Just some points if they help......
1)Limitation nose wheel steering angle - due main gear loading, how does that impact operationally?
Ans: Only a problem on runways < 50m-55m width and then only if 180 deg turn required.
Easy if nose placed well past runway edge on initial turn (although disconcerting)
2)Fuel system - any trim tank problems like plagued the A310, A300-600?
Ans: Were some pump problems with freezing in pipes when a/c supercooled during long flights, but now rectified.
3)Any comments on provisioning fuel jettison?
Ans: It is an option but perhaps cheaper to burn-off fuel when needed to land at Max LW?
4)What's the opinion on brake fans?
Ans: If you have tight turnarounds after landing on runways < 3000m like we do at CX then it is a good idea. Some wgt penalty I believe (?)
5)Air System - pax fainting cabin air quality/temperature, what occurances these days? Big problem for the 340 operators
in the early days.
Ans: No problem.
6)Any observations on the functionality of the FMS?
Ans: Fairly reliable. Operationally good but could do with being faster.
7)Tailwind T/O limitation standard 10 knots increase limit of 15 knots available for the trent motors'.
Ans: We use the 15 kt limit for landing and it helps here in Asia (especially CLK in HK with its flukey winds and Taipei with the strong winds). Aircraft not pleasant in the cockpit in turbulence.
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Overall a good aircraft. The Trents give it great climb performance.