The shape of the plane is directly related to the design of its slides.

The shape of the plane is directly related to the design of its slides.

By Collins Aerospace

Collins, who works with aircraft manufacturers, should show that passengers and entire teams can leave an aircraft in 90 seconds or so.

“We have an evacuation score test, where we show that the slide can keep evacuees in a variety of situations, such as high -level exit, low -level exit, or low -level conditions. night. “They had the right shoes and they were well dressed,” Pope said.

As with many safety -related aviation technologies, skidding is often seen by passengers, but can save lives if they need to. And leading the group in Collins, Pope added.

“I like what we do, building safety equipment. We don’t want to see it’s used and we hate the way it’s used. The work is important, it gives us pride.”

Top photo: An employee prepares for an emergency evacuation using an aircraft carrier at the opening of EasyJet Plc’s European training facility at London Gatwick Airport in 2015. Available: Chris Ratcliffe / Bloomberg / Getty Images

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