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safe and stabilized, in order to allow the restoration of lost systems.
The pitch trim wheel is used to control pitch. Any action on the pitch trim wheel should be applied
smoothly, because the THS effect is significant due to its large size.
The rudder provides lateral control, and induces a significant roll with a slight delay. The PF should
apply some rudder to turn, and wait for the aircraft reaction. To stabilize and level the wings,
anticipate by releasing the rudder pedals.
A red "MAN PITCH TRIM ONLY" message appears on the PFD to immediately inform the PF that
the backup is being used.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A330/A340 FLEET OP-020 P 15/16
FCTM 17 JUN 09
back-up indication on PFD
ABNORMAL ATTITUDES
Applicable to: ALL
If the aircraft is, for any reason, far outside the normal flight envelope and reaches an abnormal
attitude, the normal controls are modified and provide the PF with maximum efficiency in regaining
normal attitudes. (An example of a typical reason for being far outside the normal flight envelope
would be the avoidance a mid-air collision).
The so-called "abnormal attitude" law is :
• Pitch alternate with load factor protection (without autotrim)
• Lateral direct law with yaw alternate
These laws trigger, when extreme values are reached:
• Pitch (50 ° up, 30 ° down)
• Bank (125 °)
• AOA (30 °, -10 °)
• Speed (440 kt, 60 kt)
• Mach (0.96, 0.1).
It is very unlikely that the aircraft will reach these attitudes, because fly-by-wire provides protection to
ensure rapid reaction far in advance. This will minimize the effect and potential for such aerodynamic
upsets.
The effectiveness of fly-by-wire architecture, and the existence of control laws, eliminate the need for
upset recovery maneuvers to be trained on protected Airbus aircraft.
SIDESTICK AND TAKEOVER P/B
Applicable to: ALL
When the Pilot Flying (PF) makes an input on the sidestick, an order (an electrical signal) is sent to
the fly-by-wire computer. If the Pilot Not Flying (PNF) also acts on the stick, then both signals/orders
are added.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A330/A340 FLEET OP-020 P 16/16
FCTM 17 JUN 09
Therefore, as on any other aircraft type, PF and PNF must not act on their sidesticks at the same
time. If the PNF (or Instructor) needs to take over, the PNF must press the sidestick takeover
pushbutton, and announce: "I have control".
If a flight crewmember falls on a sidestick, or a mechanical failure leads to a jammed stick (there is
no associate ECAM caution), the "failed" sidestick order is added to the "non failed" sidestick order.
In this case, the other not affected flight crewmember must press the sidestick takeover pushbutton
for at least 40 s, in order to deactivate the "failed" sidestick.
A pilot can at any time reactivate a deactivated stick by momentarily pressing the takeover
pushbutton on either stick.
In case of a "SIDE STICK FAULT" ECAM warning, due to an electrical failure, the affected sidestick
order (sent to the computer) is forced to zero. This automatically deactivates the affected sidestick.
This explains why there is no procedure associated with this warning.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 1/14
FCTM 17 JUN 09
AUTOPILOT/FLIGHT DIRECTOR
Applicable to: ALL
OBJECTIVE
The Auto Pilot (AP) and Flight Director (FD) assist the flight crew to fly the aircraft within the
normal flight envelope, in order to:
• Optimize performance in the takeoff, go-around, climb, or descent phases
• Follow ATC clearances (lateral or vertical)
• Repeatedly fly and land the aircraft with very high accuracy in CAT II and CAT III conditions.
To achieve these objectives:
• The AP takes over routine tasks. This gives the Pilot Flying (PF) the necessary time and
resources to assess the overall operational situation.
• The FD provides adequate attitude or flight path orders, and enables the PF to accurately fly the
aircraft manually.
MANAGED AND SELECTED MODES
The choice of mode is a strategic decision that is taken by the PF.
Managed modes require:
• Good FMS navigation accuracy (or GPS PRIMARY)
• An appropriate ACTIVE F-PLN (i.e. the intended lateral and vertical trajectory is entered, and
the sequencing of the F-PLN is monitored).
MAIN INTERFACES WITH THE AP/FD
*The DIR TO function is an exception to this rule.
　
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