They showed an aircraft that could accommodate 410 passengers in a one-class layout, with a large underfloor cargo area that could hold five cargo pallets or sixteen LD3 cargo containers in the forward, and four pallets or fourteen LD3s in the aft hold - double the capacity of the Lockheed 1011 TriStar or Douglas DC-10. General specifications for the TA9 and TA11 emerged in 1982. The ‘B11’ would become the A340, Airbus’ first 200-seat four-engined airliner. As a result, development plans prioritised the four-engined TA11 ahead of the TA9. Airbus ultimately found that most potential customers favoured four engines due to their exemption from existing twinjet range restrictions and their ability to be ferried with one inactive engine. Another factor was the split preference of those within Airbus and, more importantly, those of prospective customers, twinjets were favoured in North America, quad-jets were more desirable in Asia, and operators had mixed views in Europe. To differentiate from the existing Airbus ‘SA’ series aircraft, the B9 and B11 were re-designated as the TA9 and TA11, with TA standing for ‘twin aisle’.ĭevelopment costs were reduced by the two aircraft using the same fuselage and wing, with projected savings of US$500 million. Later variants include the A330-200F dedicated freighter, the A330 MRTT military tanker and the ACJ330 corporate jet. The A330 was Airbus's first airliner to offer a choice of three engines, the General Electric CF6, the Pratt & Whitney PW400 or the Rolls-Royce Trent 700. Both airliners have fly-by-wire controls, which was first introduced on the A320, as well as a similar glass cockpit. The A330 shares its airframe with the early A340 variants, having two engines instead of four, two main landing gear legs instead of three, lower weights and slightly different lengths. It was also considered as a medium-ranged successor to the A300. Offering the same range and payload as the McDonnell Douglas DC-10 but with 25 per cent more fuel efficiency, the B9 was seen as a viable replacement for the DC-10 and the Lockheed 1011 Tristar. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes. The B9 was essentially a lengthened A300 with the same wing, coupled with the most powerful turbofan engines available. The innovative “Airbus VR Flight Trainer” will first be used in the Airbus training centres from the second half of 2020, with the aim to make it an integral part of the Airbus type rating curriculum.In the mid-1970s, Airbus began development of the A300B9, a larger derivative of the A300, which would eventually become the A330. The first iteration is based on the popular Airbus A320 cockpit as there are 9,000 flying globally today. The software will run on consumer, off-the-shelf equipment, including the VR no proprietary hardware is needed. The virtual package consists of a PC, a VR headset, and a pair of hand controllers. Similarly, they could train with or without a human instructor guiding their lesson. They could do so alone, or as a crew sharing the same physical room, or remotely together online. Pilots will be immersed in a simulated virtual cockpit where they can practise their procedures together until perfection. The innovative Airbus VR Flight Trainer will first be used in the Airbus training centres from the second half of 2020, with the aim to make it an integral part of the Airbus type rating curriculumĪ virtual cockpit, a headset, and a pair of hand controllers! Imagine training whenever and wherever you want! It will provide portable training with a ‘study & practice tool’ for pilots to train at their home base…or remotely, and is capable of complementing the full flight simulator sessions that are conducted in flight training centres. A pilot trainee, trying VR Flight Trainer from the comfort of his homeĪirbus’ VR flight training solution was designed by Captain Shane Carroll, an A320-family pilot and instructor, with his team of professional software developers from the consumer entertainment industry.
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