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AIRBUS A-340-300

From SKYbrary Wiki
Name A-340-300
Manufacturer AIRBUS
Body Wide
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Heavy
Type code L4J
Aerodrome Reference Code 4E
RFF Category 9
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 5

Manufacturered as:

AIRBUS A-340-300
AIRBUS Prestige (A-340-300)
AIRBUS A-340-300 Prestige

AIRBUS A-340-300

AIRBUS A-340-300 AIRBUS A-340-300 3D


Long to ultra long range wide-body airliner. In service since 1993. Longer development of development of A340-200. It can carry more passengers over less range. The A343 is member of the A340 family of aircraft.

Technical Data

Wing span 60.3 m197.835 ft
Length 63.69 m208.957 ft
Height 16.91 m55.479 ft
Powerplant 4 x CFM56-5C4/P (154kN) turbofans.
Engine model CFM International CFM56

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 145 kts IAS 175 kts IAS 290 kts IAS 290 kts MACH 0.80 TAS 490 kts MACH 0.81 IAS 290 kts IAS 250 kts Vapp (IAS) 150 kts
Distance 2765 m ROC 1400 ft/min ROC 1500 ft/min ROC 1500 ft/min ROC 700 ft/min MACH 0.82 ROD 1000 ft/min ROD 2000 ft/min MCS 210 kts Distance 1830 m
MTOW 275000275,000 kg
275 tonnes
Ceiling FL410 ROD 1500 ft/min APC D
WTC H Range 74007,400 nm
13,704,800 m
13,704.8 km
44,963,254.626 ft

Accidents & Serious Incidents involving A343

  • A343 / B744, London Heathrow UK, 2007 (On 15 October 2007, an Airbus 340-300 being operated on a scheduled passenger flight by Air Lanka with a heavy crew in the flight deck was taxiing towards the departure runway at London Heathrow at night in normal visibility when the right wing tip hit and sheared off the left hand winglet of a stationary British Airways Boeing 747-400 which was in a queue on an adjacent taxiway. The Airbus 340 sustained only minor damage to the right winglet and navigation light.)
  • A343 / B744, en-route, south of Newfoundland Canada, 1998 (On 20 July 1998, after an ATC error south of Newfoundland, an Air France A340 and an Air Canada 747-400 were on directly converging tracks and at the same level. Collision was avoided by the correct actioning of coordinated TCAS RAs by both aircraft.)
  • A343 / B752, London Heathrow UK, 1995 (On 23 November 1995, in normal daylight visibility, an Airbus A340-300 being operated by Gulf Air on a scheduled international passenger flight from London Heathrow taxied past a Boeing 757-200 being operated by British Airways on a scheduled domestic passenger flight and also departing from London Heathrow which had stopped on a diverging taxiway within the departure holding area for Runway 27R such that the wing tip of the Airbus impacted the tail fin of other aircraft. Two of the 378 occupants of the two aircraft suffered minor injuries and both aircraft were damaged. Passengers were deplaned uneventfully from both aircraft.)
  • A343 / B763, Barcelona Spain, 2014 (On 5 July 2014, an Airbus A340-300 taxiing for departure at Barcelona was cleared across an active runway in front of an approaching Boeing 767 with landing clearance on the same runway by a Ground Controller unaware that the runway was active. Sighting by both aircraft resulted in an accelerated crossing and a very low go around. The Investigation noted the twice-daily runway configuration change made due to noise abatement reasons was imminent. It was also noted that airport procedure involved use of stop bars even on inactive runways and that their operation was then the responsibility of ground controllers.)
  • A343 / GLID, en-route, north of Waldshut-Tiengen southwest Germany, 2012 (On 11 August 2012, the augmenting crew member in the flight deck of an Airbus A340 about to join final approach to Zurich in Class 'C' airspace as cleared suddenly saw a glider on a collision course with the aircraft. The operating crew were alerted and immediately executed a "pronounced avoiding manoeuvre" and the two aircraft passed at approximately the same level with approximately 260 metres separation. The Investigation attributed the conflict to airspace incursion by the glider and issue of a clearance to below MRVA to the A340 and noted the absence of relevant safety nets.)
  • A343, Anchorage AK USA, 2002 (On 25 January 2002, in VMC at night, an Airbus A340-300 being operated by China Airlines successfully took-off from a parallel taxiway adjacent to the departure runway at Anchorage Alaska which was of less length than the calculated airplane take-off distance required.)
  • A343, Auckland New Zealand, 2013 (On 18 May 2013 an Airbus A340 with the Captain acting as 'Pilot Flying' commenced its night take off from Auckland in good visibility on a fully lit runway without the crew recognising that it was lined up with the runway edge. After continuing ahead for approximately 1400 metres, the aircraft track was corrected and the take off completed. The incident was not reported to ATC and debris on the runway from broken edge lights was not discovered until a routine inspection almost three hours later. The Investigation concluded that following flights were put at risk by the failure to report.)
  • A343, Changi Singapore, 2007 (On 30 May 2007, at about 0555 hours local time, the crew of an Airbus A340-300 had to apply (Take-off Go Around) power and rotate abruptly at a high rate to become airborne while taking off from Runway 20C at Singapore Changi Airport, when they noticed the centreline lights were indicating the impending end of the available runway. The crew had calculated the take-off performance based on the full TORA (Take-off Run Available) of 4,000 m because they were unaware of the temporary shortening of Runway 20C to 2,500 m due to resurfacing works.)
  • A343, Frankfurt Germany, 2008 (On 21 August 2008, an Airbus A340-300 being operated by an undisclosed operator by a German-licensed flight crew on a scheduled passenger flight from Teheran to Frankfurt collided with a stationary bus with only the driver on board whilst approaching the allocated parking gate in normal daylight visibility. The No 4 engine impacted the bus roof as shown in the photograph below reproduced from the official report. None of the occupants of either the aircraft or the bus were injured.)
  • A343, Helsinki Finland, 2009 (On 22 June 2009, an Airbus A340-300 being operated by Finnair suffered a single tyre failure during take off on a scheduled passenger flight to Helsinki and malfunction assessed as consequential by the flight crew occurred to the hydraulic system. The flight proceeded to destination and carried out a daylight landing there in normal visibility without any further aircraft damage. Because of a further deterioration in the status of the aircraft hydraulic systems during the landing roll, the aircraft was stopped on the runway and then towed into the gate. No persons were injured in this incident.)
  • A343, Hong Kong China, 2010 (On 27 November 2010, a Finnair Airbus A340-300 unintentionally attempted a night take off from Hong Kong in good visibility from the taxiway parallel to the runway for which take off clearance had been given. ATC observed the error and instructed the crew to abandon the take off, which they then did. The Investigation attributed the crew error partly to distraction. It was considered that the crew had become distracted and that supporting procedures and process at the Operator were inadequate.)
  • A343, London Heathrow UK, 1997 (On 5 November 1997, an Airbus A340-300 operated by Virgin Atlantic airlines experienced a landing gear malfunction. The crew executed a successful partial gear up landing at London Heathrow.)
  • A343, London Heathrow, UK 2012 (On 5 February 2012, a SriLankan Airlines Airbus A340-300 started its takeoff from an intermediate point on the runway for which no regulated takeoff weight information was available on board the aircraft and was observed by ATC and others to become airborne much nearer to the end of the runway than usual. The subsequent investigation found that the flight crew had relied on data for a different runway which did not consider obstacles relevant to the runway used and determined that the regulatory position in respect of this was deficient, leading to corresponding safety recommendations being made)
  • A343, Nairobi Kenya, 2008 (On 27 April 2008 an Airbus A340-300 crew lost previously-acquired visual reference in fog on a night auto ILS into Nairobi but continued to a touchdown which occurred with the aircraft heading towards the edge of the runway following an inappropriate rudder input. The left main gear departed the paved surface and a go around was initiated and a diversion made. The event was attributed to a delay in commencing the go around. No measured RVR from any source was passed by ATC although it was subsequently found to have been recorded as I excess of Cat 1 limits throughout.)
  • A343, Toronto Canada, 2005 (On 2 August 2005, an Air France Airbus A340 attempted a daylight landing at destination on a rain-soaked runway during an active thunderstorm and overran for 300 metres ending up in a ravine from where, despite its destruction by fire, all occupants escaped. The Investigation recommendations focussed mainly on crew decision making in adverse weather conditions and issues related to the consequences of such an overrun on survivability.)
  • A343, en-route, mid North Atlantic Ocean, 2011 (On 22 July 2011 an Air France A340-300 en route over the North Atlantic at FL350 in night IMC encountered moderate turbulence following "inappropriate use of the weather radar" which led to an overspeed annunciation followed by the aircraft abruptly pitching up and gaining over 3000 feet in less than a minute before control was regained and it was returned to the cleared level. There Investigation concluded that "the incident was due to inadequate monitoring of the flight parameters, which led to the failure to notice AP disengagement and the level bust, following a reflex action on the controls.”)
  • A343, vicinity Paris CDG France, 2012 (On 13 March 2012, an A340-300 crew cleared for a Cat 3 ILS approach at Paris CDG with LVP in force failed to descend at a rate which would allow the aircraft to capture the ILS GS and at 2nm from the runway, when still 2500 feet above runway height, the ILS GS mode engaged on a false upper lobe of about 10° and as a result of the consequent rapid pitch up and speed reduction, aircraft control was almost lost. After a period of further confusion, a go around was initiated and the subsequent approach was uneventful.)

Further Reading