L'A380 ce l'ha fatta
- Autore Discussione KLM671
- Data d'inizio
Citazione:Messaggio inserito da I-DISE
A quanto pare ha passato la prova di evaquazione...
870 persone evaquate da 8 porte in soli 79 secondi anzichè in 90 come era previsto (il limite massimo consentito per ottenere la certificazione) [8D]
OTTIMO OTTIMO!!!
870 persone in 76 secondi....mamma mia che tempo....certo che buttarsi dal ponte superiore nn deve essere proprio bello[B)]
Immagino che in condizioni "normali", con pax terrorizzati e caos generale i 90 secondi ci vanno pari pari.
Tra l'altro pensate a scendere dal piano superiore... Già è terribile scendere dal "pian terreno", figurarsi da lissù. Tra l'altro le persone che, come me, soffrono di vertigini in maniera DISACERBANTE avranno sicuramente qualche attimo di esitazione prima di lanciarsi su uno di quegli scivoli...
Speriamo, comunque, che non ci sarà mai bisogno di utilizzarli!
Tra l'altro pensate a scendere dal piano superiore... Già è terribile scendere dal "pian terreno", figurarsi da lissù. Tra l'altro le persone che, come me, soffrono di vertigini in maniera DISACERBANTE avranno sicuramente qualche attimo di esitazione prima di lanciarsi su uno di quegli scivoli...
Speriamo, comunque, che non ci sarà mai bisogno di utilizzarli!
io penso che contando il panico e varie cose 90 sia poco,
poi comunque non sarà facile che ci siano 800 pax.
poi comunque non sarà facile che ci siano 800 pax.
in condizioni "normali" le uscite non sono 8 ma 16...i passeggeri non sono quasi mai 870 ma 600/700 max (poche configurazioni sono 850 pax) [8D]
Le persone che sanno di questo loro problema di vertigini non salgono sul ponte superiore
E quando hai il fuoco dietro che inizia a bruciare le persone in fila dietro di te e si avvicina inesorabile alle tue spalle o quando sai che l'aereo sta per saltare in aria con te dentro vedi come ti butti senza problemi...o se proprio non ti butti ci pensa quello dietro a te a buttarti
Citazione:Messaggio inserito da archipilot
...mah direi bravi gli 870 atleti arruolati per l'occasione....[}]
Esattamente!!
Congratulazioni ad Airbus! Evacuare così tante persone in 79 secondi, oltretutto con solo un passeggero che si è rotto una gamba e 32 persone con ferite minori (escoriazioni etc), non è una cosa da poco.
Il test verrà ripetuto se necessario il prossimo mese, con altri "passeggeri". Interessante tra l'altro il fatto che almeno il 35% dei partecipanti debbano avere più di 50 anni: http://news.bbc.co.uk/2/hi/business/4847344.stm
Federico
Il test verrà ripetuto se necessario il prossimo mese, con altri "passeggeri". Interessante tra l'altro il fatto che almeno il 35% dei partecipanti debbano avere più di 50 anni: http://news.bbc.co.uk/2/hi/business/4847344.stm
Federico
Inviate da un collega di Airbus:
380 Evacuation Demo Update –
Full Scale Evac Demo Required – each deck will be considered independent of each other. 90 second evac with half (8 of 16 ) doors inop. 3 upper deck door pairs plus 5 main deck door pairs. 2 staircases link the two decks.
Upper deck – 315 pax plus 7 cabin crew
Lower deck – 538 pax plus 11 cabin crew.
Evac analysis will determine final max pax number.
New evacuation requirements – 25 knots surface wind, plus all slides to be cold soaked prior to them firing. (-65 F for min 8 hours)
If aircraft is on tail the slides can be extended. >5 degree pitch attitude will activate a cord cutter to extend slide – clever.
All slides take 3.5 seconds to fully extend.
1100 people will be involved in demo – night conditions at Hamburg.
Low ground light – path leading into aircraft covered to prevent test participants from viewing outside.
All must leave aircraft in 90 seconds.
Make up of pax – min 40% female – Min 35% over 50 – with 15% female and over 50.
Ground power will be switched off – emergency lighting only.
Goal – 853 passengers in less than 90 seconds.
380 Evacuation Demo Update –
Full Scale Evac Demo Required – each deck will be considered independent of each other. 90 second evac with half (8 of 16 ) doors inop. 3 upper deck door pairs plus 5 main deck door pairs. 2 staircases link the two decks.
Upper deck – 315 pax plus 7 cabin crew
Lower deck – 538 pax plus 11 cabin crew.
Evac analysis will determine final max pax number.
New evacuation requirements – 25 knots surface wind, plus all slides to be cold soaked prior to them firing. (-65 F for min 8 hours)
If aircraft is on tail the slides can be extended. >5 degree pitch attitude will activate a cord cutter to extend slide – clever.
All slides take 3.5 seconds to fully extend.
1100 people will be involved in demo – night conditions at Hamburg.
Low ground light – path leading into aircraft covered to prevent test participants from viewing outside.
All must leave aircraft in 90 seconds.
Make up of pax – min 40% female – Min 35% over 50 – with 15% female and over 50.
Ground power will be switched off – emergency lighting only.
Goal – 853 passengers in less than 90 seconds.
E questo da "Flight":
A380 evacuation test: Flight exclusive from on board the aircraft
Airbus is tonight cautiously optimistic that it has passed a major certification hurdle for the A380 after successfully evacuating at least 852 passengers and 20 Lufthansa crew from the aircraft in comfortably under the 90 seconds required by regulators.
Airbus staff involved in the programme told me minutes after I had been one of the passengers taking part that they believed all the occupants had been evacuated in 75-80 seconds.
Observers from the European Aviation Safety Agency (EASA) and US FAA will now study internal and external infrared video of the process before confirming their judgement tomorrow or the day after, but certification director Norbert Lohl said tonight he thought it would be "positive".
Slight uncertainty surrounds the precise number of passengers who will be counted, and the time taken, Airbus says that a man taken from the scene by stretcher afterwards had broken a leg while exiting, and it is also unclear whether one woman may have left the aircraft minutes before the evacuation. Another 32 passengers suffered minor injuries.
In any case the result exceeds both Airbus' requirement and expectation. It needed to demonstrate a figure of 650 passengers in 90 seconds to allow an entry into service with a comfortable margin, and had merely said it was "optimistic" of exceeding 750.
Within moments of the end of the test at the A380 manufacturing facility in Hamburg however, programme staff were punching the air and hugging each other in delight as it became apparent how quickly it had been completed.
Nohl of EASA, for which the certification process is also a major challenge, said: "EASA and Airbus set up the test programme together and we are content.
"We will still examine the results and the details over the next couple of days. There will be video coverage and questionnaires to the participants. Tomorrow or the day after there will be a result but we think it will be a positive result.
"This is a major milestone for EASA and the certification which we intend to complete by the end of 2006.
"The programme was prepared in very, very close co-operation with the FAA. The result today will also be accepted by the FAA."
The apparent immediate success of the test was greeted by applause and cheers also from the hundreds of volunteers - half Airbus employees and half members of local gyms - who spent a long day at the Hamburg site being processed and eventually sitting on the aircraft for around an hour before the simulated emergency itself.
___________________________________________________________________________________________________
It's Sunday morning and as usual I'm wearing a numbered bib and doing agility tests in an aircraft hangar with 1,000 Germans I've never met before!
As you'll have guessed, the one thing we had in common is that we all thought it sounded interesting to be a volunteer in the first - and probably only - evacuation trial of the A380.
So here we are on a miserable, wet airfield in one of the biggest hangars in Europe at Airbus' Finkenwerder production facility next to the River Elbe.
I'm number 873, proud of it, and with a white bib numbered in black to prove it. We hand in everything in our possession which, though I don't realise it then, is going to make the next five hours pass very slowly indeed.
First the agility test. Line up, run along the wobbly board, bounce on the trampette, up on the vaulting horse, through the maze of cones without falling over and you're in. Immediately a tall, blonde chap who looks like a candidate for the German decathlon team vaults about a metre over the horse.
No, no, no says the supervisor sensing a long day ahead, you have to stand on it. We chuckle, the decathlete gives us a dark look, then grudgingly clambers onto the horse. He passes, we all pass.
We've handed in our watches and there then passes an interminable five hours or so while the 1,000 or so volunteers get whipped into whatever mysterious order Airbus, EASA and the FAA have decided. I don't speak any German - everyone else in the hall is speaking German. It's no fun at all.
We're all sitting at endless trestle tables, with neon lighting and a concrete floor, drinking soft drinks - the whole thing looks like a church-hall coffee morning on a gigantic scale.
An a capella group comes on and sings Lollipop, in English. It's cute. Then a sort-of comic comes in and talks in German. I laugh when everyone else does. The a capella group comes on again, with suits - I think the first performance was actually a sound-check.
We get fed two choices of near-indistinguishable creamy pasta that make us crave airline food, but presumably set us up with our slow carbohydrate fix for the afternoon's activity.
Finally we're on. We get an epic briefing of which I understand not a word. When the blonde with the number next to mine moves off, I follow her. We all warm up properly, now looking like a church-hall yoga session, and then it's through a sinister elevating steel connecting door to the other half of the hangar.
What we see is the nose section of an A380 in zinc-chromate green with one upper-deck door and one main-deck door exposed, and stairs leading to them. The rest of the aircraft is shielded by a huge black curtain so that we can't see which of the upper-deck slides has been pre-deployed, as agreed with EASA for safety reasons. The void under the aircraft is stacked with cardboard boxes so that we can't see through for the same reason.
We board the aircraft and are greeted by a Lufthansa cabin crew treating us as if we were all off across the Atlantic.
Boarding is painfully slow - the 853 seats are just numbered like our bibs from 1 to 1,200 and something with no indication of where they are across the aircraft. We're first on the top deck and have another interminable wait while all the other groups board. I'm in an aisle seat immediately ahead of what should be the lavs, the nearest door is immediately the other side of the lavs - no problem choosing the door anyway.
To get that many people in, the aircraft is of course in all-economy configuration with extremely basic seats and definitely no IFE. The window shades are down to stop us looking out at the slides again. The clocks came forward the previous night and I have the quick snooze I've needed for a couple of hours.
The cabin crew brief us with Airbus' first attempt at an A380 safety card, apparently showing the aircraft being strangled to death by 16 escape slides. The good news is that there is only one type of door on the aircraft - look, lift up the swing handle, hit the button, look again, jump onto the slide if there is one. I can do that I think.
We all sit in economy class for another half-hour or so. Where the lavs and/or galley should be there is actually a wooden cubicle with two letterbox shaped slots in it through which two pairs of eyes - one male and scary, the other female, sexy, and also scary - are blinklessly watching us. (I made the blink-bit up, but you get the idea.) I start to feel I know how lab rats feel.
A woman is led out of our cabin looking faint and doesn't return. Ironically she's got bib number 737 (for you conspiracy theorists.)
Two anonymous guys, presumably from the regulatory authorities, wander through throwing blankets and simulated baggage - lots of it - in the aisles. They also make notes about all of us on clipboards. I start to feel a hint of adrenalin. How we all behave in the next few minutes has very serious ramifications for the A380 programme one way or the other.
The lights are dimmed in a pre-take-off sort of way. We sit for a while and I start to lose focus. With no warning it goes totally dark, but there's no other indication of anything being amiss. I hear shouts in German, which as usual I don't understand, but I get the message.
I'm out of my seat like a snake and reach my favoured door just in time for the male flight attendant to turn round and tell me it's not working. I knew the regulators had disarmed half the doors, and now I know at least one of the ones they chose.
I know it's irrtiating, but I'm going to have to save what happens next for my feature piece in Flight International next week. But suffice it to say that a short while later I'm standing in the pitch black hangar looking back at the utterly surreal sight of the towering bulk of the A380 with slides hanging from it everywhere, bathed in a pale yellow light from the slides' LEDs, and literally hundreds of shadowy black figures plunging down them.
The simulated ground rescuers are screaming at them to run, the flight attendants are screaming at others to jump. Suddenly I realise the people coming down the slides are wearing uniform - it's the cabin crew and it's all over. I feel the adrenalin drain away and wonder why I also feel utterly exhausted after not really doing very much. I suspect I'm getting a tiny inkling of what the real thing must be like.
I'm certain it's been fast and, sure enough, already Airbus programme officials in their bright green tee-shirts are punching the air and hugging each other. One senior manager who I know mutters something about 75 seconds as he passes and we shake hands.
Finally it's all over, a German debrief that I don't understand, and off I go to hear Airbus and EASA give the rest of the media the official line.
Airbus CEO Gustav Humber, A380 programme chief Charles Champion, and a party of other Airbus execs have flown up from Toulouse this Sunday to see all this and I'm gently reminded that, had it gone wrong, they would all have been back in Hamburg to do it again next week. And if that went wrong then this multi-billion dollar programme would be in serious difficulties.
Journalistic objectivity aside, I'm pleased as Punch for them. And I forego the €60 that each volunteer gets. Sometimes it's worth it just to be there.
A380 evacuation test: Flight exclusive from on board the aircraft
Airbus is tonight cautiously optimistic that it has passed a major certification hurdle for the A380 after successfully evacuating at least 852 passengers and 20 Lufthansa crew from the aircraft in comfortably under the 90 seconds required by regulators.
Airbus staff involved in the programme told me minutes after I had been one of the passengers taking part that they believed all the occupants had been evacuated in 75-80 seconds.
Observers from the European Aviation Safety Agency (EASA) and US FAA will now study internal and external infrared video of the process before confirming their judgement tomorrow or the day after, but certification director Norbert Lohl said tonight he thought it would be "positive".
Slight uncertainty surrounds the precise number of passengers who will be counted, and the time taken, Airbus says that a man taken from the scene by stretcher afterwards had broken a leg while exiting, and it is also unclear whether one woman may have left the aircraft minutes before the evacuation. Another 32 passengers suffered minor injuries.
In any case the result exceeds both Airbus' requirement and expectation. It needed to demonstrate a figure of 650 passengers in 90 seconds to allow an entry into service with a comfortable margin, and had merely said it was "optimistic" of exceeding 750.
Within moments of the end of the test at the A380 manufacturing facility in Hamburg however, programme staff were punching the air and hugging each other in delight as it became apparent how quickly it had been completed.
Nohl of EASA, for which the certification process is also a major challenge, said: "EASA and Airbus set up the test programme together and we are content.
"We will still examine the results and the details over the next couple of days. There will be video coverage and questionnaires to the participants. Tomorrow or the day after there will be a result but we think it will be a positive result.
"This is a major milestone for EASA and the certification which we intend to complete by the end of 2006.
"The programme was prepared in very, very close co-operation with the FAA. The result today will also be accepted by the FAA."
The apparent immediate success of the test was greeted by applause and cheers also from the hundreds of volunteers - half Airbus employees and half members of local gyms - who spent a long day at the Hamburg site being processed and eventually sitting on the aircraft for around an hour before the simulated emergency itself.
___________________________________________________________________________________________________
It's Sunday morning and as usual I'm wearing a numbered bib and doing agility tests in an aircraft hangar with 1,000 Germans I've never met before!
As you'll have guessed, the one thing we had in common is that we all thought it sounded interesting to be a volunteer in the first - and probably only - evacuation trial of the A380.
So here we are on a miserable, wet airfield in one of the biggest hangars in Europe at Airbus' Finkenwerder production facility next to the River Elbe.
I'm number 873, proud of it, and with a white bib numbered in black to prove it. We hand in everything in our possession which, though I don't realise it then, is going to make the next five hours pass very slowly indeed.
First the agility test. Line up, run along the wobbly board, bounce on the trampette, up on the vaulting horse, through the maze of cones without falling over and you're in. Immediately a tall, blonde chap who looks like a candidate for the German decathlon team vaults about a metre over the horse.
No, no, no says the supervisor sensing a long day ahead, you have to stand on it. We chuckle, the decathlete gives us a dark look, then grudgingly clambers onto the horse. He passes, we all pass.
We've handed in our watches and there then passes an interminable five hours or so while the 1,000 or so volunteers get whipped into whatever mysterious order Airbus, EASA and the FAA have decided. I don't speak any German - everyone else in the hall is speaking German. It's no fun at all.
We're all sitting at endless trestle tables, with neon lighting and a concrete floor, drinking soft drinks - the whole thing looks like a church-hall coffee morning on a gigantic scale.
An a capella group comes on and sings Lollipop, in English. It's cute. Then a sort-of comic comes in and talks in German. I laugh when everyone else does. The a capella group comes on again, with suits - I think the first performance was actually a sound-check.
We get fed two choices of near-indistinguishable creamy pasta that make us crave airline food, but presumably set us up with our slow carbohydrate fix for the afternoon's activity.
Finally we're on. We get an epic briefing of which I understand not a word. When the blonde with the number next to mine moves off, I follow her. We all warm up properly, now looking like a church-hall yoga session, and then it's through a sinister elevating steel connecting door to the other half of the hangar.
What we see is the nose section of an A380 in zinc-chromate green with one upper-deck door and one main-deck door exposed, and stairs leading to them. The rest of the aircraft is shielded by a huge black curtain so that we can't see which of the upper-deck slides has been pre-deployed, as agreed with EASA for safety reasons. The void under the aircraft is stacked with cardboard boxes so that we can't see through for the same reason.
We board the aircraft and are greeted by a Lufthansa cabin crew treating us as if we were all off across the Atlantic.
Boarding is painfully slow - the 853 seats are just numbered like our bibs from 1 to 1,200 and something with no indication of where they are across the aircraft. We're first on the top deck and have another interminable wait while all the other groups board. I'm in an aisle seat immediately ahead of what should be the lavs, the nearest door is immediately the other side of the lavs - no problem choosing the door anyway.
To get that many people in, the aircraft is of course in all-economy configuration with extremely basic seats and definitely no IFE. The window shades are down to stop us looking out at the slides again. The clocks came forward the previous night and I have the quick snooze I've needed for a couple of hours.
The cabin crew brief us with Airbus' first attempt at an A380 safety card, apparently showing the aircraft being strangled to death by 16 escape slides. The good news is that there is only one type of door on the aircraft - look, lift up the swing handle, hit the button, look again, jump onto the slide if there is one. I can do that I think.
We all sit in economy class for another half-hour or so. Where the lavs and/or galley should be there is actually a wooden cubicle with two letterbox shaped slots in it through which two pairs of eyes - one male and scary, the other female, sexy, and also scary - are blinklessly watching us. (I made the blink-bit up, but you get the idea.) I start to feel I know how lab rats feel.
A woman is led out of our cabin looking faint and doesn't return. Ironically she's got bib number 737 (for you conspiracy theorists.)
Two anonymous guys, presumably from the regulatory authorities, wander through throwing blankets and simulated baggage - lots of it - in the aisles. They also make notes about all of us on clipboards. I start to feel a hint of adrenalin. How we all behave in the next few minutes has very serious ramifications for the A380 programme one way or the other.
The lights are dimmed in a pre-take-off sort of way. We sit for a while and I start to lose focus. With no warning it goes totally dark, but there's no other indication of anything being amiss. I hear shouts in German, which as usual I don't understand, but I get the message.
I'm out of my seat like a snake and reach my favoured door just in time for the male flight attendant to turn round and tell me it's not working. I knew the regulators had disarmed half the doors, and now I know at least one of the ones they chose.
I know it's irrtiating, but I'm going to have to save what happens next for my feature piece in Flight International next week. But suffice it to say that a short while later I'm standing in the pitch black hangar looking back at the utterly surreal sight of the towering bulk of the A380 with slides hanging from it everywhere, bathed in a pale yellow light from the slides' LEDs, and literally hundreds of shadowy black figures plunging down them.
The simulated ground rescuers are screaming at them to run, the flight attendants are screaming at others to jump. Suddenly I realise the people coming down the slides are wearing uniform - it's the cabin crew and it's all over. I feel the adrenalin drain away and wonder why I also feel utterly exhausted after not really doing very much. I suspect I'm getting a tiny inkling of what the real thing must be like.
I'm certain it's been fast and, sure enough, already Airbus programme officials in their bright green tee-shirts are punching the air and hugging each other. One senior manager who I know mutters something about 75 seconds as he passes and we shake hands.
Finally it's all over, a German debrief that I don't understand, and off I go to hear Airbus and EASA give the rest of the media the official line.
Airbus CEO Gustav Humber, A380 programme chief Charles Champion, and a party of other Airbus execs have flown up from Toulouse this Sunday to see all this and I'm gently reminded that, had it gone wrong, they would all have been back in Hamburg to do it again next week. And if that went wrong then this multi-billion dollar programme would be in serious difficulties.
Journalistic objectivity aside, I'm pleased as Punch for them. And I forego the €60 that each volunteer gets. Sometimes it's worth it just to be there.
Citazione:Messaggio inserito da I-DISE
Le persone che sanno di questo loro problema di vertigini non salgono sul ponte superiore
Quindi tra le opzioni di prenotazinone di voli effettuati col 380 oltre a finestrino/corridoio ci sarà anche la scelta del piano?
A proposito si hanno notizie di quando avverrà il primo volo commerciale del 380 di Singapore Airlines? E che rotta effettuerà?
Le prenotazioni sono già aperte?
Penso che ci sarà la fila di gente a prenotarsi su quel volo, solo per poter dire io c'ero!
E scrivere un pezzo di storia dell'aviazione civile!
Il primo volo dovrebbe essere verso la fine di dicembre (causa alcuni problemi che hanno fatto slittare di qualche mese l'inizio delle consegne), e come prima rotta la SIN-LHR è la favorita, anche se si vocifera che potrebbero cominciare con la SIN-SYD, forse come smacco a QF (dopo che le autorità australiane hanno negato a SQ il permesso di operare voli tra Australia e USA) [
)] Comunque, una volta che avranno ricevuto abbastanza aerei, immagino che la LHR-SIN-SYD diventerà la rotta principale.
)] Comunque, una volta che avranno ricevuto abbastanza aerei, immagino che la LHR-SIN-SYD diventerà la rotta principale.Chiaramente il fatto che si richiedano 90 secondi per evacuere un aereo già tiene conto che, in caso di problemi seri con passeggeri in stato commozionale e qualcuno in stato di shock ci vogliano 5 minuti.
Comunque con la protezione civile evacuavamo scuole elementari di 2000 bmini in meno di 2 minuti senza scivoli.
sarebbe interessante che le prove fossero ripetute varie volte sia con personale esperto ed addestrato, tipo volontari di PC, sia con gente raccolta a caso per strada, soprattutto per indivduare i colli di bottiglia.
sono anche convintoche prove simili diano delle risposte relative a come ci si muove nell'aereo, alla facilità di imbarco, ed alla possibilità da parte di forze speciali di assatare il mezzo in caso di dirottamento
Comunque con la protezione civile evacuavamo scuole elementari di 2000 bmini in meno di 2 minuti senza scivoli.
sarebbe interessante che le prove fossero ripetute varie volte sia con personale esperto ed addestrato, tipo volontari di PC, sia con gente raccolta a caso per strada, soprattutto per indivduare i colli di bottiglia.
sono anche convintoche prove simili diano delle risposte relative a come ci si muove nell'aereo, alla facilità di imbarco, ed alla possibilità da parte di forze speciali di assatare il mezzo in caso di dirottamento
L'estate scorsa per il 340 a Toronto di AF l'evacuazione si é svolta senza problemi, dovrebbe essere la dimostrazione che i test che vengono effettuati non sono poi cosi male.
90 secondi sono il tempo entro il quale va collaudata l'evacuazione nei test di certificazione, non quelli in cui va effettuata nella realtà, per quest'ultima non esistono, ovviamente, dei limiti se non quello in cui è necessario liberare l'aereo nel più breve tempo possibile.
in caso di emergenza di notevole entità possono verificarsi situzioni particolarmente gravi quali danni strutturali, fuoco/fumo o anche il solo panico a bordo che rendono assai più difficile lo svolgimento delle operazioni.
una delle complicazioni più comuni cui si fa riferimento in addestramento, per esempio, è la impossibilità di utilizzare una o più porte che possono risultare inoperative per motivi strutturali o avverse condizioni esterne tali da rendere inagibile un'uscita.
in questo caso, inutile dirlo, i 90 secondi sono pura utopia.
in caso di emergenza di notevole entità possono verificarsi situzioni particolarmente gravi quali danni strutturali, fuoco/fumo o anche il solo panico a bordo che rendono assai più difficile lo svolgimento delle operazioni.
una delle complicazioni più comuni cui si fa riferimento in addestramento, per esempio, è la impossibilità di utilizzare una o più porte che possono risultare inoperative per motivi strutturali o avverse condizioni esterne tali da rendere inagibile un'uscita.
in questo caso, inutile dirlo, i 90 secondi sono pura utopia.