Abstract
This paper evaluates possible applications for SMAs (Shape Memory Alloys) based on the requirements in the field of aircraft interiors. The authors gather requirements regarding industry standards and regulations by detailed literature research and lead user interviews. They develop a classification scheme for SMA-based actuators, which consists of SMA-specific technical attributes and requirements. This classification scheme allows one to evaluate the feasibility of using SMA-based systems in aircraft interiors. Furthermore, this paper clusters critical requirements and discusses solutions for limitations of SMAs in aircraft interiors. The authors identify critical and noncritical requirements for the implementation of SMA-based actuators. They suggest solutions for critical requirements in order to improve the possible range of applications for SMAs. The study exclusively regards the field of aircraft interiors and the currently existing industry standards and only indirectly takes laws into account. The evaluated requirements and proposed solutions can be transferred to other areas such as the automotive industry. This structured analysis of the feasibility of SMA-based systems in aircraft interiors is an innovative research work and, therefore, is valuable in order to benefit from the advantageous properties of SMAs.
Highlights
Economic, environmental, and regulatory aspects of aircraft operation are becoming increasingly important
This paper evaluates possible applications for shape memory alloys (SMAs) (Shape Memory Alloys) based on the requirements in the field of aircraft interiors
In order to methodically evaluate the applicability of SMA actuators in aircraft interiors and to identify any critical limitations, the documented requirements are rated regarding the influence of the technical attributes of conceptual SMA design
Summary
Environmental, and regulatory aspects of aircraft operation are becoming increasingly important. [1], the reduction of fuel consumption is a main objective in (German) aviation. According to the German Bundesverband der deutschen Luftverkehrswirtschaft e.V. In this context, the weight reduction is a central lever, which influences the CO2 and NOx pollution. A saving of 1 kg weight on all aircrafts operated by Lufthansa saves 30 tons of kerosene annually [2]. The costs for kerosene amount to one third of the operating costs of an airline [1]. 1 kg kerosene emits 3.5 kg CO2 and between 6–16 g NOx [3]
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