A318/A319/A320/A321 机组训练手册 FCTM Flight Crew Training Manual(132)

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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.
 

  ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

Once AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder trim command, including reset, is inhibited.
THRUST CONSIDERATIONS
Consider the use of TOGA thrust, keeping in mind the following:
? For a FLEX takeoff, selecting the operating engine to TOGA provides additional performance margin but is not a requirement of the reduced thrust takeoff certification. The application of TOGA will very quickly supply a large thrust increase but this comes with a significant increase in yawing moment and an increased pitch rate. The selection of TOGA restores thrust margins but it may be at the expense of increased workload in aircraft handling.
? TOGA thrust is limited to 10 min.
PROCEDURE
INITIATION OF THE PROCEDURE
The PNF will closely monitor the aircraft's flight path. He will cancel any Master Warning/Caution and read the ECAM title displayed on the top line of the E/WD.
Procedures are initiated on PF command. No action is taken (apart from cancelling audio warnings through the MASTER WARNING light) until:
? The appropriate flight path is established and,
? The aircraft is at least 400 ft above the runway, if a failure occurs during takeoff, approach or go-around.
A height of 400 ft is recommended because it is a good compromise between the necessary time for stabilization and the excessive delay in procedure initiation. In some emergency cases and provided the flight path is established, the PF may initiate the ECAM actions before 400 ft.
Once the PF has stabilised the flight path, the PNF confirms the failure. If it is necessary to delay the ECAM procedure, the PF should order "Standby", otherwise he should announce "ECAM actions".
Priority must be given to the control of aircraft trajectory, and acceleration phase should not be delayed for the purpose of applying the ENG FAIL ECAM procedure. Should the PF require an action from the PNF during ECAM procedures, the order "STOP ECAM" should be used. When ready to resume ECAM procedure, the order "CONTINUE ECAM" should be used.
The procedure may be continued until "ENG MASTER OFF" (in case of engine failure without damage) or until AGENT 1 DISCH (in case of engine failure with damage) before acceleration.
　
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