A340 approach config(s)
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A340 approach config(s)
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)
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)
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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.
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.
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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
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
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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.
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.
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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
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
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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 ?
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 ?
