Get a behind-the-scenes perspective as Airbus showcases its product line of modern jetliners with an impressive formation flight, which included the A320neo, A330-200, A350-900 and A380 aircraft.
A következő címkéjű bejegyzések mutatása: A330. Összes bejegyzés megjelenítése
A következő címkéjű bejegyzések mutatása: A330. Összes bejegyzés megjelenítése
Line maintenance Swiss-módra
Állóhelyen végrehajtott rutinellenőrzések a Swiss International Air Lines HB-JHC lajstromjelű A330-asán..
Avionics bay vulnerability?
As the aviation industry secures itself by ensuring passenger personal electronic devices are charged and rerouting flights around war zones, a vulnerability lurks just beneath the carpet of the venerable Boeing 777, and has attracted attention on aviation forums and social media.
In the forward galley area near the L1 door and flight deck, a small access panel sits below the carpet which acts as the gateway to the 777’s electronics and engineering bay. The bay, referred to as the ‘E/E bay’, contains many of the 777’s extremely sensitive systems. A recently posted YouTube video, below, shows how shockingly easy it is to access the E/E bay, and how seemingly little has been done to keep people out.
The systems in the E/E bay vary from fuse panels to the Airplane Information Management System (AIMS), also known as “the brains” of the aircraft. AIMS provides flight and maintenance crews all pertinent information concerning the overall condition of the airplane, its maintenance requirements and its key operating functions, including flight, thrust and communications management, according to Boeing’s description. Also in the E/E bay are several tanks containing oxygen connected to the flight crews’ masks.
Needless to say, any flight would be extremely vulnerable if a passenger were to access this bay in-flight. The vulnerability seems to exist on some Boeing 777s, 767s and 747s, as other models (including those manufactured by Airbus) have either a locked access panel, or the panel is located inside the flight deck.
A late 2013 post on pprune.org (Professional Pilots Rumor Network) notes that the E/E hatch on the Boeing 787 requires a special tool to open, but that this security feature had not trickled down to the 777 at that time. Additionally, it noted that some airlines have bolted the E/E hatch shut not because of security concerns, but due to incidents where employees would fall down the hatch when someone else was inside doing maintenance. Indeed, Boeing published this article on how crew can avoid falls through proper and consistent use of hatch barriers.
Earlier this month the popular Crikey blog suggested that the technical media “has been at pains not to discuss” an alternative access route to the cockpit for years. But Air New Zealand confirmed the security flaw in the 777, said Crikey, after news surfaced that one of its captains locked a co-pilot out of the cockpit for several minutes. A 2012 video about the 777 E/E bay notes that the breakers for the flight deck door locking system are located in the E/E bay.
Whether a lack of directive to secure the E/E bay from passenger access may be due to cost or lack of concern, it seems odd that such a public vulnerability is allowed to exist on such a popular aircraft. Will industry address this issue now?
Boeing declined to comment. The FAA did not comment.
This video shows a tour of a Boeing 777’s avionics bay. It’s particularly fascinating in that it shows how you can descend from the main cabin to the lower level through a hatch, and from there make your way to the forward cargo hold or to the outside, through a hatch close to the nose landing gear...
This is a similar video for the Airbus A330 where they actually walk from the avionics bay to the forward cargo hold...
Source:
https://aviationnotes.wordpress.com/2014/11/
https://www.runwaygirlnetwork.com/2014/07/22/will-industry-address-vulnerability-beneath-the-carpet-of-the-777/
[Kirakat] RAF A330-200MRTT aka Voyager
 |
| Royal Air Force A330-200MRTT // MRTT020 // ZZ333 |
 |
| Royal Air Force A330-200MRTT |
 |
| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
 |
| Royal Air Force A330-200MRTT |
 |
| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
 |
| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
 |
| Royal Air Force A330-200MRTT |
 |
| Royal Air Force A330-200MRTT |
 |
| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
 |
| Royal Air Force A330-200MRTT // MRTT018 // ZZ331 |
 |
| Royal Air Force A330-200MRTT // MRTT018 // ZZ331 |
 |
| Royal Air Force A330-200MRTT // MRTT021 // ZZ335 |
Future Strategic Tanker Aircraft (FSTA)
In January 2004, the UK Ministry of Defence (MoD) announced the selection of the AirTanker consortium under a private finance initiative arrangement to provide air-to-air refuelling services for the UK's Army, Navy and Air Force.
The tanker transporters will replace the RAF's fleet of 26 VC-10 and Tristar tanker aircraft which are approaching the end of their operational life.
The MoD air-to-air refuelling programme will cover a 27-year service period and represents the world's largest defence private financing initiative arrangement. The contract includes options to extend the service for a further period.
The tanker transporters will replace the RAF's fleet of 26 VC-10 and Tristar tanker aircraft which are approaching the end of their operational life.
The MoD air-to-air refuelling programme will cover a 27-year service period and represents the world's largest defence private financing initiative arrangement. The contract includes options to extend the service for a further period.
Future strategic tanker aircraft (FSTA) programme
The programme is known as the future strategic tanker aircraft (FSTA) programme. In February 2005, AirTanker was confirmed as preferred bidder for the FSTA.
In June 2007, the UK MoD approved the private finance initiative (PFI) for 14 A330-200 tankers, under which AirTanker will own and support the aircraft while the RAF will fly the aircraft and have total operational control.
In March 2008, the UK MoD placed a 27-year contract for the 14 aircraft. The maiden flight of the RAF's first A330-200 was completed in September 2010. The second aircraft took off on its first flight in October 2010. The first A330-200 MRTT entered service in June 2011.
The programme is known as the future strategic tanker aircraft (FSTA) programme. In February 2005, AirTanker was confirmed as preferred bidder for the FSTA.
In June 2007, the UK MoD approved the private finance initiative (PFI) for 14 A330-200 tankers, under which AirTanker will own and support the aircraft while the RAF will fly the aircraft and have total operational control.
In March 2008, the UK MoD placed a 27-year contract for the 14 aircraft. The maiden flight of the RAF's first A330-200 was completed in September 2010. The second aircraft took off on its first flight in October 2010. The first A330-200 MRTT entered service in June 2011.
AirTanker consortium details
The AirTanker consortium is led by EADS with a 40% share and also includes Cobham (13.33%), Rolls-Royce (20%), Thales (13.33%) and VT Aerospace (13.33%).
The consortium will convert and own the A330-200 multirole tanker transporter (MRTT) aircraft. The consortium is responsible for certifying and maintaining the aircraft and also for the provision of crew training for the RAF and the provision of sponsored reservist aircrews to supplement the RAF crew when required.
The AirTanker consortium is led by EADS with a 40% share and also includes Cobham (13.33%), Rolls-Royce (20%), Thales (13.33%) and VT Aerospace (13.33%).
The consortium will convert and own the A330-200 multirole tanker transporter (MRTT) aircraft. The consortium is responsible for certifying and maintaining the aircraft and also for the provision of crew training for the RAF and the provision of sponsored reservist aircrews to supplement the RAF crew when required.
Airbus A330-200 MRTT international orders
In April 2004, Australia also selected the A330-200 MRTT for the AIR 5402 requirement for five aircraft. The MRTT, designated the KC-30B, replaces Australia's Boeing 707 tanker transporters. In June 2006, Airbus delivered the first A330 platform to EADS CASA in Madrid for conversion.
First flight of the KC-30B for Australia was in June 2007. The first two A330-200 MRTT aircraft were delivered to Royal Australian Air Force (RAAF) in June 2011. The fifth and final aircraft was handed over to RAAF Base Amberley in December 2012. The RAAF A330-200 MRTT achieved initial operational capability (IOC) in February 2013.
In February 2007, the A330 MRTT was selected by the United Arab Emirates (UAE). The contract to procure three A330-200 MRTT aircraft was placed in February 2008. The first aircraft accomplished its maiden flight in April 2011. It was delivered to the UAE Air Force in February 2013.
UAE received the second and third A330 MRTT aircraft from Airbus Military in May and August 2013 respectively.
In January 2008, Saudi Arabia placed an order for three A330 MRTT aircraft. The aircraft are fitted with the EADS air refuelling boom system (ARBS) and hose and drogue refuelling pods. A further three A330 MRTT aircraft were ordered by the Saudi Ministry of Defence and Aviation in July 2009, bringing the orders to six.
The first A330-200 MRTT to be deployed in the Royal Saudi Air Force completed its maiden flight in March 2011. The first batch of three aircraft was delivered by early 2013. The A330 MRTT aircraft formally entered into service with the Royal Saudi Air Force in February 2013. The delivery of second batch of aircraft is scheduled to commence in late 2014.
In February 2008, the KC-30 (since redesignated the KC-45), a tanker based on the A330, was chosen for the US Air Force KC-X next-generation tanker requirement to replace the KC-135. Northrop Grumman led the KC-30 team, with EADS as a major subcontractor. An appeal by competitor Boeing was upheld and in September 2008, the US Department of Defense cancelled the competition.
In January 2013, Airbus Military was selected as a preferred bidder by the Government of India to supply six A330 MRTT aircraft for the Indian Air Force.
First flight of the KC-30B for Australia was in June 2007. The first two A330-200 MRTT aircraft were delivered to Royal Australian Air Force (RAAF) in June 2011. The fifth and final aircraft was handed over to RAAF Base Amberley in December 2012. The RAAF A330-200 MRTT achieved initial operational capability (IOC) in February 2013.
In February 2007, the A330 MRTT was selected by the United Arab Emirates (UAE). The contract to procure three A330-200 MRTT aircraft was placed in February 2008. The first aircraft accomplished its maiden flight in April 2011. It was delivered to the UAE Air Force in February 2013.
UAE received the second and third A330 MRTT aircraft from Airbus Military in May and August 2013 respectively.
In January 2008, Saudi Arabia placed an order for three A330 MRTT aircraft. The aircraft are fitted with the EADS air refuelling boom system (ARBS) and hose and drogue refuelling pods. A further three A330 MRTT aircraft were ordered by the Saudi Ministry of Defence and Aviation in July 2009, bringing the orders to six.
The first A330-200 MRTT to be deployed in the Royal Saudi Air Force completed its maiden flight in March 2011. The first batch of three aircraft was delivered by early 2013. The A330 MRTT aircraft formally entered into service with the Royal Saudi Air Force in February 2013. The delivery of second batch of aircraft is scheduled to commence in late 2014.
In February 2008, the KC-30 (since redesignated the KC-45), a tanker based on the A330, was chosen for the US Air Force KC-X next-generation tanker requirement to replace the KC-135. Northrop Grumman led the KC-30 team, with EADS as a major subcontractor. An appeal by competitor Boeing was upheld and in September 2008, the US Department of Defense cancelled the competition.
In January 2013, Airbus Military was selected as a preferred bidder by the Government of India to supply six A330 MRTT aircraft for the Indian Air Force.
Deployment of the A330-200 FSTA
The company AirTanker Services will operate and maintain the fleet of A330-200 MRTT aircraft. VT Group, the support services integrator, will be based at RAF Brize Norton.
On military operations the aircraft will be flown by Royal Air Force aircrew. When not in military service, the aircraft can be leased for commercial use and operated by civilian aircrew.
It is envisaged that the fleet will be managed in three groups. The majority will be in full time military service with the RAF. Another group will be in military service during the weekdays, switching to commercial use at the weekend and the other aircraft will be in full-time commercial use but available to the RAF in times of crisis.
The company AirTanker Services will operate and maintain the fleet of A330-200 MRTT aircraft. VT Group, the support services integrator, will be based at RAF Brize Norton.
On military operations the aircraft will be flown by Royal Air Force aircrew. When not in military service, the aircraft can be leased for commercial use and operated by civilian aircrew.
It is envisaged that the fleet will be managed in three groups. The majority will be in full time military service with the RAF. Another group will be in military service during the weekdays, switching to commercial use at the weekend and the other aircraft will be in full-time commercial use but available to the RAF in times of crisis.
Manufacture / conversion of A330-200 future strategic tanker aircraft
The standard A330-200 commercial aircraft is being built at the Airbus manufacturing centre at Toulouse. The aircraft was transferred to Cobham manufacturing facilities at Bournemouth International Airport, UK, in September 2011, for conversion to the tanker transporter variant and aircraft certification was carried out by QinetiQ at Boscombe Down in the same month.
All the aircraft will be capable of being fitted with two Cobham FRL 900E Mark 32B refuelling pods, one under each wing. Some aircraft will receive a third centreline underbelly refuelling system. The A330-200 wing shares the same design structure, including the strengthened mounting points, as that of the four-engine A340 aircraft. The wing positions for mounting the air-to-air refuelling pods therefore require minimal modification.
The aircraft's fuel system includes the installation of additional pipework and controls.
The baseline commercial aircraft uses a configuration of very high capacity fuel tanks in the wings so modifications to the fuel tanks for the tanker transporter role are not required.
Other than the refuelling systems, the main areas of modification are the installation of plug-in and removable military avionics, military communications and a defensive aids suite. The military systems will be removed when the aircraft is in commercial non-military use. The passenger cabin and the cargo compartment are not altered.
The lower deck cargo compartment can hold six 88in x 108in Nato standard pallets plus two LD3 containers. The civil cargo load could be 28 LD3 containers or eight 96in×125in pallets plus two LD3 containers.
The standard A330-200 commercial aircraft is being built at the Airbus manufacturing centre at Toulouse. The aircraft was transferred to Cobham manufacturing facilities at Bournemouth International Airport, UK, in September 2011, for conversion to the tanker transporter variant and aircraft certification was carried out by QinetiQ at Boscombe Down in the same month.
The aircraft's fuel system includes the installation of additional pipework and controls.
The baseline commercial aircraft uses a configuration of very high capacity fuel tanks in the wings so modifications to the fuel tanks for the tanker transporter role are not required.
Other than the refuelling systems, the main areas of modification are the installation of plug-in and removable military avionics, military communications and a defensive aids suite. The military systems will be removed when the aircraft is in commercial non-military use. The passenger cabin and the cargo compartment are not altered.
The lower deck cargo compartment can hold six 88in x 108in Nato standard pallets plus two LD3 containers. The civil cargo load could be 28 LD3 containers or eight 96in×125in pallets plus two LD3 containers.
Refuelling capabilities of the A330-200 MRTT aircraft
The A330-200 MRTT has a sufficiently high cruise speed and large internal fuel capacity to fly 4,000km, refuel six fighter aircraft en route and carry 43t of non-fuel cargo. Similarly, the aircraft could give away 68t of fuel during two hours on station at a range of 1,000nm.
The aircraft has a maximum fuel capacity of 139,090l, or 111t. The high fuel capacity enables the aircraft to fly at longer ranges, to stay on station longer and to refuel more aircraft, which increases the basing options and reduces forces reliance on host nation support. For the UK requirement the aircraft is fitted with a hose and drogue system, but is fitted with a refuelling boom system for the Australian order.
Cobham is providing the air refuelling equipment, including the 905E wing pods and a fuselage refuelling unit. Cobham also supplies antennae, cockpit control systems, oxygen and fuel system units and composite components for all Airbus A330 aircraft.
The QinetiQ AirTanker support team carried out an air refuelling trial of the A330-200 aircraft on 28 October 2003. The test involved assessing the handling qualities of the Tornado aircraft flown in a number of representative refuelling positions astern the wing and centreline refuelling stations.
The two-hour flight test included various approaches to the refuelling positions and exploring displacements vertically and laterally from the normal refuelling position.
The trial was carried out between 15,000ft and 20,000ft and at 280kt, which is the middle of the Tornado's refuelling envelope. Within this test envelope there was minimum turbulence in the airflow astern the A330-200 and the Tornado's handling qualities were very satisfactory in all tested positions.
The aircraft has a maximum fuel capacity of 139,090l, or 111t. The high fuel capacity enables the aircraft to fly at longer ranges, to stay on station longer and to refuel more aircraft, which increases the basing options and reduces forces reliance on host nation support. For the UK requirement the aircraft is fitted with a hose and drogue system, but is fitted with a refuelling boom system for the Australian order.
Cobham is providing the air refuelling equipment, including the 905E wing pods and a fuselage refuelling unit. Cobham also supplies antennae, cockpit control systems, oxygen and fuel system units and composite components for all Airbus A330 aircraft.
The QinetiQ AirTanker support team carried out an air refuelling trial of the A330-200 aircraft on 28 October 2003. The test involved assessing the handling qualities of the Tornado aircraft flown in a number of representative refuelling positions astern the wing and centreline refuelling stations.
The two-hour flight test included various approaches to the refuelling positions and exploring displacements vertically and laterally from the normal refuelling position.
The trial was carried out between 15,000ft and 20,000ft and at 280kt, which is the middle of the Tornado's refuelling envelope. Within this test envelope there was minimum turbulence in the airflow astern the A330-200 and the Tornado's handling qualities were very satisfactory in all tested positions.
A330-200 future strategic tanker aircraft flight deck
The flight deck of the A330 is similar to that of the A340. The tanker transporter aircraft cockpit has a refuelling officer's station behind the pilot and co-pilot seats. The electronic flight information system has six large interchangeable displays with duplicated primary flight and navigation displays (PFD and ND) and electronic centralised aircraft monitors (ECAM). The pilot and co-pilot positions have sidestick controllers and rudder pedals. The aircraft is equipped with an Airbus future navigation system (FANS-A), including a Honeywell flight management system and Smiths digital control and display system.
The fly-by-wire computer suite includes three flight control primary computers and two flight control secondary computers, all operating continuously.
UK tankers are being fitted with the Northrop Grumman large aircraft infra-red countermeasures system (LAIRCM).
Even with a full fuel load, the aircraft has the capacity to carry 43t of cargo. The aircraft can carry up to 380 passengers.
The fly-by-wire computer suite includes three flight control primary computers and two flight control secondary computers, all operating continuously.
UK tankers are being fitted with the Northrop Grumman large aircraft infra-red countermeasures system (LAIRCM).
Even with a full fuel load, the aircraft has the capacity to carry 43t of cargo. The aircraft can carry up to 380 passengers.
Engines used by the A330-200 FSTA
The aircraft for the UK are powered by two Rolls-Royce Trent 772B jet engines, each providing 71,100lb of thrust. The aircraft for Australia are powered by GE CF6-80E1 engines, rated at 72,000lb thrust. The auxiliary power unit is a Hamilton Sundstrand GTCP 331-350C.
The main four-wheel bogie landing gear, the fuselage centre line twin wheel auxiliary gear and the twin wheel nose units are fitted with Goodyear tyres. The runway length for maximum take-off weight is 2,650m and the ground turning radius is 43.6m.
The aircraft for the UK are powered by two Rolls-Royce Trent 772B jet engines, each providing 71,100lb of thrust. The aircraft for Australia are powered by GE CF6-80E1 engines, rated at 72,000lb thrust. The auxiliary power unit is a Hamilton Sundstrand GTCP 331-350C.
The main four-wheel bogie landing gear, the fuselage centre line twin wheel auxiliary gear and the twin wheel nose units are fitted with Goodyear tyres. The runway length for maximum take-off weight is 2,650m and the ground turning radius is 43.6m.
Source:
http://www.airforce-technology.com/projects/a330_200/
http://www.airtanker.co.uk/
[Type-o-graphy] Airbus A330 MRTT
The A330 MRTT is the only new-generation Multi Role Tanker Transport
aircraft flying, and fully certified today, after having demonstrated
its capability during an extensive Flight Test campaign. Following a
first delivery in early June, it is due to begin operations with the
Royal Australian Air Force (RAAF) in early Fall. The A330 MRTT uniquely
offers military strategic air transport as well as air-to-air refuelling
capabilities.
The A330 MRTT is the most capable Tanker/ Transporter currently
available. It is the only aircraft able to perform simultaneously three
different types of missions: Aerial Refuelling (Tanker role), passenger and/or freight transport, and/or medical evacuation (MEDEVAC).
Also, its tank capacity is sufficient to supply the required fuel
quantities without the need for any additional reservoirs, nor major
structural modifications and it is able to carry more passengers and
more freight than any of its competitors.
A sound basis
The A330 MRTT is based on the latest medium- to long-range, twin-aisle,
twin engine commercial aircraft of the Airbus fly-by-wire family, the
A330. More than 1,100 of these have been sold to nearly 90 customers and
more than 800 are operated all around the globe, ensuring easy support
and many years of commercial life ahead.
Able to carry up to 111 tonnes / 245,000 lb of fuel in its wings, the
basic fuel capacity of the successful A330-200 airliner, from which it
is derived, enables the A330 MRTT to excel in Air-to-Air Refuelling missions and
refuel any kind of receiver, without the need for any additional fuel
tank, hereby avoiding any reduction in its ability to carry passengers
or cargo.
Thanks to its true wide-body fuselage, the A330 MRTT offers a great
variety of configurations. It can be used as a pure transport aircraft
able to carry up to 300 troops, or a payload of up to 45 tonnes/99,000
lb. It can also easily be converted to accommodate up to 130 stretchers
for Medical Evacuation (MEDEVAC) missions.
Air-to-air refuelling
The A330-200 wing is large enough to hold all the fuel needed (111
tonnes / 245,000 lb) to make the A330 MRTT a high performing tanker able
to refuel any kind of receiver, without requiring any additional fuel
tanks and so avoiding any reduction in its ability to carry passengers
or cargo. To refuel receptacle-equipped aircraft such as the F-16
Fighting Falcon, F-35A Lightning II, or even the A330 MRTT itself (when
fitted with an UARRSI), the A330 MRTT is provided with the advanced
Airbus Military Aerial Refuelling Boom System (ARBS), the only new
generation and fully operational boom which allows the fastest fuel
transfer.
To refuel probe-equipped receivers such as Eurofighter or Tornado, the
A330 MRTT is fitted with two Cobham 905E under-wing hose and drogue
pods.
Large probe-equipped aircraft such as the A400M or C295, can be refuelled via the Cobham 805E Fuselage Refuelling Unit (FRU).
Those Air to Air Refuelling (AAR) systems are controlled from an
advanced Fuel Operator Console that is positioned in the cockpit and
features an Enhanced Video monitoring System to perform day and night
refuelling.
The A330 MRTT can also be used on towline mission, whereby it can be on
station at about 1,000 nm / 1,600km from its base for some four hours 30
minutes, with the capability to provide 50 tonnes / 110,000 lb of fuel
for needing receivers. Or it can provide 60 tonnes / 132,000 lb of fuel
while remaining on station for five hours at 500 nm / 930 km from base.
It enables, for examples, four Eurofighters to fly 3,600 nm / 6,700 km
by refuelling them en-route, or, when carrying 20 tonnes / 44,100 lb of
payload, to deploy four fighters a distance of 2,800 nm / 5,200km. This
exceeds by far what any other current tanker can offer. It is therefore
an unmatchable force multiplier, enhancing significantly the range or
endurance of any fighter.
Air transport capabilities
With its true widebody fuselage, the A330 MRTT is ideal to carry any
kind of military or humanitarian payload on strategic missions.
Furnished with an attractively modern design, the cabin is conceived to
ensure optimum seating configurations in every class, maximising both
capacity and comfort. These features enable a complete range of
configurations, from pure troop transport to the complex customization required for VIP guests.
For example, it can accommodate 253 seats in a three-class
configuration, through to 270 passengers in two classes, or some 300 in a
single class layout.
The A330 MRTT is also designed to carry a payload of up to 45 tonnes /
99,000 lb. Thanks to its optimised fuselage cross section, the cargo
can conveniently be carried under-floor in any of the standard
containers and pallets, ranging from the LD1 to LD3 and LD6, as well as
the standard 88x108 inch 463-L NATO military pallets, which can be
loaded onto the aircraft through a proven semi-automatic cargo loading
system. Some of the cargo can also be carried as non-palletised “bulk”.
The main deck cargo compartment can also be used for cargo, as required,
when the aircraft is specified as a freighter. In this instance the
main deck is fitted with a large upper deck cargo door and cargo loading
devices in the main deck floor. This allows the A330 MRTT to carry up
to 26 88x108 inch 463-L NATO military pallets. Furthermore, the aircraft
can also be configured as a combi, to carry freight in the forward part
of the main deck and passengers in the aft part.
The A330 MRTT is also an outstanding strategic medical and casualty
evacuation (casevac and medevac) aircraft with a widebody cabin capable
of carrying, from prepared airfields, up to 130 stretchers over
intercontinental distances in comfort. In a ‘light medevac’
configuration, medical beds can be installed above designated fold-down
seats. This allows the aircraft to be used as a troop transport on an
outbound relief mission, with medical beds stowed in the lower cargo
compartments, and then rapidly converted for medevac on the return. In
an ‘intensive medevac’ configuration, critical care modules can be
installed to replicate an intensive care unit in the air. The aircraft
could typically carry 28 NATO stretchers, up to six critical care
modules, 20 seats for medical staff, and 100 passenger seats.
Military systems
The A330 MRTT also benefits from the most up-to-date design and
manufacturing techniques, and integrates the most advanced avionics as
well as the proven fly-by-wire control systems which allow total flight
envelope protection (when in normal control law) featured by the basic
A330-200. This means higher reliability as well as lower crew workload,
and enabling concentration on mission execution.
The A330 MRTT is offered with a customised suite of military avionics
and a mission system integrated with civil avionics. A comprehensive
survivability package including a Defensive Aid System (DAS), fuel tank
inerting system and an armoured cockpit are all available.
Representing the state-of-the-art in its category, the A330-200 has a
range of up to 8,000 nm/ 14,800 km, with a maximum speed of Mach 0.86.
It is the primary choice as a platform for a Multi Role Tanker
Transport, offering the best performance at the lowest investment and
costs. It provides the best value for money, with potential for
long-term growth as confirmed by its continuing successes in the market.
Operational history
The A330 MRTT has been ordered by Australia, United Kingdom, United Arab
Emirates, Saudi Arabia and Singapore. Australia was the launch customer
for the A330 MRTT.
- Royal Australian Air Force: 5 in service "Launch Customer"
- Royal Saudi Air Force: 6 on order
- Republic of Singapore Air Force: 6 on order
- United Arab Emirates Air Force: 3 on order, one delivered
- Royal Air Force: ordered a total of 14 aircraft (7 × KC2, 5 × KC3 + 2 fitted for KC3)
Variants
- A330 MRTT: an Airbus A330-200 converted by Airbus Military for air-refuelling duties.
- KC-30A: Australian designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System.
- KC-45A: United States Air Force designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System, order cancelled.
- Voyager KC2: Royal Air Force designation for an A330 MRTT with two under-wing pods only.
- Voyager KC3: Royal Air Force designation for an A330 MRTT with two under-wing pods and a fuselage refuelling unit.
Specifications
General characteristics:
- Crew: 3 (2 pilots, 1 AAR operator)
- Capacity: 291 passengers and 8 military pallets + 1LD6 container + 1 LD3 container (lower deck cargo compartments)
Dimensions:
- Length: 58.80 m
- Height: 17.4 m
- Wingspan: 60.3 m
- Wing area: 362 m2
- Main deck lenght: 41 m
- Main deck height: 2.45 m
- Main deck maximum width: 5.30 m
- Main deck maximum useable volume: 335 m3
- Cargo compartment length:
- forward: 11.8 m
- aft: 10.2 m
- bulk: 4 m - Cargo compartment height:
- forward: 1.7 m
- aft: 1.65 m
- bulk: 1.8 m - Cargo compartment width:
- forward: 4.15 m
- aft: 4.15 m
- bulk: 3.8 m - Cargo compartment volume: 120 m3
Weights:
- Maximum Take-off Weight: 233.000 kg
- Maximum Landing Weight: 182.000 kg
- Internal Fuel Weight: 111.000 kg
- Maximum Payload: 45.000 kg
Engine (x2):
- General Electric CF6-80E1A3: 72.000 lbf / 320 kN
- Pratt and Whitney PW 4168A: 68.000 lbf / 302 kN
- Rolls-Royce Trent 772B: 71.000 lbf / 316 kN
Performance:
- Maximum Operating Altitude (refuelling): 35.000 ft / 10.700 m
- Maximum Cruise Speed (TAS): Mach 0.86 / 550 kt
- Cruise Speed Range: 0.82-0.86 M
Range:
- Range with maximum payload (45 000 kg - 99 000 lb): 3800 nm / 7000 km
- Range with 30.000 kg (66 000 lb) payload: 5500 nm / 10.200 km
- Range with 20 000 kg (44 000 lb) payload: 6500 nm / 12.000 km
- Maximum Range (Ferry): 8000 nm / 14.800 km
Air-to-air refuelling:
- Towline, 60 000 kg (132 300 lb), 5 hours on station: 500 nm / 930 km
- Towline, 50 000 kg (110 230 lb), 4.5 hours on station: 1000 nm / 1850 km
- Deployment, 4 fighters, 50 personnel and 12 000 kg (26 400 lb) payload: 2800 nm / 5200 km
- Deployment, 4 fighters: 3600 nm / 6700 km
Source:
http://www.airbusmilitary.com
http://en.wikipedia.org/wiki/Airbus_A330_MRTT
Rejected take-off 110 csomónál
A Thomas Cook Manchesterből Punta Canába tartó 314-es járatának 2-es hajtóműve hangos robaj kíséretében nem sokkal az elemelés előtt mondta fel a szolgálatot...
Csak az érdekesség kedvéért: az Airbus A330-200-as V-sebességi értékei MTOW mellett a következők:
• V1: 140kts @ flap 2/3
• Vr: 145kts
• V2: 150-160kts
Csak az érdekesség kedvéért: az Airbus A330-200-as V-sebességi értékei MTOW mellett a következők:
• V1: 140kts @ flap 2/3
• Vr: 145kts
• V2: 150-160kts
[Lajstromjelek nyomában] OY-GRN
 |
| Az Air Greenland hatgépes flottájának egyetlen szélestörzsű tagja... |
 |
| ...ez az OY-GRN lajstromjelű, Norsaq névre keresztelt A330-200-as. |
 |
| Az összesen 245 főre székezett gép charterjáratokat üzemeltet a grönlandi... |
 |
| ...Kangerlussuaq városa és Koppenhága között. |
Airbus ground speed records
Airline: Air France
Name: Romain PRIME
Date: 05 Mar 2009
Groundspeed: 618 kts
Notes: Arriving at Madrid (LEMD) with a strong tailwind
Airline: Air Macau
Name: F/O Dan McAulau
Date: 26 Dec 2010
Groundspeed: 658 kts
Notes: Position was the 400nm south of Osaka, Japan. Huge winter jet stream are comman this time of year in Japan
Airline: N.A.
Name: T
Date:16 Jan 2011
Groundspeed: 686 kts
Notes: Over Osaka at FL330 inbound to RJTT(Tokyo)
Aircraft: A321-200
Airline: Vietnam Airlines
Name: D.E.Winthorpe/Tamas Molnar
Date: 23 March 2012
Groundspeed: 665 kts
Notes: Nice, hot jet near Shanghai on the way to RKPK
Airline: Air Hong Kong Cargo
Name: CN PETERSON .G / FO Manlapaz.M
Date: 24 Jan 2012
Groundspeed: 645 kts
Notes: Japan bound, Winter.
Airline: Sata International
Name: Pedro Cunha Pereira
Date: 27 Dec 2006
Groundspeed: 663 kts
Notes: Enroute from Boston, Massachusetts to Ponta Delgada, Portugal on Flight RZO220 (Call Sign Azores 220). The winds were nice for a Ground Speed record beat, and at that moment we were deep inside the Jet-Stream. No turbulence by then, but after 45 minutes it started with continued light to medium chops. Photo taken after position 44N040W @ FL350.
Aircraft: A330-200
Airline: KLM
Name: Marc Gijswijt & Marnix Brochardt
Date: 04 Feb 2007
Groundspeed: 721 kts
Notes: Enroute ATL-AMS
Airline: Singapore Airlines
Name: Donny Land
Date: N.A.
Groundspeed: 734 kts
Notes: Enroute from Singapore to Los Angeles
Airline: Lufthansa
Name: SF Andreas G. / FO K.Burger
Date: 28 Jan 2012
Groundspeed: 704 kts
Notes: Enroute FRA-NRT approaching Korea in a strong but smooth jetstream
Forrás:
http://www.groundspeedrecords.com
Leszállás Seattle-ben A330-assal
A videó különösen jó az észak-amerikai irányítói utasítások kihallásának gyakorlására...
[Fordítsuk meg!] Singapore Airlines A330
A Singapore Airlines A330-asának másfél órás fordulóidejű kiszolgálása 3,5p-be sürítve...
Szülés a fedélzeten
2012. március 23-án a Delta Airlines 55-ös járata épp Lagoszból Atlantába tartott, mikor egy 35. hetében lévő terhes utasnak szülési fájdalmai jelentkeztek. A járat megszakította útját, és kitért Dakarba. Egy, szintén a fedélzeten tartózkodó, orvos segédkezett az időközben megindult szülésben. Orvosi eszközök híján vodkába áztatott cipőfűzővel vágták el a köldökzsinórt. Az utasok örömujjongása közepette, még jóval a dakari leszállás előtt megszületett az újszülött. Az utasok 5 órás késéssel folytathatták útjukat...
PR 812
 |
| Az ajtón kihajolni tilos! |
2000. május 25-én a Philippine Airlines 812-es járata a Fülöp-szigetek déli csücskében fekvő Davao városából épp a fővárosba, Manilába tartott, mikor egy kézigránáttal és pisztollyal felfegyverkezett géprabló arra utasította a gépet vezető pilótákat, hogy haladéktalanul forduljanak vissza a kiindulási repülőtérre. Mikor közölték vele, hogy ehhez nincs elég üzemanyag a fedélzeten, arra kényszerítette a személyzetet, hogy egy zsákba gyűjtsék össze az utasok értéktárgyait. A Manilába történő süllyedés során a géprablónak sikerült rávennie a pilótákat, hogy alacsonyabbra ereszkedve kihermetizálják a kabint, hogy ki tudja nyitni a hátsó kabinajtót. Az utasoktól eltulajdonított értéktárgyakkal és házi készítésű ejtőernyőjével végül 1800m-es magasságon, mindannyiuk örömre, angolosan távozott a gépről. A 284 utas és 14 főnyi személyzet a nyitott kabinajtóval történő leszállás ellenére sértetlenül úszta meg a kellemetlen incidenst. A símaszkot és úszószemüveget viselő géprabló holttestére 3 nappal később találtak rá Manilától mintegy 70km-re...
A330-200F rakodás
2011. augusztus 13-án a Turkish Cargo ilyen típusú repülőgéppel teljesítette frissen elindított Isztambul-Budapest cargo-járatát. Az ezen a viszonylaton egyébként használt A310-300F típus helyett, a megnövekedett cargo-kapacitási igény miatt, a Turkish Cargo ezúttal a nagyobb kapacitású, 70t áru szállítására képes, új szélestörzsű, Airbus A330-200F repülőgépét küldte Ferihegyre. A típus legszembetűnőbb ismertetőjele az orrfutóakna körüli dudor. Ezen módosítással a földön álló A330-as egyébként orr felé lejtő törzsét, a gép orrának megemelésével, közel vízszintes helyzetbe hozva nagy mértékben megkönnyíthető a cargo-konténerek és raklapok elhelyezése és mozgatása a repülőgép törzsében.
Forrás:
az AIRportal.hu írása nyomán
Feliratkozás:
Bejegyzések (Atom)