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Getting started:
Imagine you enter the cockpit of a parked A340 - everything is ready except
that all systems are shut down - including APU and engines. First thing
you do is to sit down and adjust the seat. Now both batteries are switched
on at the Overhead ELEC panel. The next thing to do is to check the APU
fire warning. To do this, the TEST button on the APU fire panel is depressed
and released when the fire light illuminates. Now the APU is switched
on by pushing the MASTER switch on the APU panel. When the "FLAP
OPEN" message appears on the ECAM" the APU start switch is depressed.
When the AVAIL light illuminates, the APU bleed push button on the AIR
panel is pushed to supply the air conditioning and other systems with
air. Check the all panels for white lights out and turn the three IR switches
to NAV for the alignment process (7 min). Refer to the MCDU programming
page. Now the before Start Checklist (written on the table) can be completed.
Before starting the engines turn the beacon light on and seat belts to
on.
Engine Start up:
The normal engine start procedure is the AUTO START procedure. In this
case the FADEC prevents start malfunctions like hot start, stall etc.
It recognizes all of these and takes appropiate actions for instance reducing
fuel flow, cranking the engine, attemping new starts or cutting fuel flow.
The air from the APU (APU bleed) allows to start 2 engines simultaneously.
The engine start up sequenze is simple: 1 and 2 are started firstly to
pressurize the green and blue system which supplly the parking brakes
and hydraulic actuators. An actuator is a little box that converts the
elctrical inputs to real rudder movements. The Caravelle and Comet were
the first to use this system although the inputs were (are) given manually
and not electrically. The Boeing B707 for instance doesn't have this system.
OK, now back to the engine start procedure: Engine 1 and 2 first, followed
by 3 and 4. Check thrust levers idle. Then set IGN/START to START - now
an eye must be kept on the ECAM to check if APU bleed is stable. ENG1
Master switch is set to ON followed by ENG 2 when N2 of Engine 1 has reached
10%. Now monitor and check in the right order: Startvalve open (now high
pressure bleed air (minimum 30psi) air is blown into the engine), N2 IGN
A or B, Fuel flow, EGT OIL PRESS rising. FADEC (Full Authority Digital
Engine Control) closes the start valve when N2 reaches 50%, now monitor
EGT and ENG Vibration and the engine AVAIL which illuminates when the
start sequence is over. Now the same is repeated for ENG 3 and 4. When
all engines are running stabel set the IGN / START switch back to NORM
which automatically switches the Packs back ON. If, for any reasons, there
is an abnormal start DO NOT interrupt the FADEC protectives and just follow
the ECAM instructions if they appear. Another procedure to start the engines
is the MANUAL START which is only used in exceptionally cases like high
altitude aiports or subsequent low APU bleed pressure or to CRANK the
engine dry prior opening the fuel flow. In case of an aborted engine start
up a dry cranking must be considered. If the engines are started manually
the FADEC just monitors the sequence and gives warnings but doesn't interfer
in the sequence excepct in case of a HOT START. I don't want to go into
detail of how to start the engine manually as it is rarely done.
Taxi: When all engines are running check both left and right side
for any obstacles and smoothly move the thrust levers forward - only a
few centimeters as otheriwse you would blow everything away that is standing
behind you and if you don't know how this looks like click here so do
not exceed N1 40% during taxi. The APU bleed should be turned off to avoid
ingestion of exhaust gases by the PACKs. On straight taxiway and shallow
turns the pedals are used to steer the aircraft but the hand is kept on
the steering tiller is used in sharp turns. Be careful with that - it
is very sensitive so move this wheel VERY slowly (drive by wire). Also
when on the ground don't start turns to early - remember that the nosegear
on the A340 is far back (4 meters), this means that the cockpit has to
be over the grass in an intersection. If you turn to early the main gear
can end up in the grass so make sure to oversteer signifincatly. The A340
is easier to handle on the ground than the A330 as you can use assymetrical
thrust. Slowly move the thrust lever 1 (left one) slightly forward to
make a right turn and use the right lever for number 4 engine slightly
forward to make a left turn. It is not recommended to use differential
braking to avoid gear stress. The speed shouldn't exceed 10 knots in turns
also if brake temperature exceeds 150° degrees the brake fans (not
istalled in all aircraft) must be switched on. Remember to taxi slowly
at about 10-12 knots. You usually don't use thrust reverser during taxi
- it is used on old 737-200s or MD80s but not on the '340. Extend the
flaps to 1 + F the lever is located on the centerpanel and you simple
pull the handle up and move it down one step. Make sure the stabilizer
trim is in the green range and the rudder trim at 0.
Take off: When turning onto the runway,
switch on the strobes and landing lights and align the aircraft on the
center line and select Auto Brake MAX on the main instrument panel (below
the gear indicator)In case of an engine failure the aircraft stops automatically
when the thrust levers are moved to IDLE. Then push the CONFIG test on
the ECAM so as to insure that the ECAM take off ceck list items are all
green. If everything is set the thrust levers are moved slowly to 50%
N1 and when all engines are running stable at 50% move the levers the
stops (TOGA). A yellow arrow appear on the PFD indicating the acceleration.
Now full conectration is needed to monitor speed, engine gauge and the
aircraft on the center line. At 90 knots the rudder has to be used to
keep the aircraft aligned with the center line as at 100 knots the nose
gear steering disconnects from the nose gear. This is actually the most
tricky part of the take off run - in case of an engine failure it is difficult
to keep the aircraft aligned with the center line as the airspeed is still
to low for an effective rudder and the nose gear steeering is disconnected.
This is why much attention has to be paid on the engine gauges at this
stage to react as early as possible. At 140 knots (Vr) smoothly move the
sidestick backwards to gain a pitch attitude of 8° to avoid tail strike
and then to 12-15° (depending on weigh). The Autpilot is available
5 seconds after take off.
CLB/CRZ/DES: When a stable positive rate
of climb is established the gear is selected up and thrust reduced to
CLB at 1500feet. The flaps are retracted at 200kts but as this only a
traffic pattern they are set to 1. In case of a traffic pattern usually
you maintain 1500 feet above ground. You can use the autopilot for the
traffic pattern. Just press AP1 and Pull + rotate the altitude knob to
1500 and then pull it. Now select your desired heading - simply add 180°
to your current heading to make a 180 degree turn to fly the downwind
leg of the traffic pattern. Stalling the A340 in normal flight is impossible
as the auto trim will prevent this. The A340 is very stable and handles
very nice. It is a "forgiving" aircraft during landings because
of its boogie main gears. Probably a big plus is that the A340 doesn't
have to be trimmed with different thrust settings or steep turns this
also reduced workload compared to early jets or propliners which need
to be trimmed at different power settings.
Landing: Put the FLAP lever to 2 and select 160 knots airspeed. Now
put the gear lever to down and the FLAP lever to 3. Select 140 knots speed.
Before turning on final extend the flaps to FULL and
arm the spoilers and push the Autobrake switch to Medium - you do not
use autobrake max during landing. Now the aircraftshould be alligned with
the runway centerline and have an airspeed of 140 knots with the gear
down and flaps set to FULL and a rate of desecent of 700-800 feet per
minute and a pitch angle of 4-5°. These paramaters need to be monitored
constantly - never fix your eyes on one parameter always keep all parameters
in view. The PAPI will help you to establish the correct glide path. The
PAPI consits of 4 lights which can illuminate red or white. If you see
2 red and 2 white lights than the glide path is correct - if 3 reds and
and 1 white is seen than slowly add power and smoothly pull the stick
backwards to reduce the ROD. But most of you will know how this works
either from real life or from the flight simulator. When passing 500 feet
a voice message is heared indicating 500ft so monitoring altitude above
ground doesn't have high priority. It is VERY important to keep the speed
at 140 knots - if it is below 140kts then in most cases this will result
in a hard landing if the speed is to high the aircraft will climb during
the landing flare. Switch the Autopilot off by pressing the red sidestick
button twice and press one of the red buttons twice on the thrust levers
to disengage the authrust system. A short aural warning will be heared.
Contionue descent at 700 feet per minute until reaching 30 feet. Now reduce
rate of descent to half and count slowly 1, 2, 3 while retarding the thrust
lever to idle when the retard call is heared. Avoid push the sitck forward
if not absolutely necessary - this will increase the rate of descent and
result in a hard landing. To make it correct always give very little sidestick
inputs and monitor what happens - if descending to fast pull the stick
back again but always small inputs and monitor speed! - also remember
a nice approach is almost a nice landing so if you monitored all parameters
well a soft landing is not guaranteed put likely. When the forward boogie
touches the ground move the thrust reverser levers upwards - the spoilers
extend automatically. Now the landing isn't over at all - the nose gear
has to be landed as well and if you keep it up to long it will just fall
down and this is not very comfortable! so slowly move the sidestick forward
- give little inputs and just see what happens. Remember to to use the
nose wheel steering at 30 kts.
Shut down.Take
the next intersection and taxi to the ramp. Push the spoiler lever down,
retract the flaps to 0, switch off the strobes and landings lights and
reduce speed to 10-12 knots. Make sure the APU is on when parking position
is reached. Set parking brake and move the Engine Master switches to OFF
one after another. Turn of the beacon light and seat belts.
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