Apr 18, 2019 V-speeds. I use the following methods to calculate the V-speeds. First very simple ones. For 737-700 V2 is approximately take-off weight - 25. Eg: For 60t, 60-25=35.
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Airbus A330-300 Pilot's Operating Handbook |
Dimensions |
Length - 208'11' |
Wing Span - 197'9' |
Height - 58'0' |
Weights (lbs) |
Empty Weight - 262,395 lbs |
Fuel Weight - 172,768 lbs |
Payload - 106,722 lbs |
Max.TOW - 520,150 lbs |
Max. LW - 407,320 lbs |
Powerplants |
A330-303 - General Electric CF6-80E1 Engines (71,000 lbs thrust) |
A330-323 - Pratt and Whitney PW4000 Engines (69,000 lbs thrust) |
A330-343 - Rolls Royce Trent 772B-60 Engines (72,000 lbs thrust) |
Operating Performance |
Mno 0.82 Mach Normal Operating Speed |
Mmo 0.86 Mach Max. Operating Speed |
Mne 0.93 Mach Never Exceed Speed |
Vno 330 knots Normal Operating Speed IAS |
Vmo 360 knots Max. Operating Speed IAS |
Vne 380 knots Never Exceed Speed IAS |
Vap 136 – 155 knots (based on total weight) @ Max Flaps/Gears Down |
Vtd 125 – 142 knots (based on total weight) |
DO NOT EXCEED 250 KTS AT OR BELOW 10,000 FT ALTITUDE |
Take-off Speed @ MTOW |
V1 (Decision Speed) - 140 knots @ Flaps 2 or 3 |
VR (Rotation Speed) - 145 knots |
V2 (Safety Speed) - 155 knots |
Cruise Speed |
Max Cruise Speed (GS) is 500 kts @ FL300 – FL350 depending on weight |
Typical Cruise Mach is 0.78M – 0.82M @ FL300 – FL350 |
Long Range Cruise is 465 kts (GS) @ FL350 |
ILS & Appraoch Speed @ MLW |
180 kts Flaps 2 to 136 – 155 knots Full Flaps/Gear Down |
Vapp = 1.3 x Vso (Stall Speed) |
Flaps and Gears Extension Speeds |
Flaps 1 240 knots |
Flaps 2 + Slats 215 knots |
Flaps 3 + Slats 196 knots |
Flaps 4 + Gear 186 knots |
Max. Gear Ext. 220 knots |
NOTE – The 1+F and 2+F configurations for slats have been removed as in FlightGear, the flaps and slats move together. |
Important Cruise Notes |
When flying long routes (over 4hrs) with MTOW, climb to FL300 & hold Alt with cruise speed 0.78 - 0.80 Mach , then fly that level for 30-45 min. then climb to FL310 - 320 @500 fpm and so on until you reach FL350 @ 0.80 - 0.82 Mach. |
Try not exceed 91% N1 during cruise in order to have available thrust for emergencies & be more efficient with fuel burn. |
FAA Field Lengths |
Take-off Runway Length 8,700 ft to 9,000 ft |
Landing Runway Length 5,500 ft to 6,000 ft |
ETOPS Extended Twin-Engine Operations |
If an engine failure occur during cruise forcing an engine shutdown, fly a descend profile on the remaining engine to FL160 (16,000ft) & hold speed between 300 - 420kts. Do not forget to trim to compensate for your lost engine. The A330 can fly the remaining trip on one engine & land @ MLW or lower. |
The Airbus A330 is fitted with engines certified ETOPS for 90 , 120 & 180 minutes. |
Please checkout the wiki page (http://wiki.flightgear.org/Airbus_A330-200_Series) for more information on the aircraft. Operation Manuals, Checklists and Briefings will be available soon. |
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AIRBUS A-330-300
From SKYbrary Wiki
A333
Aircraft | |||
---|---|---|---|
Name | A-330-300 | ||
Manufacturer | AIRBUS | ||
Body | Wide | ||
Wing | Fixed Wing | ||
Position | Low wing | ||
Tail | Regular tail, mid set | ||
WTC | Heavy | ||
APC | C | ||
Type code | L2J | ||
Aerodrome Reference Code | 4E | ||
Engine | Jet | ||
Engine count | Multi | ||
Position | Underwing mounted | ||
Landing gear | Tricycle retractable | ||
Mass group | 4 | ||
|
AIRBUS A-330-300
Description
Large capacity long range airliner. In service since 1993. Largest member of Airbus twinjet family (2-engine version of A340). Total of 253 aircraft ordered and 193 in operation (August 2006). The A333 is member of the A330 family of aircraft.
Technical Data
Wing span | 60.3 m197.835 ft |
---|---|
Length | 63.69 m208.957 ft |
Height | 16.83 m55.217 ft |
Powerplant | 2 x GE CF6-80E1 (306kN) or 2 x R-R Trent 772 (300kN) or 2 x PW 4000 (308kN) turbofans. |
Engine model | General Electric CF6, Pratt & Whitney PW4000, Rolls-Royce Trent 700 |
Performance Data
Take-Off | Initial Climb (to 5000 ft) | Initial Climb (to FL150) | Initial Climb (to FL240) | MACH Climb | Cruise | Initial Descent (to FL240) | Descent (to FL100) | Descent (FL100 & below) | Approach | ||||||||||
V2 (IAS) | 145 kts | IAS | 175 kts | IAS | 290 kts | IAS | 290 kts | MACH | 0.8 | TAS | 475 kts | MACH | 0.81 | IAS | 290 kts | IAS | kts | Vapp (IAS) | 130 kts |
Distance | 2300 m | ROC | 2000 ft/min | ROC | 2000 ft/min | ROC | 1300 ft/min | ROC | 1000 ft/min | MACH | 0.81 | ROD | 1000 ft/min | ROD | 3000 ft/min | MCS | 200 kts | Distance | 1700 m |
MTOW | 230000230,000 kg 230 tonnes kg | Ceiling | FL410 | ROD | ft/min | APC | C | ||||||||||||
WTC | H | Range | 61006,100 nm 11,297,200 m 11,297.2 km 37,064,304.489 ft NM |
Accidents & Serious Incidents involving A333
- A332 / A333, en-route, North West Australia, 2012 (On 31 March 2012, after the implementation of contingency ATC procedures for a period of 5 hours due to controller shortage, two Garuda A330 aircraft which had been transiting an associated Temporary Restricted Area (TRA) prior to re-entering controlled airspace were separately involved in losses of separation assurance, one when unexpectedly entering adjacent airspace from the TRA, the other when the TRA ceased and controlled airspace was restored. The Investigation did not find that any actual loss of separation had occurred but identified four Safety Issues in relation to the inadequate handling of the TRA activation by ANSP Airservices Australia.)
- A333 / A319, en-route, east of Lashio Myanmar, 2017 (On 3 May 2017, an Airbus A330 and an Airbus A319 lost prescribed separation whilst tracking in opposite directions on a radar-controlled ATS route in eastern Myanmar close to the Chinese border. The Investigation found that the response of the A330 crew to a call for another aircraft went undetected and they descended to the same level as the A319 with the lost separation only being mitigated by intervention from the neighbouring Chinese ACC which was able to give the A319 an avoiding action turn. At the time of the conflict, the A330 had disappeared from the controlling ACCs radar.)
- A333 / A333, Narita International Japan, 2017 (On 14 February 2017, an Airbus A330-300 preparing to depart Narita entered the active runway at night without clearance as another Airbus A330-300 was approaching the same runway with a landing clearance. ATC observed the conflict after an alert was activated on the surface display system and instructed the approaching aircraft, which was passing approximately 400 feet and had not observed the incursion, to go around. The Investigation attributed the departing aircraft crew’s failure to comply with their clearance to distraction and noted that the stop bar lighting system was not in use because procedures restricted its use to low visibility conditions.)
- A333, Chicago O'Hare IL USA, 2013 (On 5 March 2013, the aft-stationed cabin crew of an Airbus A330-300 being operated by Lufthansa on a scheduled international passenger flight from Chicago O'Hare to Munich advised the flight crew after the night normal visibility take-off that they had heard 'an unusual noise' during take-off. Noting that nothing unusual had been heard in the flight deck and that there were no indications of any abnormal system status, the Captain decided, after consulting Company maintenance, that the flight should be completed as planned. The flight proceeded uneventfully but on arrival in Munich, it became clear that the aircraft had sustained 'substantial damage' due to a tail strike on take-off and was unfit for flight.)
- A333, Hong Kong China, 2010 (On 13 April 2010, a Cathay Pacific Airbus A330-300 en route from Surabaya to Hong Kong experienced difficulty in controlling engine thrust. As these problems worsened, one engine became unusable and a PAN and then a MAYDAY were declared prior to a successful landing at destination with excessive speed after control of thrust from the remaining engine became impossible. Emergency evacuation followed after reports of a landing gear fire. Salt water contamination of the hydrant fuel system at Surabaya after alterations during airport construction work was found to have led to the appearance of a polymer contaminant in uplifted fuel.)
- A333, Kathmandu Nepal, 2015 (On 4 March 2015, the crew of a Turkish Airlines A333 continued an automatic non precision RNAV approach below the prescribed minimum descent altitude without having obtained any element of visual reference and when this was acquired a few seconds before the attempted landing, the aircraft was not aligned with the runway centreline and during a 2.7g low-pitch landing, the left main gear touched down on the grass. The aircraft then left the runway completely before stopping with a collapsed nose gear and sufficient damage to be assessed a hull loss. None of 235 occupants sustained serious injury.)
- A333, London Heathrow UK, 2016 (On 26 June 2016, thick white smoke suddenly appeared in the cabin of a fully loaded Airbus A330-300 prior to engine start with the door used for boarding still connected to the air bridge. An emergency evacuation initiated by cabin crew was accomplished without injury although amidst some confusion due to a brief conflict between flight crew and cabin crew instructions. The Investigation found that the smoke had been caused when an APU seal failed and hot oil entered the bleed air supply and pyrolysed. Safety Recommendations in respect of both crew communication and procedures and APU auto-shutdown were made.)
- A333, Manila Philippines, 2013 (On 7 October 2013 a fire was discovered in the rear hold of an Airbus A330 shortly after it had arrived at its parking stand after an international passenger flight. The fire was eventually extinguished but only after substantial fire damage had been caused to the hold. The subsequent Investigation found that the actions of the flight crew, ground crew and airport fire service following the discovery of the fire had all been unsatisfactory. It also established that the source of the fire had been inadequately packed dangerous goods in passengers checked baggage on the just-completed flight.)
- A333, Montréal QC Canada, 2014 (On 7 October 2014, an Airbus A330-300 failed to maintain the runway centreline as it touched down at Montréal in suddenly reduced forward visibility and part of the left main gear departed the runway edge, paralleling it briefly before returning to it and regaining the centreline as the landing roll was completed. The Investigation attributed the excursion to a delay in corrective action when a sudden change in wind velocity occurred at the same time as degraded visual reference. It was found that the runway should not have been in use in such poor visibility without serviceable lighting.)
- A333, en-route, Kota Kinabalu Malaysia, 2009 (On 22 June 2009, an Airbus A330-300 being operated by Qantas on a scheduled passenger flight from Hong Kong to Perth encountered an area of severe convective turbulence in night IMC in the cruise at FL380 and 10 of the 209 occupants sustained minor injuries and the aircraft suffered minor internal damage. The injuries were confined to passengers and crew who were not seated at the time of the incident. After consultations with ground medical experts, the aircraft commander determined that the best course of action was to complete the flight as planned, and this was uneventful.)
- A333, en-route, West of Learmonth Australia, 2008 (On 7 October 2008, an Airbus A330-300 aircraft experienced multiple system failure indications followed by uncommanded pitch-down events which resulted in serious injuries to passengers and cabin crew.)
- A333, en-route, near Bournemouth UK, 2012 (On 16 April 2012, a Virgin Atlantic A330-300 made an air turnback to London Gatwick after repetitive hold smoke detector warnings began to occur during the climb. Continuing uncertainty about whether the warnings, which continued after landing, were false led to the decision to order an emergency evacuation on the runway. Subsequent investigation found that the smoke warnings had all been false and had mainly come from one faulty detector. It also found that aspects of the way the evacuation had taken place had indicated where there were opportunities to try and improve passenger behaviour.)
- A333, en-route, south of Moscow Russia, 2010 (On 22 December 2010, a Finnair Airbus A330-300 inbound to Helsinki and cruising in very cold air at an altitude of 11,600 metres lost cabin pressurisation in cruise flight and completed an emergency descent before continuing the originally intended flight at a lower level. The subsequent Investigation was carried out together with that into a similar occurrence to another Finnair A330 which had occurred 11 days earlier. It was found that in both incidents, both engine bleed air systems had failed to function normally because of a design fault which had allowed water within their pressure transducers to freeze.)
- A333, en-route, southern Myanmar, 2013 (On 22 April 2013, a lower deck smoke warning occurred on an Airbus A330-300 almost 90 minutes into the cruise and over land. The warning remained on after the prescribed crew response and after an uneventful MAYDAY diversion was completed, the hold was found to be full of smoke and fire eventually broke out after all occupants had left the aircraft. The Investigation was unable to determine the fire origin but noted the success of the fire suppression system whilst the aircraft remained airborne and issues relating to the post landing response, especially communications with the fire service.)
- A333, vicinity Gold Coast Queensland Australia, 2017 (On 3 July 2017, an Airbus A330-300 was climbing through 2,300 feet after a night takeoff from Gold Coast when the number 2 engine began to malfunction. As a cabin report of fire in the same engine was received, it failed and a diversion to Brisbane was made. The Investigation found that the engine failure was entirely attributable to the ingestion of a single medium-sized bird well within engine certification requirements. It was concluded that the failure was the result of a sufficiently rare combination of circumstances that it would be extremely unlikely for multiple engines to be affected simultaneously.)
- A333, vicinity Orlando FL USA, 2013 (On 19 January 2013, a Rolls Royce Trent 700-powered Virgin Atlantic Airbus A330-300 hit some medium sized birds shortly after take off from Orlando, sustaining airframe impact damage and ingesting one bird into each engine. Damage was subsequently found to both engines although only one indicated sufficient malfunction - a complete loss of oil pressure - for an in-flight shutdown to be required. After declaration of a MAYDAY, the return to land overweight was completed uneventfully. The investigation identified an issue with the response of the oil pressure detection and display system to high engine vibration events and recommended modification.)
- A333, vicinity Wom Guam Airport, Guam, 2002 (On 16 December 2002, approximately 1735 UTC, an Airbus A330-330, operating as Philippine Airlines flight 110, struck power lines while executing a localizer-only Instrument Landing System (ILS) approach to runway 6L at A.B. Pat Won Guam International Airport, Agana, Guam. Instrument meteorological conditions prevailed during the approach. Following a ground proximity warning system (GPWS) alert, the crew executed a missed approach and landed successfully after a second approach to the airport.)
Further Reading
- Airbus reference document which provide to airlines, MROs, airport planners and operators the general dimensions of the aircraft, as well as the necessary information for ramp, servicing operations or maintenance preparation: Airbus A330: Airplane characteristics for aiport planning AC, 01 April 2013
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