Pilots on A330 and A340?
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Join Date: Jun 2008
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Pilots on A330 and A340?
Hello!
No question about fuel burn or runway performance this time
I have a question about pilots on A340 and A330s. If you´re a pilot on a A345, can you fly A346 without any "conversions"? I know the cockpit is exactly the same but the weights etc is different. And can an A345 fly an A342/A343 easier than A332/A333? Or is the "cenversion" time longer to A332/A333?
So for a shortened: can an A345 pilot fly the A345 one day, and the second day fly an A330? or is A342/343 better for this?
Thanks!
//Daniel
No question about fuel burn or runway performance this time
I have a question about pilots on A340 and A330s. If you´re a pilot on a A345, can you fly A346 without any "conversions"? I know the cockpit is exactly the same but the weights etc is different. And can an A345 fly an A342/A343 easier than A332/A333? Or is the "cenversion" time longer to A332/A333?
So for a shortened: can an A345 pilot fly the A345 one day, and the second day fly an A330? or is A342/343 better for this?
Thanks!
//Daniel
Join Date: Oct 2007
Location: In OY-VKH
Age: 31
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First of all the weight differences between A345 and A346 isn't huge - you are
allowed to fly both after each other. A332 first later on A346, sure no problem.
Just keep in mind that there isn't exactly the same machines you're drive, there body
length are totally different. So after been flying A332, then you go onbard the longer
one you need to check your AOM what's the max pull upp in degrees during takeoff
Rotating so speedy as the 330-200 on the 346 isn't to recommend - tailstrike!
A340-600 also have cameras on the nosewheels and one in the tail, which helps you
to get accurate information about were the angel is.... Difference during backtrack
is also a factor on the long ones - once again check AOM for minimal backtracking space. Also climb and takeoff performance is different, but these should not be a
bigger problem if you have been reading the numbers correct.
One important thing is that you should be well educated in engine failures after TKF.
Loosing 1 engine of 4=25% of totalt thrust
Loosing 1 engine of 2=50% of total thrust
So on the A34X you have 75% THR left for climb to V2 while the A330 only have
50% to clear obstacles and reach V2. Also that's why two engine planes are often
moore overpowered than the four engine ones.
For example, you are going to fly OMDB to EDDF with both A330 and A340
A340 TOW: 495000lb
A330 TOW: 470000lb
A340 should lift 495.000lb with 3 engines operative, while the A330 only has one
engine to make the climb.
We get following T/W
A340: say 34000lb thrust/engine*3= 102.000lb total thrust
102.000/495000= 0.206
A330: say 71000lb thrust/engine*1=71.100lb total thrust
71100/470.000= 0.151
In this case, the A330 will get most problems during climb with one engine failed.
BTW figures above, took strongest engines for today. Old A330/A340 built 2001 or earlier are really beasts during takeoff, moore problems!
But as you see, many factors are playing sence, even if you are allowed to fly both
at the same time it might be good to know the differences
allowed to fly both after each other. A332 first later on A346, sure no problem.
Just keep in mind that there isn't exactly the same machines you're drive, there body
length are totally different. So after been flying A332, then you go onbard the longer
one you need to check your AOM what's the max pull upp in degrees during takeoff
Rotating so speedy as the 330-200 on the 346 isn't to recommend - tailstrike!
A340-600 also have cameras on the nosewheels and one in the tail, which helps you
to get accurate information about were the angel is.... Difference during backtrack
is also a factor on the long ones - once again check AOM for minimal backtracking space. Also climb and takeoff performance is different, but these should not be a
bigger problem if you have been reading the numbers correct.
One important thing is that you should be well educated in engine failures after TKF.
Loosing 1 engine of 4=25% of totalt thrust
Loosing 1 engine of 2=50% of total thrust
So on the A34X you have 75% THR left for climb to V2 while the A330 only have
50% to clear obstacles and reach V2. Also that's why two engine planes are often
moore overpowered than the four engine ones.
For example, you are going to fly OMDB to EDDF with both A330 and A340
A340 TOW: 495000lb
A330 TOW: 470000lb
A340 should lift 495.000lb with 3 engines operative, while the A330 only has one
engine to make the climb.
We get following T/W
A340: say 34000lb thrust/engine*3= 102.000lb total thrust
102.000/495000= 0.206
A330: say 71000lb thrust/engine*1=71.100lb total thrust
71100/470.000= 0.151
In this case, the A330 will get most problems during climb with one engine failed.
BTW figures above, took strongest engines for today. Old A330/A340 built 2001 or earlier are really beasts during takeoff, moore problems!
But as you see, many factors are playing sence, even if you are allowed to fly both
at the same time it might be good to know the differences
