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However, the PF is best suited to adapt the lateral trimming technique, when necessary. From a performance standpoint, the most effective flying technique, in the event of an engine failure at takeoff, is to fly a constant heading with roll surfaces retracted. This technique dictates the amount of rudder that is required, and the resulting residual sideslip.
As a result, to indicate the amount of rudder that is required to correctly fly with an engine-out at takeoff, the measured sideslip index is shifted on the PFD by the computed, residual-sideslip value. This index appears in blue, instead of in yellow, and is referred to as the beta target. If the rudder pedal is pressed to center the beta target index, the PF will fly with the residual slip, as required by the engine-out condition. Therefore, the aircraft will fly at a constant heading with ailerons and spoilers close to neutral position.
BETA TARGET ON PFD
Operational Recommendation:
In the case of an engine failure at takeoff, the PF must:
? Smoothly adjust pitch to maintain a safe speed (as per SRS guidance)
? Center the Beta target (there is no hurry, because the aircraft is laterally safe)
? When appropriate, trim the aircraft laterally using the rudder trim
? Apply small lateral sidestick inputs, so that the aircraft flies the appropriate heading.
AVAILABLE PROTECTIONS
Normal Law provides five different protections (Refer to OP-020 PROTECTIONS):
? High angle-of-attack protection
? Load factor protection
? High pitch attitude protection
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
? Bank angle protection
? High speed protection.
ALTERNATIVE LAW
Applicable to: ALL
In some double failure cases, the integrity and redundancy of the computers and of the peripherals are not sufficient to achieve normal law and associated protections. System degradation is progressive, and will evolve according to the availability of remaining peripherals or computers.
In addition, depending on the type of failure, the control law may either be Alternate 1 or Alternate 2.
Alternate law characteristics (usually triggered in case of a dual failure):
? In pitch: same as normal law
? In roll: Same as in normal law (ALTN1), or Roll Direct (ALTN2)
? In yaw: Same as in normal law (ALTN1), or degraded (ALTN2)
? Most protections are lost, except :
‐ Load factor protection
‐ Bank angle protection, if normal roll is still available (ALTN1 only).
At the flight envelope limit, the aircraft is not protected:
? In high speed, natural aircraft static stability is restored with an overspeed warning
? In low speed (at a speed threshold that is below VLS), the automatic pitch trim stops, and natural longitudinal static stability is restored, with a stall warning at 1.03 VS1G.
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A330/A340 机组训练手册 FCTM Flight Crew Training Manual 1(7)
