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Page 3 sur 37
Page 3 sur 37 • 
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Re: Airbus A380
par TRINIDAD Dim 18 Oct 2009, 09:31
L'A 380 en visite hier à Domodedovo, Moscou
MOSCOW, October 16 (Itar-Tass) - The world’s largest commercial jetliner, Airbus A380, has made its first flight to Russia.
The jet landed at the Domodedovo Airport on the way to the international aerospace show in Seoul. A380 will receive maintenance in Domodedovo.
The stopover will confirm the airport’s ability to service A380 and present the jetliner’s advantages to airlines and passengers.
The jet takes part in certification flights, personnel training and exhibitions, Prime Tass said...
[Vous devez être inscrit et connecté pour voir ce lien]
[Vous devez être inscrit et connecté pour voir cette image]
MOSCOW, October 16 (Itar-Tass) - The world’s largest commercial jetliner, Airbus A380, has made its first flight to Russia.
The jet landed at the Domodedovo Airport on the way to the international aerospace show in Seoul. A380 will receive maintenance in Domodedovo.
The stopover will confirm the airport’s ability to service A380 and present the jetliner’s advantages to airlines and passengers.
The jet takes part in certification flights, personnel training and exhibitions, Prime Tass said...
[Vous devez être inscrit et connecté pour voir ce lien]
[Vous devez être inscrit et connecté pour voir cette image]
TRINIDAD- CLUB
- Messages : 930
Localisation : RP
Re: Airbus A380
par JiPi2 Lun 26 Oct 2009, 22:00
Avec l'accord de l''EASA, AF et DLH utiliseront un système de guidage et un de gestion du freinage optimisés sur A 380.
Cette optimisation permettrait de se passer des inverseurs sur piste sèche et une moindre usure des freins.
A contrario, pour éviter une sortie de piste, inverseurs et freins seraient utilisés au maximum
Les deux systèmes seront standards sur A 350XWB
[Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] are set to introduce two landing systems on the [Vous devez être inscrit et connecté pour voir ce lien], one designed to increase runway efficiency and the other to prevent overruns.
Both systems - brake-to-vacate and runway overrun protection - have been certified by the European Aviation Safety Agency.
Brake-to-vacate combines satellite positioning with the aircraft's on-board airport database and flight-control systems to provide crews with braking distances to their preferred runway exit.
Once the pilot has selected a runway exit point, the system manages the deceleration - taking into account runway surface conditions - in order to ensure the jet reaches the exit at the correct vacate speed.
[Vous devez être inscrit et connecté pour voir ce lien] says this cuts wear on brakes and lowers the need for thrust-reverser use on dry runways, and contributes to a smoother overall landing. It also claims that the system increases runway efficiency, by minimising occupancy time, and allows up to 15% more departures to be scheduled.
The second system, runway overrun warning and protection, is a complementary function that calculates operational landing distances and alerts the pilot if the remaining available runway distance becomes too short.
Airbus says the system takes into account several elements - not just the aircraft's speed and position but also the temperature, wind and runway elevation.
Even if the runway distance is initially considered acceptable, the system will continue to monitor it in real time and warn the pilot if there is a risk of overrun - if the aircraft, for example, is likely to overshoot the touchdown point. Airbus says that pilots would then execute a mandatory go-around.
Should the pilot be unable to conduct a go-around, says the airframer, the system includes an override option. An automatic overrun protection function would then engage to bring the aircraft to a halt in the shortest possible distance, using maximum braking and reverse thrust if necessary.
"The pilot has the authority to disengage the runway overrun protection at any time," says Airbus.
Air France and Lufthansa are launch customers for the systems. Air France is to take delivery of its first A380 this week, while Lufthansa will receive its aircraft next year.
Airbus says that the two systems will be standard features on its [Vous devez être inscrit et connecté pour voir ce lien] twin-jet.
[Vous devez être inscrit et connecté pour voir ce lien]
Cette optimisation permettrait de se passer des inverseurs sur piste sèche et une moindre usure des freins.
A contrario, pour éviter une sortie de piste, inverseurs et freins seraient utilisés au maximum
Les deux systèmes seront standards sur A 350XWB
[Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] are set to introduce two landing systems on the [Vous devez être inscrit et connecté pour voir ce lien], one designed to increase runway efficiency and the other to prevent overruns.
Both systems - brake-to-vacate and runway overrun protection - have been certified by the European Aviation Safety Agency.
Brake-to-vacate combines satellite positioning with the aircraft's on-board airport database and flight-control systems to provide crews with braking distances to their preferred runway exit.
Once the pilot has selected a runway exit point, the system manages the deceleration - taking into account runway surface conditions - in order to ensure the jet reaches the exit at the correct vacate speed.
[Vous devez être inscrit et connecté pour voir ce lien] says this cuts wear on brakes and lowers the need for thrust-reverser use on dry runways, and contributes to a smoother overall landing. It also claims that the system increases runway efficiency, by minimising occupancy time, and allows up to 15% more departures to be scheduled.
The second system, runway overrun warning and protection, is a complementary function that calculates operational landing distances and alerts the pilot if the remaining available runway distance becomes too short.
Airbus says the system takes into account several elements - not just the aircraft's speed and position but also the temperature, wind and runway elevation.
Even if the runway distance is initially considered acceptable, the system will continue to monitor it in real time and warn the pilot if there is a risk of overrun - if the aircraft, for example, is likely to overshoot the touchdown point. Airbus says that pilots would then execute a mandatory go-around.
Should the pilot be unable to conduct a go-around, says the airframer, the system includes an override option. An automatic overrun protection function would then engage to bring the aircraft to a halt in the shortest possible distance, using maximum braking and reverse thrust if necessary.
"The pilot has the authority to disengage the runway overrun protection at any time," says Airbus.
Air France and Lufthansa are launch customers for the systems. Air France is to take delivery of its first A380 this week, while Lufthansa will receive its aircraft next year.
Airbus says that the two systems will be standard features on its [Vous devez être inscrit et connecté pour voir ce lien] twin-jet.
[Vous devez être inscrit et connecté pour voir ce lien]
JiPi2- Messages : 970
Re: Airbus A380
par PierHand Ven 30 Oct 2009, 11:49
A l'occasion de la livraison à Air France de son premier A 380
Une analyse intéressante sur Bloomberg !
Les 100 premier A 380 ont fait l'objet de jolies ristournes
-----------------------------------------------------
Oct. 30 (Bloomberg) -- [Vous devez être inscrit et connecté pour voir ce lien] takes delivery today of its first Airbus A380 double-decker jet fitted with a lounge bar and on-demand video, luxuries that have complicated assembly of the plane already plagued by production delays.
Letting airlines take travel comfort to the next level with showers, enclosed suites or bar lounges has made the A380 a hit on routes in Asia where the super-jumbo operates. For Airbus, the gizmos have spawned engineering woes that haunt a program reeling from cost overruns, sluggish demand and order deferrals.
“They customized the plane to death, and that’s preventing them from reaching the production levels they’d talked about,” said [Vous devez être inscrit et connecté pour voir ce lien], an analyst at Morgan Stanley in London. “The other issue is that customers clearly don’t want the plane now as much as they wanted it a year or two ago.”
Air France is the first [Vous devez être inscrit et connecté pour voir ce lien] to receive the world’s largest passenger aircraft, which will link Paris and New York after its Nov. 20 maiden voyage. Airbus, the world’s largest maker of commercial aircraft, hands over the jet, which seats more than 500 passengers, at a ceremony in Hamburg today.
When the A380 entered service in October 2007, it was two years late and $6 billion over its original $12 billion budget. The delays were partly the result of French and German engineers using different software tools.
As a consequence, cabins were improperly wired, and the work had to be redone by hand.
‘A Challenge’
Customizing the A380 for carriers is “a big challenge,” Airbus Chief Executive Officer [Vous devez être inscrit et connecté pour voir ce lien] said in a Bloomberg Television interview today.
Giving customers wide latitude with design and cabin outfit has helped them generate higher revenue per passenger, making it worth the effort, said [Vous devez être inscrit et connecté pour voir ce lien], a spokesman. And while many airlines have postponed deliveries, not one has canceled the passenger jet, Schaffrath said.
Airbus introduced a single design platform so the planes could be assembled by automation starting from the 26th model.
That move, started this year, proved slower than foreseen, partly from challenges to get workers up to speed on the unified software.
With Air France today, Airbus will have delivered just seven A380s this year, compared with its target of 13.
[Vous devez être inscrit et connecté pour voir ce lien] of Evolution Securities in London says Airbus was under pressure to grant a previously unheard-of customization level. The aircraft itself didn’t bring major efficiency benefits over smaller jets such as Airbus’s 250-seat A330-200 widebody model, he said. The additional space also prompted airlines to consider cabins impossible on other jets.
Gizmos
“They needed to sell the plane on other things,” said Cunningham. “They had to offer a lot of customization, such as showers, and all sorts of gizmos.”
By contrast, [Vous devez être inscrit et connecté pour voir ce lien] kept customization to a minimum when it began offering the 787, letting clients visit a showroom in Seattle where they could pick from pre-selected options. That plane, too, is more than two years behind schedule, though for reasons relating to materials, design and supplier bottlenecks.
The additional space on the Airbus has allowed Singapore Airlines, the A380s first customer, for example, to add [Vous devez être inscrit et connecté pour voir ce lien] that feature Italian leather seats and full-sized flat beds. There is no plan to add showers or bars to the cabins for now, said [Vous devez être inscrit et connecté pour voir ce lien], a spokesman for the airline.
When Airbus first disclosed the magnitude of the design flaws more than three years ago, the company slashed initial targets.
By October 2006, a new schedule called for one plane being delivered in 2007, 13 in 2008, 25 in 2009 and 45 in
2010.
Behind Target
Airbus only came through on the first year. In 2008, it handed over 12 jets, and dropped the target for 2009 to 18 at the start of this year, before lowering it further to 14, and subsequently 13. For 2010, Airbus is officially targeting “more than 20”, or less than half the number planned earlier. Vig, the Morgan Stanley analyst, predicts deliveries
closer to 13.
Airbus began offering the plane in December 2000 and estimates it’ll get at least 700 orders within 20 years. So far, it has 200 firm orders from 16 customers. They include 14 airlines, as well as airplane leasing company International Lease Finance Corp. One private customer, Saudi billionaire [Vous devez être inscrit et connecté pour voir ce lien], also ordered a jet.
The last new order came from [Vous devez être inscrit et connecté pour voir ce lien] in September 2007, for 12 aircraft.
No new customer has signed up since. European Aeronautic Defence & Space Co., Airbus’s parent, estimated in 2006 it would break even on its A380 investment after selling 420 planes. The company had previously set that mark at 300 units. Since 2007, EADS has refrained from public targets, saying Boeing doesn’t disclose such figures either.
---------------------------------------
To contact the reporters on this story: [Vous devez être inscrit et connecté pour voir ce lien] in Toulouse, France at [Vous devez être inscrit et connecté pour voir ce lien]
Last Updated: October 30, 2009 06:26 EDT
[Vous devez être inscrit et connecté pour voir ce lien]
Une analyse intéressante sur Bloomberg !
Les 100 premier A 380 ont fait l'objet de jolies ristournes
-----------------------------------------------------
Oct. 30 (Bloomberg) -- [Vous devez être inscrit et connecté pour voir ce lien] takes delivery today of its first Airbus A380 double-decker jet fitted with a lounge bar and on-demand video, luxuries that have complicated assembly of the plane already plagued by production delays.
Letting airlines take travel comfort to the next level with showers, enclosed suites or bar lounges has made the A380 a hit on routes in Asia where the super-jumbo operates. For Airbus, the gizmos have spawned engineering woes that haunt a program reeling from cost overruns, sluggish demand and order deferrals.
“They customized the plane to death, and that’s preventing them from reaching the production levels they’d talked about,” said [Vous devez être inscrit et connecté pour voir ce lien], an analyst at Morgan Stanley in London. “The other issue is that customers clearly don’t want the plane now as much as they wanted it a year or two ago.”
Air France is the first [Vous devez être inscrit et connecté pour voir ce lien] to receive the world’s largest passenger aircraft, which will link Paris and New York after its Nov. 20 maiden voyage. Airbus, the world’s largest maker of commercial aircraft, hands over the jet, which seats more than 500 passengers, at a ceremony in Hamburg today.
When the A380 entered service in October 2007, it was two years late and $6 billion over its original $12 billion budget. The delays were partly the result of French and German engineers using different software tools.
As a consequence, cabins were improperly wired, and the work had to be redone by hand.
‘A Challenge’
Customizing the A380 for carriers is “a big challenge,” Airbus Chief Executive Officer [Vous devez être inscrit et connecté pour voir ce lien] said in a Bloomberg Television interview today.
Giving customers wide latitude with design and cabin outfit has helped them generate higher revenue per passenger, making it worth the effort, said [Vous devez être inscrit et connecté pour voir ce lien], a spokesman. And while many airlines have postponed deliveries, not one has canceled the passenger jet, Schaffrath said.
Airbus introduced a single design platform so the planes could be assembled by automation starting from the 26th model.
That move, started this year, proved slower than foreseen, partly from challenges to get workers up to speed on the unified software.
With Air France today, Airbus will have delivered just seven A380s this year, compared with its target of 13.
[Vous devez être inscrit et connecté pour voir ce lien] of Evolution Securities in London says Airbus was under pressure to grant a previously unheard-of customization level. The aircraft itself didn’t bring major efficiency benefits over smaller jets such as Airbus’s 250-seat A330-200 widebody model, he said. The additional space also prompted airlines to consider cabins impossible on other jets.
Gizmos
“They needed to sell the plane on other things,” said Cunningham. “They had to offer a lot of customization, such as showers, and all sorts of gizmos.”
By contrast, [Vous devez être inscrit et connecté pour voir ce lien] kept customization to a minimum when it began offering the 787, letting clients visit a showroom in Seattle where they could pick from pre-selected options. That plane, too, is more than two years behind schedule, though for reasons relating to materials, design and supplier bottlenecks.
The additional space on the Airbus has allowed Singapore Airlines, the A380s first customer, for example, to add [Vous devez être inscrit et connecté pour voir ce lien] that feature Italian leather seats and full-sized flat beds. There is no plan to add showers or bars to the cabins for now, said [Vous devez être inscrit et connecté pour voir ce lien], a spokesman for the airline.
When Airbus first disclosed the magnitude of the design flaws more than three years ago, the company slashed initial targets.
By October 2006, a new schedule called for one plane being delivered in 2007, 13 in 2008, 25 in 2009 and 45 in
2010.
Behind Target
Airbus only came through on the first year. In 2008, it handed over 12 jets, and dropped the target for 2009 to 18 at the start of this year, before lowering it further to 14, and subsequently 13. For 2010, Airbus is officially targeting “more than 20”, or less than half the number planned earlier. Vig, the Morgan Stanley analyst, predicts deliveries
closer to 13.
Airbus began offering the plane in December 2000 and estimates it’ll get at least 700 orders within 20 years. So far, it has 200 firm orders from 16 customers. They include 14 airlines, as well as airplane leasing company International Lease Finance Corp. One private customer, Saudi billionaire [Vous devez être inscrit et connecté pour voir ce lien], also ordered a jet.
The last new order came from [Vous devez être inscrit et connecté pour voir ce lien] in September 2007, for 12 aircraft.
No new customer has signed up since. European Aeronautic Defence & Space Co., Airbus’s parent, estimated in 2006 it would break even on its A380 investment after selling 420 planes. The company had previously set that mark at 300 units. Since 2007, EADS has refrained from public targets, saying Boeing doesn’t disclose such figures either.
---------------------------------------
To contact the reporters on this story: [Vous devez être inscrit et connecté pour voir ce lien] in Toulouse, France at [Vous devez être inscrit et connecté pour voir ce lien]
Last Updated: October 30, 2009 06:26 EDT
[Vous devez être inscrit et connecté pour voir ce lien]
PierHand- CLUB
- Messages : 499
Re: Airbus A380
par PierHand Ven 30 Oct 2009, 11:53
L'article de Bloomberg, 2ème partie
-------------------------------------
Profitable Project?
“The critical question is: Are they ever going to make any money on this plane?” said [Vous devez être inscrit et connecté pour voir ce lien], the chief executive officer of consulting company Tecop International that advises companies including Boeing and EADS.
Weber estimates Airbus is selling the first 100 jets at a discount of 40 percent on average off the initial list price of $240 million. The price for an A380 has since risen to $327 million. He also puts development costs at about $20 billion.
The slow production pace is creating additional cost overruns. Inventory has built up before Airbus needs the parts. The A380 is pieced together in a cross-border effort, with the wings coming from Wales, the tail from Germany and Spain, and the cockpit from France. The pieces are sent by ship, barge and truck to Toulouse in southwestern France, where the plane is assembled before flying to Hamburg for cabin outfitting.
Slumping Travel
To be sure, the A380 has to contend with turbulences beyond the company’s control. The global airline industry may lose $11 billion this year, the International Air Transport Association predicted in September, widening its June forecast by $2 billion. Asia-Pacific carriers, a key customer group for the A380, will account for a third of that, the group predicted.
Of the 14 airline customers for the plane, 10 have asked to push back at least some A380 deliveries. Yesterday, Deutsche Lufthansa, which has 15 on order, announced that it would defer some A380s. Other postponing carriers include Singapore Airlines, Kingfisher Airlines in India, Qatar Airways, Air France, and Virgin Atlantic.
The biggest single customer for the jet is Emirates, which eventually aims to operate 58 A380s.
Still, wherever the A380 does fly, passengers are flocking to board the plane.
Singapore Air flew more than 1.6 million passengers on the A380 since flights with the 471-seat plane began in October 2007, filling more than 80 percent of seats on average, said [Vous devez être inscrit et connecté pour voir ce lien], the airline spokesman.
“It’s definitely an attractive flagship for airlines,” said [Vous devez être inscrit et connecté pour voir ce lien], vice president of the Teal Group, a Fairfax, Virginia-based forecaster. “But it will never be the mainstay of anyone’s fleet.”
To contact the reporters on this story: [Vous devez être inscrit et connecté pour voir ce lien] in Toulouse, France at [Vous devez être inscrit et connecté pour voir ce lien]
Last Updated: October 30, 2009 06:26 EDT
[Vous devez être inscrit et connecté pour voir ce lien]
-------------------------------------
Profitable Project?
“The critical question is: Are they ever going to make any money on this plane?” said [Vous devez être inscrit et connecté pour voir ce lien], the chief executive officer of consulting company Tecop International that advises companies including Boeing and EADS.
Weber estimates Airbus is selling the first 100 jets at a discount of 40 percent on average off the initial list price of $240 million. The price for an A380 has since risen to $327 million. He also puts development costs at about $20 billion.
The slow production pace is creating additional cost overruns. Inventory has built up before Airbus needs the parts. The A380 is pieced together in a cross-border effort, with the wings coming from Wales, the tail from Germany and Spain, and the cockpit from France. The pieces are sent by ship, barge and truck to Toulouse in southwestern France, where the plane is assembled before flying to Hamburg for cabin outfitting.
Slumping Travel
To be sure, the A380 has to contend with turbulences beyond the company’s control. The global airline industry may lose $11 billion this year, the International Air Transport Association predicted in September, widening its June forecast by $2 billion. Asia-Pacific carriers, a key customer group for the A380, will account for a third of that, the group predicted.
Of the 14 airline customers for the plane, 10 have asked to push back at least some A380 deliveries. Yesterday, Deutsche Lufthansa, which has 15 on order, announced that it would defer some A380s. Other postponing carriers include Singapore Airlines, Kingfisher Airlines in India, Qatar Airways, Air France, and Virgin Atlantic.
The biggest single customer for the jet is Emirates, which eventually aims to operate 58 A380s.
Still, wherever the A380 does fly, passengers are flocking to board the plane.
Singapore Air flew more than 1.6 million passengers on the A380 since flights with the 471-seat plane began in October 2007, filling more than 80 percent of seats on average, said [Vous devez être inscrit et connecté pour voir ce lien], the airline spokesman.
“It’s definitely an attractive flagship for airlines,” said [Vous devez être inscrit et connecté pour voir ce lien], vice president of the Teal Group, a Fairfax, Virginia-based forecaster. “But it will never be the mainstay of anyone’s fleet.”
To contact the reporters on this story: [Vous devez être inscrit et connecté pour voir ce lien] in Toulouse, France at [Vous devez être inscrit et connecté pour voir ce lien]
Last Updated: October 30, 2009 06:26 EDT
[Vous devez être inscrit et connecté pour voir ce lien]
PierHand- CLUB
- Messages : 499
Re: Airbus A380
par Ydel Dim 01 Nov 2009, 23:52
JiPi2 a écrit:Avec l'accord de l''EASA, AF et DLH utiliseront un système de guidage et un de gestion du freinage optimisés sur A 380.
Cette optimisation permettrait de se passer des inverseurs sur piste sèche et une moindre usure des freins.
A contrario, pour éviter une sortie de piste, inverseurs et freins seraient utilisés au maximum
Les deux systèmes seront standards sur A 350XWB
[Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] are set to introduce two landing systems on the [Vous devez être inscrit et connecté pour voir ce lien], one designed to increase runway efficiency and the other to prevent overruns.
Both systems - brake-to-vacate and runway overrun protection - have been certified by the European Aviation Safety Agency.
Brake-to-vacate combines satellite positioning with the aircraft's on-board airport database and flight-control systems to provide crews with braking distances to their preferred runway exit.
Once the pilot has selected a runway exit point, the system manages the deceleration - taking into account runway surface conditions - in order to ensure the jet reaches the exit at the correct vacate speed.
[Vous devez être inscrit et connecté pour voir ce lien] says this cuts wear on brakes and lowers the need for thrust-reverser use on dry runways, and contributes to a smoother overall landing. It also claims that the system increases runway efficiency, by minimising occupancy time, and allows up to 15% more departures to be scheduled.
The second system, runway overrun warning and protection, is a complementary function that calculates operational landing distances and alerts the pilot if the remaining available runway distance becomes too short.
Airbus says the system takes into account several elements - not just the aircraft's speed and position but also the temperature, wind and runway elevation.
Even if the runway distance is initially considered acceptable, the system will continue to monitor it in real time and warn the pilot if there is a risk of overrun - if the aircraft, for example, is likely to overshoot the touchdown point. Airbus says that pilots would then execute a mandatory go-around.
Should the pilot be unable to conduct a go-around, says the airframer, the system includes an override option. An automatic overrun protection function would then engage to bring the aircraft to a halt in the shortest possible distance, using maximum braking and reverse thrust if necessary.
"The pilot has the authority to disengage the runway overrun protection at any time," says Airbus.
Air France and Lufthansa are launch customers for the systems. Air France is to take delivery of its first A380 this week, while Lufthansa will receive its aircraft next year.
Airbus says that the two systems will be standard features on its [Vous devez être inscrit et connecté pour voir ce lien] twin-jet.
[Vous devez être inscrit et connecté pour voir ce lien]
Quelques éclairages sur les Brake To Vacate, BTV et Runway Overrun Warning, ROW et Prevention, ROP
-----------------------------
Improving runway turnaround time and reducing runway excursion risk at landing
Following recent successful development testing, "Brake-To-Vacate" (BTV) and "Runway Overrun Warning and Prevention" (ROW/ROP) have both been approved and certified for the Airbus A380 by the European Aviation Safety Agency (EASA).
BTV is an Airbus innovation in pilot aid to ease airport congestion and improve runway turnaround time, and ROW/ROP addresses runway excursion risk at landing. Both BTV and ROW/ROP are patented by Airbus.
1. Brake-to-Vacate (BTV) overview BTV was designed by a transnational team in Toulouse, France and Filton, England.
By harnessing the power of the A380’s integral GPS and airport database based On-Board Airport Navigation System (OANS) combined with the Auto-Flight and Auto-Brake facilities, BTV gives pilots real-time visibility on realistic
braking distances to reach their preferred exit. It also allows in-flight operational landing distance assessment during landing preparation.
-- When the pilot chooses a runway exit point, the system indicates the estimated runway occupancy time and the minimum turnaround time. During the subsequent landing phase, and according to encountered runway conditions (i.e. ’wet’ or ’dry’), the aircraft’s deceleration is automatically regulated so it reaches the chosen exit at the correct speed.
BTV benefits operators in the following additional ways: by lowering overall braking energy requirements and temperatures (thus reducing brake-wear);
relieving maximum thrust-reverser usage on dry runways;
respecting passengers’ comfort (through regulated smooth deceleration);
reducing noise, fuel consumption and CO2 emissions; enabling air traffic control to schedule up to 15 percent more aircraft departures;
enablingairlines to maximise the number of aircraft rotations; and reducing the exposure time to a runway incursion risk (by minimising runway occupancy time).
2. Included function:
Runway Overrun Warning (ROW) & Runway Overrun Prevention (ROP)
The complementary ROW/ROP system computes realistic operational landing distances and compares them to the available landing distance in real time, while accommodating factors including:
aircraft velocity, position, altitude and weight;
runway conditions; ambient temperature and wind;
and runway
elevation.
The "ROW" forewarns the pilot, either, if the aircraft is approaching a runway which is deemed ’too short’, or, if the remaining runway length becomes too short (e.g. if a ’late’ touchdown point is predicted due to unstable approach conditions).
In such cases following the ROW warning, the mandatory procedure for the pilot is to perform a ’go-around’ for another approach attempt onto a runway with sufficient length. However, if another approach is not possible (for example in an emergency), the pilot may instead take an overriding decision to continue landing on the ’too short’ runway.
This is one example where the ’ROP’ protection would automatically be activated to bring the aircraft to a stop in the shortest possible distance using full braking power, and with maximum reverse thrust if required.
Note: the pilot has the authority to disengage ROP at any time.
BTV and ROW/ROP were first trialled on an A340-600 in 2004, and on the A380 in May 2008.
The recent approval and certification by EASA paves the way for their introduction on the A380 with launch customers Air France and Lufthansa. BTV & ROW/ROP will also be a standard feature of the forthcoming A350 XWB aircraft.
[Vous devez être inscrit et connecté pour voir ce lien]
Ydel- CLUB
- Messages : 764
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