DanAir1-11

You'll have to excuse my ignorance!

Have noted on recent occasions A340 of South African, on Short finals to Perth International, and was on each occasion struck by the fact that there appeared to be extremely little flap extended. What would be 'normal' for A340 at max lw on a calm day?

Best regards.

(edited for typo's)

fritzi

One thing about the A330s and A340s is that when having full flaps config (flaps 3), it looks like the flaps are extended way less than on for ex. on the B777.

Some A340 basic info:
During "normal" landings, you select flaps 2 and then select 160 kts. Then you select gears down and flaps 3 and select speed 140 kts. Then you should have a ROD of approximetly 700-800 fpm with a pitch of 4-5 degrees. If you go below 140 kts, the landing will most likely be a bit more firm.

I dont fly the A340 (only single engines now and then), so dont hang me if I am incorrect.

DanAir1-11

Thanks for that fritzi.

Must confess to being almost dumbfounded first time I saw one!
I am from the 'older' generation, and flew predominantly 1-11 and 727, (The 727 used to look mighty impressive when you 'hung it all out' !!.)

Regards

Thrust

Hi guys,
I fly the A330-300, A340-300 and the A340-600 for Cathay Pacific.

With reference to the landing flap conf. We have 5 flap positions; zero, flaps 1, flaps 2, flaps 3 and flaps full.

Normally we use flaps full for landing. It results in the lowest touchdown speed for a given weight.

If however we have a situation that requires we carry out the final approach with a greater energy level we use flaps 3. This would be used for an engine failure case or perhaps possible windsheer conditions.

We can of course carry out a landing at any setting up to zero flap if we have various flight control or flap / slat malfunctions. All that changes is the Vref speed.

About the approach speed; We fly managed speed and do not select a lower speed as we lower flap. The computers take care of our target speed on the speed tape with reference to any flap position (position lever actually) and the a/c weight.

I can't say what other operators do but we would use flap full 99% of the time. For interest flaps 1 to 3 are take off positions also.

Hope I didn't bore you.

Regards,
Thrust.

fritzi

Thrust,

Thanks you for boring me and correcting me!

I always love learning more tech. specs. about the the A330/340!

Regards,
fritzi

Felix Lighter

Like Thrust I fly the 330/343 & 346.

The following are the Flap/Slat/Aileron Angles


Lever-------Flap-------Slat-----Aileron Droop

Flap 1------8 deg-----16deg----5deg
Flap 2------14 deg----20deg---10deg
Flap 3------22deg-----23deg---10deg
Flap Full----32deg-----23deg---10deg


Compared to other types the flaps on the 330/340 series are very simple (single slotted fowler flaps)........but the ailerons droop also thus extending the 'drag' area.


Hope this maybe of use/interest. (Never flown Boeing but they do appear to be a lot dirtier!! )

Rgds Felix

Volume

Thrust,
Flaps 1 is still a take off position ?
I thought it was forbidden shortly after entry into service because of the high tailstrike risk. Or is this just operator related ?

jtr

Must be an operator thing. There is no Airbus limitation on using Config 1 for t/o on the 330 or 340-2/300. Not sure about the -600