PFR
21st Nov 2000, 23:51
I wonder if any of you good ladies & gents would care to comment?
(Taken from my earlier post)....still appreciate any more feedback & thanks again to all those who've already contributed.
`Many thanks for your replies F/O Junior and Flap 5. Your observations on landing Flap 5 are supported by my memories of riding with Lufthansa on crewing training in the A340. The initial landings and the ability to place the nose gear without a heavy `thump' being a large challenge. It seemed pilots coming from the other `heavies' particularly the 747 found the visuals in the de-rotation, flying through the horizon to place the nosegear most disconcerting, all due the aircaft's nose down attitude. Story goes that Aerospatiale miscalculated the nose gear length required not releasing until near roll-out the A310/A300-600 NLG was not going to do it! Subsequent flight tests found no detrimental handling with the nose down state, although worries had existed that the aft doors might not meet airbridges.
Anyway back to my original thread, thanks for all the feedback so far, just a couple of queries if I may.
1)Limitation nose wheel steering angle - due main gear loading, how does that impact operationally?
2)Fuel system - any trim tank problems like plagued the A310, A300-600?
3)Any comments on provisioning fuel jettison?
4)What's the opinion on brake fans?
5)Air System - pax fainting cabin air quality/temperature, what occurances these days? Big problem for the 340 operators in the early days.
6)Any observations on the functionality of the FMS?
7)Tailwind T/O limitation standard 10 knots increase limit of 15 knots available for the trent motors'.
Thanks again for all the replies good or bad.
Cheers PFR.
(Taken from my earlier post)....still appreciate any more feedback & thanks again to all those who've already contributed.
`Many thanks for your replies F/O Junior and Flap 5. Your observations on landing Flap 5 are supported by my memories of riding with Lufthansa on crewing training in the A340. The initial landings and the ability to place the nose gear without a heavy `thump' being a large challenge. It seemed pilots coming from the other `heavies' particularly the 747 found the visuals in the de-rotation, flying through the horizon to place the nosegear most disconcerting, all due the aircaft's nose down attitude. Story goes that Aerospatiale miscalculated the nose gear length required not releasing until near roll-out the A310/A300-600 NLG was not going to do it! Subsequent flight tests found no detrimental handling with the nose down state, although worries had existed that the aft doors might not meet airbridges.
Anyway back to my original thread, thanks for all the feedback so far, just a couple of queries if I may.
1)Limitation nose wheel steering angle - due main gear loading, how does that impact operationally?
2)Fuel system - any trim tank problems like plagued the A310, A300-600?
3)Any comments on provisioning fuel jettison?
4)What's the opinion on brake fans?
5)Air System - pax fainting cabin air quality/temperature, what occurances these days? Big problem for the 340 operators in the early days.
6)Any observations on the functionality of the FMS?
7)Tailwind T/O limitation standard 10 knots increase limit of 15 knots available for the trent motors'.
Thanks again for all the replies good or bad.
Cheers PFR.