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out of it as quickly as possible by easing forward on the sidestick to reduce the angle of attack while
simultaneously adding power (if alpha floor has not already been activated or has been cancelled).
The system will regain the normal load factor law if the stick is pushed forward of neutral, but it will
re-enter alpha protection if the stick is released with the angle of attack still greater than the value
set for alpha protection. Thus to exit alpha protection properly, the pilot should reduce angle attack
to a value less than the value set for alpha protection. The PFD shows this clearly, because the
indicated speed is above the black and amber strip. The pilot should now increase speed above
VLS (clear of the amber strip) as soon as other considerations (ground clearance, for example)
allow him to do so. Alpha floor will usually be triggered just after alpha protection is entered, and go
around thrust will automatically be applied. Thus, if the sidestick is held aft, either inadvertently or
deliberately, the aircraft will start to climb at a relatively constant low airspeed. To recover to a normal
flight condition, alpha protection should be exited by easing forward on the sidestick, as described
above, and the alpha floor should be cancelled by using the disconnect pushbutton on either thrust
lever as soon as a safe speed is regained. The aircraft can also enter alpha protection at a high level,
where it protects the aircraft from the buffet boundary. The PFD shows that alpha protection is active
in the same way it does so at low speed or low level : the amber and black strip rises to the actual
speed of the aircraft. As at low speed or low level, if the stick is merely released to neutral the aircraft
maintains the alpha for alpha protection. (This value of alpha is not however the same as the values
used at low speed : alpha for alpha protection is reduced as a function of Mach so that a typical
cruise value is in the order of 5 °). Thus the aircraft may climb, stick free, when leaving a turn after
entering alpha protection. If the pilot has flown into alpha protection, he should leave it as soon as
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A330/A340 FLEET PRO-SUP-27-40 P 4/4
FCOM 19 AUG 10
other considerations allow by easing forward on the stick to reduce alpha below the value of alpha
protection while simultaneously increasing thrust or speed as appropriate.
WINDSHEAR
Applicable to: ALL
Most of the recommended techniques for flight in windshear apply. But, for this aircraft, the
techniques are somewhat simpler.
The aircraft can only survive windshear if it has enough energy to carry it through the
loss-of-performance field. It can sustain this energy level in three ways :
Carry extra speed. In some cases, ‐ the aircraft does this automatically.
‐ Add maximum thrust. The aircraft does this automatically.
‐ Trade height energy for speed. Any aircraft can do this.
Proper pilot technique helps in this survival process. The pilot must follow orders from the Speed
Reference System (SRS), even if he has to use full backstick in order to do so. At this stage,
maintain full backstick until the shear is passed. The aircraft will automatically hold close to the
maximum angle of attack. The speed should stay close to the beginning of the red strip. But, in
turbulence, it could be below it temporarily, without significant effect. As speed begins to recover, the
pilot can reduce backstick, while still following SRS orders until well clear of the shear.
ABNORMAL CONFIGURATIONS
Applicable to: ALL
With the horizontal stabilizer jammed, control is much easier than it is on a conventional aircraft
because the system holds the elevator, required to maintain the 1 g flight path.
Pitch control law reverts to alternate, and lateral control law remains normal to touchdown.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - AIRCRAFT TRIMMING
A330/A340 FLEET PRO-SUP-27-50 P 1/2
FCOM 19 AUG 10
GENERAL
Applicable to: ALL
When the aircraft is :
‐ In normal cruise range,
‐ In straight flight,
‐ With the autopilot engaged,
‐ With symmetrical engine thrust, and
‐ With fuel in the wing tanks distributed symmetrically,
the rudder trim should stay between 1.9 ° right and 1.6 ° left.
Note: This indication corresponds to a true rudder deflection within ± 1 °, taking into account the
permanent offset of rudder trim indication when the aircraft is in cruise conditions (0.9 °
right, 0.6 ° left).
　
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