jettison valve
24th Feb 2005, 20:17
Ladies and Gents,
A couple of days ago, a friend working for an A340-500/600 operator showed me an AI OIT informing about an A340-600 diversion due to fuel starvation of ENG 1 and near run-down of ENG 4 at FOB of 28t.
How do you as pilots feel in an A340-500/600 that apparently doesnīt announce its inability (or reluctance?) to transfer fuel into the feed tanks, doesnīt provide low level warnings, and doesnīt indicate low pressure of the main pumps?
Furthermore, I was a bit surprised by the operations advice:
1) You should reset any FCMC fault (if my memory serves me right). Donīt you do that all the time anyway?
2) Why would you need to initialize GW and CG if only one FCMC had to be reset (the other FCMC should have those data available)?
3) Is it a big pain to check the individual tank quantities at each way point (I assume you usually only check actual FOB vs. your plan data)?
Thanks for any answers!
J.V.
A couple of days ago, a friend working for an A340-500/600 operator showed me an AI OIT informing about an A340-600 diversion due to fuel starvation of ENG 1 and near run-down of ENG 4 at FOB of 28t.
How do you as pilots feel in an A340-500/600 that apparently doesnīt announce its inability (or reluctance?) to transfer fuel into the feed tanks, doesnīt provide low level warnings, and doesnīt indicate low pressure of the main pumps?
Furthermore, I was a bit surprised by the operations advice:
1) You should reset any FCMC fault (if my memory serves me right). Donīt you do that all the time anyway?
2) Why would you need to initialize GW and CG if only one FCMC had to be reset (the other FCMC should have those data available)?
3) Is it a big pain to check the individual tank quantities at each way point (I assume you usually only check actual FOB vs. your plan data)?
Thanks for any answers!
J.V.