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Take-off
FCTM REV 1 (6 JUN 05)
ROTATION PERFORMANCE DIFFERENCES
With both engines operative the A333 has considerable excess thrust, even at maximum flex temperatures. It is normal for a correctly flown rotation to result in a stabilised speed in excess of V2+10 kt. The rotation rate should not be increased in an effort to contain the speed increase. With both engines operative, the performance of the aircraft is not compromised by this additional speed.
At heavy weights, the aircraft has much greater inertia and is therefore slower to commence rotation. As the aircraft starts to rotate, maintain back-pressure to achieve a steady rotation to the target pitch attitude. Main wheel lift-off can be expected at 9 -100 pitch attitude and there will be a tendency for the aircraft to stop rotating at this attitude unless the back-pressure is maintained. The slower initial rotation and shallower climb will result in a later establishment of flight mode.
Compared to shorter aircraft, the sensory feedback to the pilot during the rotation on the A346 is different due to the length of the aircraft and its flexibility. For the same rotation rate, the pilot will sense a delay in the rotation and a higher local vertical acceleration. Do not allow this sensory feedback to induce large changes in sidestick inputs which can lead to pitch oscillations. The A346 rotation law has been adapted to take into account the different characteristics of the aircraft.
For aircraft geometry, FCTM 7.10 refers.
CROSSWIND TAKE-OFF
Maintain the runway centerline using rudder and use aileron to keep the wings level. In normal crosswind conditions, routine use of into wind aileron is not necessary. In strong crosswind conditions, some lateral input may be needed to keep wings level. Care should be taken to avoid using excessive lateral sidestick input, as this could result in spoiler deployment, increasing the tendency to weathercock into wind and consequently decreasing lift and increasing drag. Spoiler deployment starts to become significant with more than half sidestick deflection.
4.10.4

A330/A340 Take-off And Initial Climb
REV 1 (6 JUN 05)
FCTM Take-off

Ground mode lateral law gives a direct relationship between sidestick input and aileron deflection proportional to airspeed. During rotation the aircraft will react in the same manner as any conventional swept wing aircraft. With increasing angle of attack, the aircraft will naturally roll downwind so more aileron input will be required to maintain wings level. As the aircraft becomes airborne the rudder should be neutralised. Above approximately 100 ft RA, normal roll law becomes active and the aircraft will start to roll in response to any lateral sidestick input. The correct and instinctive response at this stage is to remove any lateral input. The aim is to maintain wings level throughout the ground-roll, rotation and initial departure.
Take-off
FCTM  REV 1 (6 JUN 05)

To aid directional control in crosswinds greater than 20 kt, or with a tailwind, apply full forward sidestick at the start of the take-off roll until 80 kt. At this point gradually reduce the input to be zero by 100 kt.
TAILSTRIKE
An inappropriate take-off technique could result in a tailstrike. Factors that might cause a tailstrike include:
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Early rotation

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Over-rotation

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Excessive rotational pitch rate

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Increased aft sidestick input at a late stage in the rotation; i.e. above about 8° pitch attitude, when the aircraft is near the point of lift-off and tail clearance is at a minimum

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Immediately rotating to the SRS pitch bar

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Excessive spoiler extension during rotation

.  
Turbulence and windshear

Using the take-off technique described earlier will minimise the risk of tailstrike. FCOM bulletin refers.
In general, the higher the take-off flap configuration, the greater the tailstrike margin.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual(26)