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They are displayed only with aircraft on ground. Flight crew must not use this display for control
checks, because it does not necessarily indicate control position in failure cases. Flight crew
must use the ECAM flight controls page for making that check.
IN FLIGHT
Applicable to:
TAKEOFF MODE
Thrust management is very easy. The pilot selects a FLX thrust by stopping the thrust levers in
the FLX/MCT detent and checking that the resulting N1 (1) is compatible with N1 target (2). For
maximum takeoff thrust, the pilot moves the thrust levers fully forward and makes the same thrust
check (N1 ).
To counter the nose up effect of setting engine takeoff thrust, the pilot should apply half forward
stick until the airspeed reaches 80 kt. Then, he should release the stick gradually to reach neutral
at 100 kt (Refer to STLO-SOP-12-A TAKEOFF - GENERAL for additional information).
Rotation is conventional. As the A340 has a large inertia, it is important to initiate the rotation with
a positive backward stick input (typically 2/3 backstick).
The rotation rate produced by a given sidestick input takes time to build up ; once it has
developed, it remains relatively constant for a given sidestick position. Rapid variations in stick
position cause discomfort.
The Pilot Flying (PF) continues the rotation in order to bring the all–engine attitude value towards
approximately 12.5 °. During rotation, the PF must not attempt to reach the FD pitch bar, because
it does not provide a pitch rate order, and may lead to overreaction. As soon as the aircraft
becomes airborne only, the PF must adjust the pitch attitude using the FD bar, which is then
representative of the SRS order. As the attitude changes and stabilizes, the control laws change to
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-20 P 3/6
FCOM 19 AUG 10
those for the flight mode in pitch, allowing the sidestick to return to the neutral position to maintain
1 g at the chosen attitude. Pitch trim can begin to work at 50 ft.
For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong crosswind
conditions, some lateral control may be used, but care should be taken to avoid using large
deflections, resulting in excessive spoiler deployment which increases the tendency to turn into
wind, reduces lift, and increases drag. Spoiler deflection starts to become significant with more
than half sidestick deflection. As the aircraft lifts off, any lateral control applied will result in a roll
rate demand.
Applicable to: ,
TAKEOFF MODE
Thrust management is very easy. The pilot selects a FLX thrust by stopping the thrust levers in the
FLX/MCT detent and checking that the resulting N1 (or EPR) (1) is compatible with N1 (or EPR)
target (2). For maximum takeoff thrust, the pilot moves the thrust levers fully forward and makes
the same thrust check (N1 or EPR).
To counter the nose up effect of setting engine takeoff thrust, the pilot should apply half forward
stick until the airspeed reaches 80 kt. Then, he should release the stick gradually to reach neutral
at 100 kt (Refer to STLO-SOP-12-A TAKEOFF - GENERAL for additional information).
Rotation is conventional. As the A330 has a large inertia, it is important to initiate the rotation with
a positive backward stick input (typically 2/3 backstick).
The rotation rate produced by a given sidestick input takes time to build up ; once it has
developed, it remains relatively constant for a given sidestick position. Rapid variations in stick
position cause discomfort.
The Pilot Flying (PF) continues the rotation in order to bring the all–engine attitude value towards
approximately 15 °. During rotation, the PF must not attempt to reach the FD pitch bar, because it
does not provide a pitch rate order, and may lead to overreaction. As soon as the aircraft becomes
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
A330/A340 FLEET PRO-SUP-27-20 P 4/6
FCOM 19 AUG 10
airborne only, the PF must adjust the pitch attitude using the FD bar, which is then representative
of the SRS order. As the attitude changes and stabilizes, the control laws change to those for the
flight mode in pitch, allowing the sidestick to return to the neutral position to maintain 1 g at the
chosen attitude. Pitch trim can begin to work at 50 ft.
For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong crosswind
conditions, some lateral control may be used, but care should be taken to avoid using large
　
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