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When installed, the In Seat Power Supply System (ISPSS) provides electrical power to the In Seat
Power Supply Unit (ISPSU) outlets. These outlets enable passengers to use Portable Electronic
Devices (PEDs). The ISPSS must be turned off during takeoff and landing.
TAXI FLOW PATTERN
Applicable to: ALL
TAXI FLOW PATTERN
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
TAXI
Intentionally left blank
A330/A340 FLEET NO-040 P 10/10
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
TAKEOFF
A330/A340 FLEET NO-050 P 1/12
FCTM 17 JUN 09
THRUST SETTING
Criteria: RR, 330-200
Applicable to: , , , , , , , , , , , , , ,
, , , , ,
A fan stall protection within the FADEC adjusts the EPR acceleration rate at low speed. This avoids
having high N1 at low speed. As a consequence, the power set at take-off is slightly longer than on
others engines (approximately 10 s more) and the take-off thrust is reached at around IAS 60 kt. For
this reason, thrust can be set in one step regardless of wind conditions. However, for commonality
reason, the thrust should be set in two steps in all cases except in case of crosswind conditions
where this must be done in one step.
The PF should announce “Take-off”. The PF then applies power in as follows:
If cross wind is at or below 20 kt and there is no tail wind:
From idle to 1.1EPR / 50 % N1 to the ‐ TLA indicator on the EPR / N1 gauge.
‐ When the engine parameters have stabilised, to the FLX/MCT or TOGA detent as appropriate.
In case of tailwind or if cross wind is greater than 20 kt:
• From idle on both engines to FLX or TOGA
This procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead
to asymmetrical thrust increase, and, consequently, to severe directional control problem.
The Electronic Engine Control (EEC) computer prevents the engine stabilizing between an
approximate range of 1.16 to 1.26 EPR, in order to protect against fan flutter. This range is called
the Keep-Out-Zone, and the flight crew may notice a non-linear thrust response to thrust lever
movement. If one lever is moved out of the Keep-Out-Zone before the other, a very slow movement
of the levers may lead to asymmetric engine acceleration
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, a message
comes up on the ECAM.
THRUST SETTING
Criteria: CFMI, 340-300
Applicable to: , , , , , , , , , , , ,
The PF should announce "Take-off". The PF then applies power in as follows:
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
TAKEOFF
A330/A340 FLEET NO-050 P 2/12
FCTM 17 JUN 09
If cross wind is at or below 20 kt and there is no tail wind:
• From idle to 1.1 EPR / 50 % N1 by reference to the TLA indicator on the EPR / N1 gauge.
• When the engine parameters have stabilized, to the FLX/MCT or TOGA detent as appropriate.
In case of tailwind or if cross wind is greater than 20 kt:
From idle to 1.1 EPR / 50 % N1 by reference to the ‐ TLA indicator on the EPR / N1 gauge.
‐ Once stabilized, from 1.1 EPR / 50 % N1 to 1.3 EPR / 70 % N1 by reference to the TLA indicator
on the EPR / N1 gauge.
‐ Then, to FLX / TOGA, as required to reach take-off thrust by 40 kt groundspeed.
This procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead
to asymmetrical thrust increase, and, consequently, to severe directional control problem.
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, a message
comes up on the ECAM.
TAKEOFF ROLL
Applicable to: ALL
Once the thrust is set, the PF announces the indications on the FMA. The PNF must check that the
thrust is set by 80 kt and must announce “Thrust Set”.
The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX
notch and until V1.
On a normal takeoff, to counteract the pitch up moment during thrust application, the PF should apply
half forward (full forward in cross wind case) sidestick at the start of the takeoff roll until reaching
80 kt. At this point, the input should be gradually reduced to be zero by 100 kt.
The PF should use pedals to keep the aircraft straight. The nosewheel steering will be effective until
reaching 100 kt but its authority decreases at a pre-determined rate as the groundspeed increases
and the rudder becomes more effective. The use the tiller is not recommended during takeoff roll,
because of its high efficiency, which might lead to aircraft overreaction.
For crosswind takeoffs, routine use of into wind aileron is not necessary. In strong crosswind
　
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