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The use of the autopilot is strongly recommended. Following an engine failure, trim out the rudder forces prior to autopilot engagement. This requires approximately 200of rudder trim, which takes approximately 7 sec to apply.
On the ground, use the rudder conventionally to maintain the aircraft on the runway centreline. At VR, rotate smoothly using a continuous, yet slightly slower pitch rate than with all engines operating, to an initial pitch attitude of 12.50. The combination of high FLEX temperatures and low V speeds requires precise handling during the rotation and lift-off. The 12.50 pitch target will ensure the aircraft becomes airborne. Avoid following the SRS immediately after take-off as it will initially be commanding too high an attitude. Once the FD pitch bar comes down towards the aircraft symbol, follow the SRS order. This may demand a lower pitch attitude to acquire or maintain V2. When safely airborne with a positive ROC and RA increasing, retract the landing gear.
Use rudder to prevent yaw. Shortly after lift-off the blue Beta (.) target replaces the normal sideslip indication on the PFD. Adjust rudder to zero the . target. When the . target is centred, total drag is minimised even though there is a small amount of sideslip. The calculation of the . target is a compromise between drag produced by deflection of control surfaces and airframe drag produced by a slight sideslip. Centring the .target produces less total drag than centring a conventional ball, as rudder deflection, aileron deflection, spoiler deployment and aircraft body angle are all taken into account.
Control heading conventionally with bank, keeping the . target at zero with rudder. Accelerate if the . target cannot be zeroed with full rudder. Trim the rudder conventionally.
Once airborne with a positive rate of climb and the radio altitude increasing, the PF calls for” Gear Up”.

A330/A340 8.20.7 Operating Techniques
FCTM  REV 1 (6 JUN 05)
Consider the use of TOGA thrust taking into account the following:
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For a FLEX take-off, selecting the operating engine(s) to TOGA provides an additional performance margin, but is not a reduced thrust take-off certification requirement. The application of TOGA very quickly provides a large thrust increase. However, this comes with a significant increase in yawing moment and an increased pitch rate. The selection of TOGA restores thrust margins but it may increase aircraft handling workload

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ALT/NAV mode changes may occur if TOGA is selected after the ALT pb is pressed with flaps/slats retracted. HDG mode will engage and command the aircraft heading at the time of TOGA selection

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For a DRT take-off, asymmetric TOGA thrust must not be selected if the speed is below F speed in CONF 2 and 3 due to VMCA considerations. FCTM Ch 4 refers

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TOGA thrust is limited to 10 minutes

The PNF closely monitors the aircraft's flight path and cancels any Master Warning or Caution. At 400 ft RA, the PNF reads the ECAM title displayed on the top line of the E/WD. Once the PF has stabilised the flight path, he confirms the failure. If it is necessary to delay the ECAM procedure, he orders "Standby". Otherwise he announces "I have control, ECAM actions". It is not necessary to rush into the ECAM actions and 400 ft RA is the minimum height at which commencement of the actions should be considered.
Normally, only those actions involving movement of the THRUST LEVER and/or ENG MASTER and those actions required to clear RED warnings are carried out prior to level acceleration and flap retraction. However, in the event of ENG FAILURE WITH DAMAGE or ENG FIRE, the ECAM procedure is continued until the engine is secured. For less critical failures, ECAM actions can be interrupted when necessary to allow both pilots to monitor normal operational requirements.
At the engine-out acceleration altitude, select ALT to level off and accelerate. If the aircraft is being flown manually, the rudder input needed to keep the . target centred reduces as airspeed increases. Retract the flaps as normal. When the flap lever is at zero, the . target reverts to the normal sideslip indication which should be centred conventionally using rudder. As the speed trend arrow reaches Green Dot speed in clean configuration, pull for OP CLB.
　
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