.  
When the engine parameters have stabilised, the thrust levers should be advanced without delay to the FLX/MCT or TOGA detent as appropriate.

Modified Engine Acceleration Schedule for Take-Off (MEASTO) is installed on the A333 engines. This logic automatically controls engine acceleration by preventing high N1 at low speed during the take-off roll to avoid fan stall. As a consequence, take-off thrust takes longer to reach than on other engines (approximately 10 seconds more) and is achieved around 60 kt IAS.
Once the thrust levers are set, the PF announces the indications on the FMA. The PNF checks that the thrust is set by 80 kt, by checking that the actual EPR/N1 of each engine has reached the rating limit displayed on the E/WD, and calls "Thrust Set". The Captain must keep his hand on the thrust levers until V1.
If the thrust levers are set fully forward to the TOGA detent, TOGA thrust is applied regardless of any FLEX or DERATE entry in the MCDU PERF TO page.
TAKE-OFF ROLL
On a normal take-off, to counteract the pitch up moment during thrust application, apply half forward sidestick at the start of the take-off roll until reaching 80 kt. At this point, gradually reduce the input to be zero by 100 kt.
Use rudder to keep the aircraft straight. Nosewheel steering authority decreases as the groundspeed increases and the rudder becomes more effective. Normally, there should be no need to use the tiller once aligned with the runway centreline, but if it is needed, its use should be avoided above 20 kt.
Normally there should be no requirement to use lateral sidestick. If its use is required however, avoid using an excessive application, as spoilers will deploy, decreasing the lift and increasing the tendency of the aircraft to turn into wind.
The “ONE HUNDRED KNOTS” call by the PNF requires the PF to crosscheck speed on his PFD and respond “CHECK”. This response also serves as an incapacitation check. “V1" is an Auto Call Out; if the auto-call fails, the PNF calls ”V1". At V1, the Captain removes his hand from the thrust levers. The PNF calls “VR” and “V2" in sequence as each speed is reached.
4.10.2

A330/A340 Take-off And Initial Climb
REV 1 (6 JUN 05)
FCTM Take-off
ROTATION
At VR, promptly and smoothly apply and hold approximately 2/3 aft sidestick to achieve a rotation rate of approximately 2 to 3°/sec, assessed primarily by outside visual reference. Avoid rapid and large corrections that will result in a sharp reaction in pitch from the aircraft. The rotation rate may take time to establish but for a given stick input, once it has developed it remains relatively constant. If the established pitch rate is not satisfactory, make a smooth correction on the sidestick, however avoid further aft sidestick inputs near the point of liftoff. The rotation rate is important as too low a rate would compromise take-off performance, whereas too high a rate would increase the risk of tailstrike. It is also important to be well prepared for an engine failure case and therefore it is appropriate to habitually rotate at a rate that would cater for the engine failure case, i.e. about 2.5°sec. As the rotation progresses and the runway environment disappears from view, transfer attention to the PFD to establish the initial pitch attitude. The FD pitch bar is not to be used as an initial target since it does not provide any pitch rate order, instead rotate initially towards the following target pitch attitudes:
Aircraft type  Target pitch attitude 
A333  150 
A343  12.50 
A346  150 

An indication of the correct rotation rate is achieving the target pitch attitude approximately 5 seconds after rotation commences (not 5 seconds after sidestick input). Once airborne, adjust the pitch attitude to follow the SRS command. Flight mode is progressively blended in about 5 seconds after passing 50 ft RA. This allows the sidestick to be returned to the neutral position, and the subsequent use of small control inputs as required to follow the FD commands. Automatic pitch trim normally begins above 50 ft RA.
　
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