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Applicable to: ALL
AIRCRAFT HANDLING
If an engine fails after V1 the takeoff must be continued. The essential and primary tasks are linked to aircraft handling. The aircraft must be stabilized at the correct pitch and airspeed, and established on the correct track prior to the initiation of the ECAM procedure.
ON THE GROUND:
Rudder is used conventionally to maintain the aircraft on the runway centreline.
 
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
 
At VR, rotate the aircraft smoothly, at a slower rate than with all engines operating, using a continuous pitch rate to an initial pitch attitude of 12.5 °. The combination of high FLEX
temperatures and low V speeds requires precise handling during the rotation and lift-off. The 12.5 ° pitch target will ensure the aircraft becomes airborne.
WHEN SAFELY AIRBORNE:
The SRS orders should then be followed which may demand a lower pitch attitude to acquire or maintain V2.
With a positive rate of climb and when the Radio Altitude has increased, the PNF will call "positive climb". This will suggest to the PF for landing gear retraction.
Shortly after lift off, the Lateral normal law commands some rudder surface deflection to minimize the sideslip (there is no feedback of this command to the pedals). Thus, the lateral behavior of the aircraft is safe and the pilot should not be in a hurry to react on the rudder pedals and to chase the beta target.
The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral normal law does not command the full needed rudder surface deflection, the pilot will have to adjust conventionally the rudder pedals to center the beta target.
When the beta target is centred, total drag is minimized even though there is a small amount of sideslip. The calculation of the beta target is a compromise between drag produced by
deflection of control surfaces and airframe drag produced by a slight sideslip. Centering the beta target produces less total drag than centering a conventional ball, as rudder deflection, aileron deflection, spoiler deployment and aircraft body angle are all taken into account.
The crew will keep in mind that the yaw damper reacts to a detected side slip. This means that, with hands off the stick and no rudder input, the aircraft will bank at about 5 ° maximum and then, will remain stabilized. Thus, laterally, the aircraft is a stable platform and no rush is required to laterally trim the aircraft. Control heading conventionally with bank, keeping the beta target at zero with rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim the rudder conventionally.
The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder should be trimmed out prior to autopilot engagement.
Once AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder trim command, including reset, is inhibited.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(25)