The difference from now on (including the MCC) is that instead of training to operate a single crew air taxi type operation you are now entering the world of turbine airline operations. The theory is now over, it’s now time for the true practical… and that is where it stops being a chore and becomes serious fun (but still requiring alot of effort).

I still have a complete set of Saab 340 manuals, however I would not recommend studying them before the MCC as that would just douse you in too much information. The type used in the MCC should not be too important as it is more a case of understanding the processes of multi-crew ops than being a type rating. The course will contain the exact level of info you need to know beforehand to achieve success.

The CAA aren’t very happy about the use of light twins for slot preservation and these days expect an airline to use its own equipment. A few years back I flew an empty 757 from Gatwick to Luton, parked it up and went to McDonalds for a couple of hours. I then flew it back to Gatwick, empty again and went home. No maintenance or anything else was done to the aeroplane, it was purely slot preservation. I don’t know of anyone else who has made a more ludicrous trip for a McDonalds!

I think he’s referring to the strobe lights

The anti-collision light is the Boeing term for the beacon (usually red coloured pulsing light) rather than the strobes.

Short term lease using bmi cabin and flight crews.

…also i have seen several other comments that basically say if you can get a plane with x engines to fly on x-1 engines it is always more fuel efficient…

A340-300 fuel burn increases by 15% with one engine inop. A340-600 fuel burn increases by 9%.

Also, re item number 1 – weight measuring devices are very prone to temperature errors. The coldest I have ever seen in the cruise is -78 centigrade. If the aircraft had to do a quick turn around after 15 hours cruising at those temps sny measuring devices would struggle to be accurate bearing in mind they would also have to be accurate if that same aircraft had been left on a baking hot ramp at +55 centigrade.

As far as I understand it…

This situation is only likely to occur after some form of ground handling incident and the the aircraft is required for operations until a replacement or repairs can be carried out. There is little perceivable asymetric handling effect (none in a FBW Airbus) of having one missing however there is a small performance reduction. The manufacturers have to provide an extensive set of performance data with certain items of equipment missing so, bearing in mind you would have to be incredibly unlucky (stupid?) to dink two wingtips at the same time and removing a serviceable winglet doesn’t really help you, there is no real point in doing the approval for this situation.

It can fly with one missing but not both. Same for a 340 or a 744.