A330-800 et A330-900 NEO

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.

Beochien a écrit:On doit être proche de l'heure de penser à certifier NEO, les A332 F et autres MRTT, pour augmenter leurs perf"s et simplifier la FAL ...

Poncho (Admin) a écrit:Oui le réservoir intégral de l'A340-500 avait posé problème à la FAA
Mais du coup normalement c'est un sujet connu...
Et si le XLR est acquis par les US3 mais qu'il ne peut être exploité, alors qu'EASA, TC Canada l'autorise, va y avoir de la pression sur la FAA

GE is now trying to position itself as an engine supplier for the European plane maker’s bigger jets as well. Currently, GE’s GEnx engine competes with Rolls-Royce Holdings Trent 1000 for the 787 Dreamliner. Boeing has outlined plans to decrease output of that jet from 14 a month, to 10 a month, amid generally weaker demand for big jets.

Faced with that shortfall, GE is now talking to Airbus about making a variant of the same engine for the A330neo, according to these people. Airbus executives are enthusiastic, these people say, because a second engine option for the plane might make it more attractive to a wider basket of airline customers

Poncho (Admin) a écrit:Enthoustiac?.

Etonnant
La cadence va baisser à 3.5 mois
Pour le freigher ?