Index Manuals Airbus A330/A340. Flight Crew Training Manual (2007)

Content .. 5 6 7 8 ..

Airbus A330/A340. Flight Crew Training Manual (2007) - page 7

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

MSN 0002-0003 0005 0007 0013 0015-0016 0020 0023-0025 0027-0029 0032-0035 0039-0041

0044 0047-0049 0051-0053 0056-0058 0076 0078-0079 0084 0088-0094 0097 0101 0103-0104
0114-0115 0117 0123-0126 0128-0131 0133-0137 0139 0141-0142 0145-0147 0149-0150 0152
0154 0157-0158 0160-0161 0163-0164 0166-0170 0173-0176 0179-0180 0182 0185-0187
0190 0192-0194 0196-0197 0199 0201-0202 0207-0208 0210 0212-0218 0220-0221 0225
0227-0228 0233 0235-0237 0239 0242-0243 0245-0246 0252 0257 0260 0263-0264 0268
0270 0273-0274 0278 0280 0282 0292 0297 0302 0304 0307 0310 0318-0319 0321 0325
0327 0329 0331-0332 0335 0347 0352 0354-0355 0359 0363 0367 0373-0374 0377-0379
0381 0385 0387 0390 0395 0399 0402 0406 0411 0413-0415 0424 0429-0430 0433-0435
0438 0442 0446-0447 0450 0459 0467 0470 0474 0483 0528 0538 0541 0544-0546 0554
0556 0559 0561-0562 0582 0585 0590 0598 0643 0646 0651 0668 0793 0800 0835 0844

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

13 m

43 ft

29 m

100 ft

44m

144 ft

35 m

114 ft

39 m

128 ft

72 degrees

45 m

148 ft

MSN 0004 0006 0008-0011 0014 0018-0019 0021-0022 0026 0031 0038 0043 0046 0061
0063 0074-0075 0080-0081 0085 0151 0156 0159 0178 0204

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

13 m

42 ft

27 m

88 ft

44 m

144 ft

33 m

108ft

34 m

111 ft

72degrees

41 m

135 ft

MSN 0394 0445 0457 0464 0471 0478 0485 0492 0495 0499 0520 0560 0563 0572 0608

0611 0624 0628 0685 0694 0698 0748 0757 0761 0775 0783

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

14 m

46 ft

32 m

105 ft

47 m

154 ft

37 m

122 ft

42 m

138 ft

70 degrees

52 m

171 ft

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

MSN 0371 0376 0383 0391 0410 0416-0417 0426 0431 0436 0440 0449 0453 0460 0468

0475 0482 0488 0514 0517 0523 0531 0534 0537 0540 0543 0547 0557 0566 0569 0575
0577 0580 0583 0586 0601 0604 0606 0615 0617 0619 0622 0626 0630 0639 0672 0677
0681 0689 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0753 0762-0768
0771 0779 0787 0790 0794 0798 0804 0812 0829 0837 0846 0848

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust

15 m

51 ft

37 m

122 ft

48 m

158 ft

43 m

140 ft

45 m

147 ft

76 degrees

55 m

181 ft

TAXI CAMERA

MSN 0371 0376 0383 0391 0410 0416-0417 0426 0431 0436 0440 0449 0453 0460 0468

0475 0482 0488 0495 0514 0517 0523 0531 0534 0537 0540 0543 0547 0557 0566 0569
0575 0577 0580 0583 0586 0601 0604 0606 0615 0617 0619 0622 0626 0630 0639 0672
0677 0681 0689 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0748 0753
0757 0761-0768 0771 0779 0783 0787 0790 0794 0798 0804 0812 0829 0837 0846 0848

The Taxi Aid Camera System (TACS) is designed to assist the flight crew by
determining the nose and main gear position before and during taxi. Looking out
of the cockpit window remains the primary means of determining when to initiate
turns, and of verifying the aircraft’s position relative to the ground track.

The TACS can assist the flight crew during pushback:

The flight crew is able to

see and check that the tow truck is connected, that the aircraft’s environment is
clear of obstacles, and that the ground crew personnel is

in the appropriate

position.

The magenta squares on the upper TACS display, help the flight crew initiate
turns with

a correct over-steer.

When the turn is established, the aircraft is correctly turning if the wing root
continues over the yellow line.

USE OF TACS

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

FOF 02040 03886 0001

During taxi, the flight crew can monitor how close the wheels are to the edges
of the runway, by referring to the bottom TACS image.

To correctly turn and taxi, flight crew must primarily refer to external cues. The
TACS is

merely a tool that assists the flight crew, and is an MEL "GO" item.

BRAKE CHECK

MSN 0002-0370 0372-0375 0377-0382 0384-0390 0392-0393 0395-0409 0411-0415 0418-0425

0427-0430 0432-0435 0437-0439 0441-0444 0446-0448 0450-0452 0454-0456 0458-0459
0461-0463 0465-0467 0469-0470 0472-0474 0476-0477 0479-0481 0483-0484 0486-0487
0489-0491 0493-0494 0496-0498 0500-0513 0515-0516 0518-0519 0521-0522 0524-0530
0532-0533 0535-0536 0538-0539 0541-0542 0544-0546 0548-0556 0558-0559 0561-0562
0564-0565 0567-0568 0570-0571 0573-0574 0576 0578-0579 0581-0582 0584-0585 0587-0600
0602-0603 0605 0607 0609-0610 0612-0614 0616 0618 0620-0621 0623 0625 0627 0629
0631-0638 0640-0671 0673-0676 0678-0680 0682-0684 0686-0688 0690-0693 0695-0697
0699-0701 0703-0705 0707-0709 0711-0714 0716-0718 0720-0722 0724-0726 0728-0730
0732-0735 0737-0739 0741-0743 0745-0747 0749-0752 0754-0756 0758-0760 0769-0770
0772-0774 0776-0778 0780-0782 0784-0786 0788-0789 0791-0793 0795-0797 0799-0803
0805-0811 0813-0828 0830-0836 0838-0845 0847 0849-0860

When cleared to taxi, the PF should set the Parking Brake to "OFF".

When the

aircraft starts to move, the PF should check the efficiency of the normal braking
system by gently pressing the brake pedals, to ensure that the aircraft slows
down. The PNF should also check the triple brake indicator to ensure that brake
pressure drops to zero.

This indicates a successful changeover to the normal

braking system.

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

MSN 0371 0376 0383 0391 0394 0410 0416-0417 0426 0431 0436 0440 0445 0449 0453

0457 0460 0464 0468 0471 0475 0478 0482 0485 0488 0492 0495 0499 0514 0517 0520
0523 0531 0534 0537 0540 0543 0547 0557 0560 0563 0566 0569 0572 0575 0577 0580
0583 0586 0601 0604 0606 0608 0611 0615 0617 0619 0622 0624 0626 0628 0630 0639
0672 0677 0681 0685 0689 0694 0698 0702 0706 0710 0715 0719 0723 0727 0731 0736
0740 0744 0748 0753 0757 0761-0768 0771 0775 0779 0783 0787 0790 0794 0798 0804
0812 0829 0837 0846 0848

When cleared to taxi, the PF should set the Parking Brake to "OFF". When the
aircraft starts to move, the PF should check the efficiency of the normal braking
system by gently pressing the brake pedals.

CARBON BRAKE WEAR

MSN 0002-0860

Carbon brake wear depends on the number of brake applications and on brake
temperature. It does not depend on the applied pressure, or the duration of the
braking. The temperature at which maximum brake wear occurs depends on the
brake manufacturer. Therefore, the only way the pilot can minimize brake wear is
to reduce the number of brake applications.

TAXI SPEED AND BRAKING

MSN 0002-0860

On long, straight taxiways, and with no ATC or other ground traffic constraints,
the PF should allow the aircraft to accelerate to 30 knots, and should then use
one smooth brake application to decelerate to 10 knots. The PF should not "ride"
the brakes. The GS indication on the ND should be used to assess taxi speed.

MSN 0002-0860

ENV A330/A340 FLEET FCTM

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NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

BRAKE TEMPERATURE

The FCOM limits brake temperature to 300 Deg C. before takeoff is started.

This limit ensures that, in the case of hydraulic fluid leakage, any hydraulic fluid,
that may come into contact with the brake units, will not be ignited in the
wheelwell.

This limit does not ensure that, in the case of a high energy rejected takeoff, the
maximum brake energy limitation will be respected.

Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb
too much heat, carbon oxidation will increase. This is the reason why the brakes
should not be used repeatedly

at temperatures above 500 Deg. C.

during

normal

operation. In addition, after heavy braking, the use of brake fans can

increase oxidation of the brake surface hot spots, if the brakes are not thermally
equalized.

BRAKING ANOMALIES

MSN 0002-0860

If the ACCU PRESS drops below 1 500 PSI, the flight crew

should be aware

that the Parking Brake can, quite suddenly, become less efficient. This explains
the amber range on the hydraulic pressure gauge of the ACCU PRESS.

If the flight crew encounters any braking problems during taxi, they should set
the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the
pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should
refer to the triple brake indicator and modulate the pressure as necessary.

BRAKE FANS

MSN 0004-0012 0014 0017-0053 0056-0057 0059-0113 0115-0163 0165-0213 0215-0224

0226-0860

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

Brake fans cool the brakes, and the brake temperature sensor. Therefore, when
the brake fans are running, the indicated brake temperature will be significantly
lower than the indicated brake temperature when the brake fans are off.

Therefore, as soon as the brake fans are switched on, the indicated brake
temperature decreases almost instantaneously. On the other hand, when the
brake fans are switched off, it will take several minutes for the indicated brake
temperature to increase and

match the real brake temperature.

When the fans are running, the difference between the indicated and the actual
brake temperature can range from 50 Deg. C. (when the actual brake
temperature is 100 Deg. C) to 150 Deg. C. (when the actual brake temperature
is 300 Deg. C). Therefore, before takeoff, if the fans are running, the flight crew
should refer to the indicated brake temperature. When the indicated brake
temperature is above 150

C, takeoff must be delayed.

Brake fans should not be used during takeoff, in order to avoid Foreign Object
Damage to fans and brakes.

FLIGHT CONTROL CHECK

MSN 0002-0860

At a convenient stage,

before or during taxi, and before arming the autobrake,

the PF silently applies full longitudinal and lateral sidestick deflection. On the
F/CTL page, the PNF checks and calls out full travel of elevators and ailerons,
and correct deflection and retraction of spoilers. As each full travel/neutral
position is reached, the PNF calls out:

"Full up, full down, neutral"

"Full left, full right, neutral"

The PF silently checks that the PNF calls are in accordance with the sidestick
order. The PF then presses the PEDAL DISC pb on the nosewheel tiller, and
silently applies full left and full right rudder, and then returns the rudder to
neutral. The PNF follows on the rudder pedals and, when each full travel/neutral
position is reached, calls out:

"Full left, full right, neutral"

Full control input must be held for sufficient time for full travel to be reached and
indicated on the F/CTL page.

ENV A330/A340 FLEET FCTM

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NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

The PNF then applies full longitudinal and lateral sidestick deflection, and on the
F/CTL page, silently checks full travel and correct sense of all elevators and
ailerons, and correct deflection and retraction of all spoilers.

If this check is carried out during taxi, it is essential that the PF remains
head-up throughout the procedure.

TAKEOFF BRIEFING CONFIRMATION

MSN 0002-0860

Takeoff briefing should usually be a brief confirmation of the

full takeoff briefing

made at the parking bay and should include any changes that may have
occurred, e.g. change of SID, change in runway conditions etc.

If ATC clears the aircraft to maintain a specific heading after takeoff, turn the FCU
HDG selector to disarm the NAV. The current aircraft heading will be displayed
on the FCU and the ND, and the flight crew can then set the cleared heading.
Once airborne, and above 30 feet, RA, RWY TRK engages. To follow clearance,
the FCU HDG knob should be pulled. Once cleared to resume the SID, a HDG
adjustment may be necessary to intercept the desired track for NAV capture.

TAXI WITH ONE ENGINE SHUTDOWN

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077

0082-0083 0086-0087 0095-0096 0098-0100 0102 0106-0113 0116 0118-0122 0127 0132 0138
0140 0143-0144 0148 0153 0155 0162 0165 0171-0172 0177 0181 0183-0184 0188-0189
0191 0195 0198 0200 0203 0205-0206 0209 0211 0219 0222-0224 0226 0229-0232 0234
0238 0240-0241 0244 0247-0251 0253-0256 0258-0259 0261-0262 0265-0267 0269 0271-0272
0275-0277 0279 0281 0283-0291 0293-0296 0299-0301 0303 0305-0306 0308-0309 0311-0317
0320 0322-0324 0326 0328 0330 0333-0334 0337-0346 0348-0351 0353 0356-0358 0361-0362
0364-0366 0368-0370 0372 0375 0380 0382 0384 0386 0388-0389 0392-0393 0396-0398
0400-0401 0403-0405 0407-0409 0412 0418-0423 0425 0427-0428 0432 0437 0439 0441
0443-0444 0448 0451-0452 0454-0456 0458 0461-0463 0465-0466 0469 0472-0473 0476-0477
0479-0481 0484 0486-0487 0489-0491 0493-0494 0496-0498 0500-0513 0515-0516 0518-0519
0521-0522 0524-0527 0529-0530 0532-0533 0535-0536 0539 0542 0548-0553 0555 0558
0564-0565 0567-0568 0570-0571 0573-0574 0576 0578-0579 0581 0584 0587-0588 0591-0597
0600 0602-0603 0605 0607 0609-0610 0612-0614 0616 0618 0620-0621 0623 0625 0627
0629 0631-0638 0640-0642 0644-0645 0647-0650 0652-0667 0669-0671 0673-0676 0678-0680
0682-0684 0686-0688 0690-0693 0695-0697 0699-0701 0703-0705 0707-0709 0711-0714
0716-0718 0720-0722 0724-0726 0728-0730 0732-0735 0737-0739 0741-0743 0745-0747
0749-0752 0754-0756 0758-0760 0769-0770 0772-0774 0776-0778 0780-0782 0784-0786
0788-0789 0791-0792 0795-0797 0799 0801-0803 0805-0811 0813-0828 0830-0834 0836
0838-0843 0845 0847 0849-0860

Brake life and fuel savings may govern company policy on permitting aircraft to
taxi with one engine shut down. However, if taxiing out with one engine
shutdown, the flight crew should be aware of the following:

It is recommended to retain the use of Engine 1 during taxi to maintain the

accumulator pressure of the blue hydraulic system.

If taxi is performed with Engine 2, the flight crew

should check the

accumulator pressure of the blue hydraulic system.

Slow or tight turns in the direction of the operating engine may not be

possible at high Gross Weights.

It is not possible for ground personnel to protect the engine against fire, when

the aircraft moves away from the ramp.

The remaining engines should be started with sufficient time for engine

warm-up

before takeoff

Any faults encountered during, or after, starting the remaining engine may

require a return to the gate for maintenance.

This could result in an

additional departure delay.

Taxi with one engine shut down may require higher thrust than usual. Caution

must, therefore, be exercised to avoid excessive jet-blast and the risk of
Foreign Object Damage (FOD).

It is recommended that the flight crew use the APU.

However, APU bleed

should be switched off, in order to avoid ingestion of exhaust gases by the air
conditioning system.

ENV A330/A340 FLEET FCTM

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

TAXI WITH TWO ENGINES SHUTDOWN

MSN 0002-0011 0013-0016 0018-0029 0031-0035 0038-0044 0046-0049 0051-0053 0056-0058

0061 0063 0074-0076 0078-0081 0084-0085 0088-0094 0097 0101 0103-0104 0114-0115 0117
0123-0126 0128-0131 0133-0137 0139 0141-0142 0145-0147 0149-0152 0154 0156-0161
0163-0164 0166-0170 0173-0176 0178-0180 0182 0185-0187 0190 0192-0194 0196-0197 0199
0201-0202 0204 0207-0208 0210 0212-0218 0220-0221 0225 0227-0228 0233 0235-0237
0239 0242-0243 0245-0246 0252 0257 0260 0263-0264 0268 0270 0273-0274 0278 0280
0282 0292 0297 0302 0304 0307 0310 0318-0319 0321 0325 0327 0329 0331-0332
0335 0347 0352 0354-0355 0359 0363 0367 0371 0373-0374 0376-0379 0381 0383 0385
0387 0390-0391 0394-0395 0399 0402 0406 0410-0411 0413-0417 0424 0426 0429-0431
0433-0436 0438 0440 0442 0445-0447 0449-0450 0453 0457 0459-0460 0464 0467-0468
0470-0471 0474-0475 0478 0482-0483 0485 0488 0492 0495 0499 0514 0517 0520 0523
0528 0531 0534 0537-0538 0540-0541 0543-0547 0554 0556-0557 0559-0563 0566 0569
0572 0575 0577 0580 0582-0583 0585-0586 0590 0598 0601 0604 0606 0608 0611 0615
0617 0619 0622 0624 0626 0628 0630 0639 0643 0646 0651 0668 0672 0677 0681 0685
0689 0694 0698 0702 0706 0710 0715 0719 0723 0727 0731 0736 0740 0744 0748 0753
0757 0761-0768 0771 0775 0779 0783 0787 0790 0793-0794 0798 0800 0804 0812 0829
0835 0837 0844 0846 0848

R (1)

Brake life and fuel savings may govern company policy on permitting aircraft to
taxi with engines shut down. However, if taxiing out with two engines shut down,
the flight crew should be aware of the following:

It is recommended to retain the use of Engines 1 and 4 during taxi to

maintain the green hydraulic system for normal braking and NWS.

Operational reasons may require taxiing on inner engines (e.g. narrow

taxiways where unpaved sideways may increase the FOD risk). The inner
engines do not pressurize the green hydraulic system.

Therefore, the flight

crew

should set the green electrical pump to ON. The hydraulic power

delivered by the green electrical pump is limited, and therefore the flight crew
must not extend/retract flaps/slats during taxi.

It is not possible for ground personnel to protect the engine against fire, when

the aircraft moves away from the ramp.

The remaining engines should be started with sufficient time for engine

warm-up

before takeoff.

Any faults encountered during, or after, starting the remaining engine may

require a return to the gate for maintenance.

This could result in an

additional departure delay.

ENV A330/A340 FLEET FCTM

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NORMAL OPERATIONS

TAXI

02.040

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Taxi with two engines shut down may require higher thrust than usual. Caution

must, therefore, be exercised to avoid excessive jet-blast and the risk of
Foreign Object Damage (FOD).

It is recommended that the flight crew use the APU.

However, APU bleed

should be switched off, in order to avoid ingestion of exhaust gases by the air
conditioning system.

MISCELLANEOUS

MSN 0002-0860

STROBE LIGHT

When the STROBE lights are set to AUTO, they come on automatically when
the aircraft is airborne. The ON position can be used to turn on the lights on
ground for crossing, backtracking or entering a runway.

PACKS

If takeoff must be completed without air bleed from the engines (for performance
reasons), but air conditioning is desired, then APU bleed may be used with the
packs set

to ON.

This will maintain the engine performance level, and

passenger comfort. In the event of an APU auto-shutdown during takeoff, engine
thrust is frozen until the thrust is manually-reduced. The packs revert to engine
bleed that causes an increase of EGT, in order to maintain N1/EPR.

If the take-off is performed with one pack unserviceable, the procedure states to
set the failed pack to OFF. The take-off may be performed with the other pack
ON (if performances permit) with TOGA or FLEX thrust, the pack being supplied
by the onside bleed. In this asymmetric bleed configuration, the N1 take-off value
is limited to the value corresponding to the bleed ON configuration and take-off
performances must be computed accordingly.

IN SEAT POWER SUPPLY SYSTEM (ISPSS)

When installed, the In Seat Power Supply System (ISPSS) provides electrical
power to the In Seat Power Supply Unit (ISPSU) outlets. These outlets enable
passengers to usePortable Electronic Devices (PEDs). The ISPSS must be
turned off during takeoff and landing.

ENV A330/A340 FLEET FCTM

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NORMAL OPERATIONS

TAXI

02.040

JAN 09/07

BEFORE TAKEOFF FLOW PATTERN

MSN 0002-0860

BEFORE TAKEOFF FLOW PATTERN

FOF 02040 03887 0001

A D F

D M E

2 1

1 5

E T

R
U
N

MIN

STOP

S E T

RUN

RST

D Y
MO

H R

C H R

E T

G M T

min

CHR

DATE

MAN V/S

ENG

OVHD INTEG LT

OFF

BRT

MAN V/S

APU

DOOR

WHEEL

F/CTL

ALL

PRESS

ENG

EL/AC

EL/DC

FUEL

COND

BLEED

T.O.

CONFIG

EMER
CANC

−

1
%

°C

AUTOBRAKE

T/O MEMO

T/O CONFIG

RADAR/PWS

ATC

ENV A330/A340 FLEET FCTM

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HIGHLIGHTS

(1)

Correction of printing error

ENV A330/A340 FLEET FCTM

Highlights 1 of 1

FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

THRUST SETTING

MSN 0002-0011 0013-0016 0018-0070 0072-0082 0084-0097 0100-0101 0103-0104 0107

0110 0112 0114-0117 0119-0120 0122-0131 0133-0137 0139 0141-0143 0145-0147 0149-0152
0154 0156-0164 0166-0176 0178-0233 0235-0243 0245-0247 0249 0252-0253 0255-0260
0262-0264 0267-0270 0272-0275 0278 0280 0282 0288-0292 0294 0296-0300 0302 0304-0305
0307-0308 0310 0312 0315 0317-0319 0321-0325 0327 0329-0333 0335-0339 0342-0343
0346-0347 0350-0355 0358-0364 0366-0368 0370 0373-0375 0377-0381 0385 0387-0388 0390
0395 0397 0399 0402-0403 0406 0411 0413-0415 0422 0424-0425 0428-0430 0432-0435
0438 0441-0444 0446-0448 0450 0454 0458-0459 0463 0465-0467 0469-0470 0472-0474
0476-0477 0481 0483-0484 0486-0487 0489-0490 0493 0498 0500 0502-0504 0506-0508
0510-0511 0513 0516 0519 0521-0522 0524 0528 0530 0533 0535 0538 0541-0542 0544-0546
0549-0550 0552-0556 0558-0559 0561-0562 0564 0567 0571 0573-0574 0578 0582 0584-0585
0587-0595 0598 0602-0603 0605 0607 0609 0612-0614 0616 0618 0620-0621 0623 0631
0633-0634 0637-0638 0640-0641 0643-0644 0646-0647 0650-0651 0653 0655 0657 0659-0661
0663 0665 0667-0668 0671 0674-0676 0678 0680 0682 0684 0686 0690-0691 0693 0695
0697 0699-0700 0703-0705 0707-0708 0711-0712 0714 0718 0721-0722 0725 0733-0734
0738-0739 0742-0743 0745-0747 0749 0752 0754-0755 0758 0760 0769-0770 0772 0774
0778 0784 0789 0792-0793 0796 0799-0803 0805-0806 0811 0813-0814 0817 0819-0820
0822-0823 0825-0828 0831 0834-0835 0838 0841-0845 0847 0849 0853 0857-0859

The PF should announce "TAKE-OFF". The PF then applies power in as follows:

If cross wind is at or below 20 kts and there is no tail wind:

From idle to 1.1EPR / 50% N1 by reference to the TLA indicator on the EPR

/ N1 gauge.

When the engine parameters have stabilized, to the FLX/MCT or TOGA detent

as appropriate.

25.9

1.014

Thrust Lever Angle
TLA symbol

FOF 02050 03853 0001

In case of tailwind or if cross wind is greater than 20 kts:

-- From idle to 1.1 EPR / 50% N1 by reference to the TLA indicator on the EPR

/ N1 gauge.

-- Once stabilized, from 1.1 EPR / 50 % N1 to 1.3 EPR / 70% N1 by reference

to the TLA indicator on the EPR / N1 gauge.

-- Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts

groundspeed.

This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM.

MSN 0012 0017 0071 0083 0098-0099 0102 0106 0109 0111 0113 0118 0121 0132 0138

0140 0144 0148 0153 0155 0165 0177 0234 0244 0248 0250-0251 0254 0261 0265-0266
0271 0276-0277 0279 0281 0283-0287 0293 0295 0301 0303 0306 0309 0311 0313-0314
0316 0320 0326 0328 0334 0340 0344-0345 0348-0349 0356-0357 0365 0369 0372 0382
0384 0386 0389 0392-0393 0396 0398 0400-0401 0404-0405 0407-0409 0412 0418-0421 0423
0427 0437 0439 0451-0452 0455-0456 0461-0462 0479-0480 0491 0494 0496-0497 0501
0505 0509 0512 0515 0518 0525-0527 0529 0532 0536 0539 0548 0551 0565 0568 0570
0576 0579 0581 0597 0600 0610 0625 0627 0629 0632 0635-0636 0642 0645 0648-0649
0652 0654 0656 0658 0662 0664 0666 0669-0670 0673 0679 0683 0687-0688 0692 0696
0701 0709 0713 0716-0717 0720 0724 0726 0728-0730 0732 0735 0737 0741 0750-0751
0756 0759 0773 0776-0777 0780-0782 0785-0786 0788 0791 0795 0797 0807-0810 0815
0818 0821 0824 0830 0832-0833 0836 0839-0840 0850-0852 0854-0855 0860

A fan stall protection within the FADEC adjusts the EPR acceleration rate at low
speed. This avoids having high N1 at low speed. As a consequence, the power
set at take-off is slightly longer than on others engines (approximately 10
seconds more) and the take-off thrust is reached at around IAS 60 kts. For this
reason, thrust can be set in one step regardless of wind conditions. However, for
commonality reason, the thrust should be set in two steps in all cases except in
case of crosswind conditions where this must be done in one step.

The PF should announce Take-off". The PF then applies power in as follows:

If cross wind is at or below 20 kts and there is no tail wind:

-- From idle to 1.1EPR / 50% N1 to the TLA indicator on the EPR / N1 gauge.

-- When the engine parameters have stabilised, to the FLX/MCT or TOGA detent

as appropriate.

25.9

1.014

Thrust Lever Angle
TLA symbol

FOF 02050 03853 0001

In case of tailwind or if cross wind is greater than 20 kts:

From idle on both engines to FLX or TOGA

This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.

If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM.

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

MSN 0371 0376 0383 0391 0394 0410 0416-0417 0426 0431 0436 0440 0445 0449 0453

The PF should announce Take-off". The PF then applies power in as follows:

If crosswind is at or below 20 kts and there is no tail wind:

From idle to 1.05 EPR by reference to the TLA indicator on the EPR gauge.

When the engine parameters have stabilized, to the FLX/MCT or TOGA detent

as appropriate.

25.9

1.014

Thrust Lever Angle
TLA symbol

FOF 02050 03853 0001

In case of tailwind or if crosswind is greater than 20 kts:

-- From idle to 1.05 EPR in a rapid setting.

-- Once stabilized, from 1.05 EPR to CL thrust by 20 kts ground speed

-- Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts

groundspeed.

This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.

If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM

TAKE-OFF ROLL

MSN 0002-0860

Once the thrust is set, the PF announces the indications on the FMA. The PNF
must check that the thrust is set by 80 kts and must announce Power Set".

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FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

TAKEOFF

02.050

JAN 09/07

The Captain must keep his hand on the thrust levers when the thrust levers are
set to TOGA/FLX notch and until V1.

On a normal take-off, to counteract the pitch up moment during thrust
application, the PF should apply half forward (full forward in cross wind case)
sidestick at the start of the take-off roll until reaching 80 kts. At this point, the
input should be gradually reduced to be zero by 100 kts.

The PF should use pedals to keep the aircraft straight. The nosewheel steering
will be effective until reaching 100 kts but its authority decreases at a
pre-determined rate as the groundspeed increases and the rudder becomes more
effective. The use the tiller is not recommended during takeoff roll, because of its
high efficiency, which might lead to aircraft overreaction.

For crosswind takeoffs, routine use of into wind aileron is not necessary.

strong crosswind conditions, small lateral stick input may be used, if deemed
necessary due to into wind wing reaction, but avoid using large deflections,
resulting in excessive spoiler deployment which increase the aircraft tendency to
turn into the wind (due to high weight on wheels on the spoiler extended side),
reduces lift and increases drag. Spoiler deflection becomes significant with more
than half sidestick deflection.

As the aircraft lifts off, any lateral stick input applied will result in a roll rate
demand, making aircraft lateral control more difficult. Wings must be level.

In case of low visibility take-off, visual cues are primary means to track the
runway centerline. The PFD yaw bar provides an assistance in case of expected
fog patches if ILS available.

TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF

MSN 0012 0017 0030 0037 0045 0050 0054-0055 0059-0060 0062 0064-0073 0077

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