A330-800 et A330-900 NEO

Poncho (Admin) a écrit:Oui c'est toujours comme ça

Dans l'article d'AW tu as les poids à vide (faudrait voir avec quel catering)

-800 : 132 t
-900 : 137 t

Un A350-900 doit être à 140-142t sachant qu'il est significativement plus gros (d'ailleurs en terme perfos du peux plutôt comparer l'A350-900 à l'A340-500 ....)

massemini a écrit:Combien de 330 utilisés en 9 sièges sur plus de 6000 km?

gocek a écrit:

massemini a écrit:Combien de 330 utilisés en 9 sièges sur plus de 6000 km?

A la liste de Poncho, rajouter les 4 d'XL Airways vers les Antilles, les US et la Réunion...
A part ça, sur un autre sujet, je serais intéressé par votre avis Massemini sur la conception du  MCAS.

massemini a écrit:
5 ou 6 compagnies à 9 sièges, c' est une très faible proportion.

Poncho (Admin) a écrit:Oui ça fini par faire du monde...

gocek a écrit:Si ça se trouve, il y en a même plus que de 787 à 8 de front...

The aircraft, MSN1876, is configured in three classes, with 34 business, 96 premium-economy and 168 economy seats.

.@Delta adds first @Airbus A330-900neo to its fleet. #AvGeek https://t.co/lu3OV1IBjj

— Delta News Hub (@DeltaNewsHub) 23 mai 2019

Philidor a écrit:Tout est confirmé par Airbus (16 A330neo, 10 -XLR, 5 A320neo), même les 460 passagers en classe unique !
https://www.airbus.com/newsroom/press-releases/en/2019/06/cebu-pacific-to-order-16-a330neo-10-a321xlr-and-5-a320neo.html

Re: Commandes fermes, LoI et MoU d'avions (depuis 06/2014)

The resultant emergency exit, with its associated additional design and operational requirements, has for working purposes been given the term “Type A+”.
According to the applicant, such Type A+ emergency exits will feature the following improvements with the aim to ease the formation of two parallel evacuation lines and facilitate the transition from door sill to slide:
• 3 cabin crew members at each Type A+ exit pair instead of the 2 that are the standard for a Type A exit pair. This will ensure the presence of 2 cabin crew members in the two assist spaces located forward and aft of the passageway leading to the active exit of the pair. Procedures will be developed to ensure that the performance expected for a pair of Type A+ emergency exits is reliably achieved.
• Escape slides meeting the technical conditions specified in ETSO-C69c.
Note: ETSO-C69c was issued on 24th October 2003, therefore the implementation of Type A+ emergency exits on large aeroplane models certified before that date will result in the need to improve the slide design.
• Extra Lighting System (ELS) composed of
- Enhanced LED Baseline Lighting
- Head-end lane marking arrows
- Head-end cliff lights
- Lane Divider Lighting
- Toe-end cliff light
- Guide away lights
- Note: on canted units, a “Scratch Line” shows the transition between porch and sliding surface
• Special Exit Sign
In addition it is intended to demonstrate that the escape slides are automatically erected within 10 seconds from the time the opening means of the exit is actuated.
The applicant intends to demonstrate through an extensive testing campaign that the Type A+ emergency exit definition given above has an increased performance compared to a Type A emergency exit and therefore can be considered adequate to allow transportation of more than 110 passengers per Type A+ exit pair.