A340 Long Takeoff roll?
Join Date: Jan 2003
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Well, as the original thread has been sucessfully hijacked...
Do you guys know why Airbus considers to fit the A340 with a WX radar facing backwards?
So pilots can see when they will be overtaken by a cold front!
Do you guys know why Airbus considers to fit the A340 with a WX radar facing backwards?
So pilots can see when they will be overtaken by a cold front!
Join Date: Mar 2007
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Smokey,
I was about to put pen to paper, but once again you beat me to it and explained it so basically.
It explains why (generally) western, 4-engine airplanes tend to be runway limited and twins to be 2nd-segment limited.
GSV
I was about to put pen to paper, but once again you beat me to it and explained it so basically.
It explains why (generally) western, 4-engine airplanes tend to be runway limited and twins to be 2nd-segment limited.
GSV
May I ask a (probably) silly question ?
Doesn't the B747 have the same characteristics ? If not, isn't it over-powered and hence less economical ?
A couple of years ago I departed on a SAS A340 CPH-ORD. I would swear that as we exited the CTR, we were in G airspace for around 30 seconds, actually exactly at a VFR reporting / holding point where I've been many times at 1400 feet in a Piper 28.
Doesn't the B747 have the same characteristics ? If not, isn't it over-powered and hence less economical ?
A couple of years ago I departed on a SAS A340 CPH-ORD. I would swear that as we exited the CTR, we were in G airspace for around 30 seconds, actually exactly at a VFR reporting / holding point where I've been many times at 1400 feet in a Piper 28.
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From Gargleblaster, "A couple of years ago I departed on a SAS A340 CPH-ORD. I would swear that as we exited the CTR, we were in G airspace for around 30 seconds, actually exactly at a VFR reporting / holding point where I've been many times at 1400 feet in a Piper 28."
If your climb performance indicates that you will leave controlled airspace then most of us delay lowering the nose and accelerating. If it looks really iffy then you also delay coming back to climb thrust. This can all be done and checked on the ground via the flight management computer.
On most hot and high airports it`s pretty much the norm on the 200/300 series.. Still see lots of scenery though, just a little higher
.
If your climb performance indicates that you will leave controlled airspace then most of us delay lowering the nose and accelerating. If it looks really iffy then you also delay coming back to climb thrust. This can all be done and checked on the ground via the flight management computer.
On most hot and high airports it`s pretty much the norm on the 200/300 series.. Still see lots of scenery though, just a little higher
.
Dan Winterland wrote:
A similar thrust/weight ratio in the one engine out case. The 340 doesn't need so much thrust, which is why it's popular with accountants. It's ideal for long lean routes.
