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The PF should not fight the sidestick, or overcontrol it. If the PF senses an overcontrol, the
sidestick should be released.
AT TAKEOFF AND LANDING
The above-mentioned pitch law is not the most appropriate for takeoff and flare, because the
stable flight path is not what the PF naturally expects.
Therefore, the computers automatically adapt the control laws to the flight phases:
• GROUND LAW: The control law is direct law
• FLARE LAW: The control law is a smoother direct law.
Operational Recommendation:
Takeoff and landing maneuvers are naturally achieved. For example, a flare requires the
PF to apply permanent aft pressure on the sidestick, in order to achieve a progressive flare.
Whereas, derotation consists of smoothly flying the nosegear down, by applying slight aft
pressure on the sidestick.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A330/A340 FLEET OP-020 P 3/16
FCTM 17 JUN 09
LATERAL CHARACTERISTICS
NORMAL CONDITIONS
When the PF performs a lateral input on the sidestick, a roll rate is ordered and naturally
obtained.
Therefore, at a bank angle of less than 33 °, with no input on the sidestick, a zero roll rate is
ordered, and the current bank angle is maintained. Consequently, the aircraft is laterally stable,
and no aileron trim is required.
However, lateral law is also a mixture of roll and yaw demand with:
‐ Automatic turn coordination
‐ Automatic yaw damping
‐ Initial yaw damper response to a major aircraft assymetry.
In addition, if the bank angle is less than 33 °, pitch compensation is provided.
If the bank angle is greater than 33 °, spiral stability is reintroduced and pitch compensation is
no longer available. This is because, in normal situations, there is no operational reason to fly
with such high bank angles for a long period of time.
AIRBUS LATERAL CHARACTERISTIC
Operational Recommendation:
During a normal turn (bank angle less than 33 °), in level flight:
• The PF moves the sidestick laterally (the more the sidestick is moved laterally, the greater
the resulting roll rate - e.g. 15 °/s at max deflection)
• It is not necessary to make a pitch correction
• It is not necessary to use the rudder.
In the case of steep turns (bank angle greater than 33 °), the PF must apply:
• Lateral pressure on the sidestick to maintain bank
• Aft pressure on the sidestick to maintain level flight.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A330/A340 FLEET OP-020 P 4/16
FCTM 17 JUN 09
ENGINE FAILURE
In flight, if an engine failure occurs, and no input is applied on the sidestick, lateral normal law
controls the natural tendency of the aircraft to roll and yaw.
If no input is applied on the sidestick, the aircraft will reach an approximate 5 ° constant bank
angle, a constant sideslip, and a slowly-diverging heading rate.
The lateral behavior of aircraft is safe.
However, the PF is best suited to adapt the lateral trimming technique, when necessary. From
a performance standpoint, the most effective flying technique, in the event of an engine failure
at takeoff, is to fly a constant heading with roll surfaces retracted. This technique dictates the
amount of rudder that is required, and the resulting residual sideslip.
As a result, to indicate the amount of rudder that is required to correctly fly with an engine-out
at takeoff, the measured sideslip index is shifted on the PFD by the computed, residual-sideslip
value. This index appears in blue, instead of in yellow, and is referred to as the beta target. If
the rudder pedal is pressed to center the beta target index, the PF will fly with the residual slip,
as required by the engine-out condition. Therefore, the aircraft will fly at a constant heading with
ailerons and spoilers close to neutral position.
BETA TARGET ON PFD
Operational Recommendation:
In the case of an engine failure at takeoff, the PF must:
• Smoothly adjust pitch to maintain a safe speed (as per SRS guidance)
• Center the Beta target (there is no hurry, because the aircraft is laterally safe)
• When appropriate, trim the aircraft laterally using the rudder trim
• Apply small lateral sidestick inputs, so that the aircraft flies the appropriate heading.
AVAILABLE PROTECTIONS
Normal Law provides five different protections (Refer to OP-020 PROTECTIONS):
• High angle-of-attack protection
• Load factor protection
• High pitch attitude protection
• Bank angle protection
• High speed protection.
A330/A340 FLIGHT CREW TRAINING MANUAL
　
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