How do you stop a 20-tonne fighter aircraft coming down the runway at 200mph? Talk to Marc Greenshield, Engineering Services Leader, at our Coventry facility.
Whether it’s a 20-tonne fighter aircraft coming down the runway at 200mph or a large civil aircraft carrying hundreds of passengers, thousands of lives depend on our brakes every day. But I doubt many people know what’s really involved. Did you know that aircraft brakes can hit temperatures well over 1000°C, for example?
I get the opportunity to work on these issues every day. Our biggest challenge is to combine high performance and reliability with the lowest possible weight so the aircraft uses less fuel.
In 2004, Cassidian – the makers of the Tornado and the Typhoon – came to us with a new, top-secret brief. They were making a prototype of an unmanned aircraft designed to test reconnaissance, targeting and battle damage assessment technology.
We were only given what we needed to know. No more. We didn’t even know what it was going to look like. Our first challenge was to define exactly what Cassidian wanted. Barracuda, as it came to be known, was a test bed for new technologies. One focus was to replace hydraulic technology wherever possible with electric alternatives.
It was the first unmanned aircraft and the first electric brake we worked on, so inevitably a number of unexpected problems arose. Yet we were still up against a very demanding schedule. I’ll never forget the moment when we saw the aircraft for the first time. It was assembled in a remote location in Germany and its a formidable looking machine to say the least. I visited the site a lot when we were working on integration and the German engineers were extremely professional – as demanding and exacting as you might expect.
We were confident our product would deliver, however, as we’d been investing in electric braking research for nearly ten years. We built on our expertise in performance, weight and reliability as well as working to simplify overall systems architecture on the aircraft.
There were many tests in Germany and Spain as the maiden test flight approached. We didn’t know exactly when it would be – that was secret too – but when we finally heard the news, we were delighted.
Barracuda had successfully completed a 30-minute flight and, as we discovered later, our equipment had performed perfectly.
The attitude here has always been the same: if you’ve got good ideas and you want to get ahead, you step forward
As I have moved up the company, I’ve gone from working on specific projects like Barracuda to play a more strategic role. We’ve spread our design and manufacturing globally to reduce costs and extend our working day. We now have 50 Meggitt design engineers in our facility in Bangalore, for example.
That frees up our most innovative engineers in Europe and the US to develop the technologies and products of tomorrow. And our increased network also helps us find the best experts wherever they are around the world.
We’ve got huge opportunities for new graduates, particularly as we expand into nose wheel steering, landing gear control and tyre pressure monitoring systems. There are big challenges for engineers as the complexity of our systems and their integration increases.
I’ve spent my whole career here and even as we’ve grown to be a world leader in more and more areas, the attitude has always been the same: if you’ve got good ideas and you want to get ahead, you step forward. The support and the opportunity are always there.