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behavior of the aircraft is safe and the pilot should not be in a hurry to react on the rudder
pedals and to chase the beta target.
The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral
normal law does not command the full needed rudder surface deflection, the pilot will have to
adjust conventionally the rudder pedals to center the beta target.
When the beta target is centred, total drag is minimized even though there is a small amount
of sideslip. The calculation of the beta target is a compromise between drag produced by
deflection of control surfaces and airframe drag produced by a slight sideslip. Centering the beta
target produces less total drag than centering a conventional ball, as rudder deflection, aileron
deflection, spoiler deployment and aircraft body angle are all taken into account.
The crew will keep in mind that the yaw damper reacts to a detected side slip. This means
that, with hands off the stick and no rudder input, the aircraft will bank at about 5 ° maximum
and then, will remain stabilized. Thus, laterally, the aircraft is a stable platform and no rush is
required to laterally trim the aircraft. Control heading conventionally with bank, keeping the beta
target at zero with rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim
the rudder conventionally.
The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder
should be trimmed out prior to autopilot engagement.
Once AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder
trim command, including reset, is inhibited.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A330/A340 FLEET AO-020 P 9/18
FCTM 17 JUN 09
THRUST CONSIDERATIONS
Consider the use of TOGA thrust, keeping in mind the following:
• For a FLEX takeoff, selecting the operating engine(s) to TOGA provides additional performance
margin but is not a requirement of the reduced thrust takeoff certification. The application of
TOGA will very quickly supply a large thrust increase but this comes with a significant increase
in yawing moment and an increased pitch rate. The selection of TOGA restores thrust margins
but it may be at the expense of increased workload in aircraft handling.
• For a derated takeoff �� , asymmetric TOGA thrust cannot be applied if the speed is below F in
CONF 2 or 3 due to VMCA considerations.
• TOGA thrust is limited to 10 min.
PROCEDURE
INITIATION OF THE PROCEDURE
The PNF will closely monitor the aircraft's flight path. He will cancel anyMaster Warning/Caution
and read the ECAM title displayed on the top line of the E/WD.
Procedures are initiated on PF command.
No action is taken (apart from cancelling audio warnings through the MASTER WARNING light)
until:
• The appropriate flight path is established and,
• The aircraft is at least 400 ft above the runway, if a failure occurs during takeoff, approach or
go-around.
A height of 400 ft is recommended because it is a good compromise between the necessary
time for stabilization and the excessive delay in procedure initiation. In some emergency
cases and provided the flight path is established, the PF may initiate the ECAM actions
before 400 ft.
Once the PF has stabilized the flight path, the PNF confirms the failure. If it is necessary to
delay the ECAM procedure, the PF should order "Standby", otherwise he should announce
"ECAM actions".
Priority must be given to the control of aircraft trajectory, and acceleration phase should not be
delayed for the purpose of applying the ENG FAIL ECAM procedure.
Should the PF require an action from the PNF during ECAM procedures, the order "STOP
ECAM" should be used. When ready to resume ECAM procedure, the order "CONTINUE
ECAM" should be used.
The procedure may be continued until "ENG MASTER OFF" (in case of engine failure without
damage) or until AGENT 1 DISCH (in case of engine failure with damage) before acceleration.
Note: In case of ENG FIRE, fire drill remains high priority.
A330/A340 FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A330/A340 FLEET AO-020 P 10/18
FCTM 17 JUN 09
ACCELERATION SEGMENT
At the engine-out acceleration altitude, push ALT to level off and allow the speed to increase.
If the aircraft is being flown manually, the PF should remember that, as airspeed increases, the
rudder input needed to keep the beta target centred will reduce. Retract the flaps as normal.
When the flap lever is at zero, the beta target reverts to the normal sideslip indication.
　
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