Take off initiation and power set:
- Set the power in 2 steps in case of headwind and crosswind till 20 kts:
• Bring thrust levers to 50% N1 position using the thrust lever symbol on the N1 gauge
• Wait till all engines are set to 50% N1 and stabilized
• Then bring thrust levers to FLX or TO detent in one movement
• Keep half stick forward till 80 kts and then release progressively to neutral by 100 kts.
- Set the power in 3 steps in case of strong crosswind and tailwind:
• Bring thrust levers to 50% N1 on all engines
• Then move the levers to 70% N1 rapidly
• Set TOGA (FLX) thrust progressively, to reach T/O by 40 kts
• Keep full stick forward till 100 kts and release it progressively to neutral. This ensures that all engines will accelerate similarly.
- Then check:
• The FD pitch bar (and yaw bar if ILS avail).
• The FMA (to be announced by PF and checked by PNF).
• The position update on the ND (A/C symbol on RWY threshold).
• The power setting (Actual N1 = Limit N1 before 80 kts, announced by PNF). Note that:
- Rolling take off is recommended whenever possible.
- If the thrust levers are not set to the proper T/O detent (e.g. in FLX instead of Max T/O), a message comes up on the ECAM: push thrust levers full forward.
- If ATC requests you to maintain runway center line, simply turn the HDG selector, (you do not need to set the heading target to runway track). NAV mode will disarm and RWY TRK mode will engage on FD after lift off and will guide the A/C on the runway center line.
- During initial roll, stick shall be pushed halfway forward. Take off roll:
- Use the rudder pedals to steer the A/C. The NWS will be effective till 100 kts. Don’t use the tiller beyond 20 kts. - Avoid using the stick into wind; indeed this increases the natural tendency of the A/C to turn into wind.
- In case of low visibility take off (RVR down to 125 m) visual cues are to be used as primary means to track the runway center line. The PFD yaw bar provides as an assistance in case of unexpected fog patches.
Rotation:
- perform a prompt input on the side stick at VR. Typically the stick cross symbol on PFD is set initially to around 7.5° to 10°. This is NOT a parameter to monitor as such, but merely an indication of the amount of stick input required.
The purpose of this prompt input is to overcome the large inertia of the aircraft and initiate an adequate and continuous rotation.
- avoid being aggressive on the stick, and once rotation rate is established, avoid further aft stick inputs, specially when pitch attitude has increased, so as to avoid tailstrikes. (With PRIM L14, the tail clearance is improved when acting laterally on the stick, by reducting spoiler deflection and acting more on the ailerons). - Rotate initially to target pitch 12.5°; once airborne adjust the pitch to the FD pitch bar (SRS order). The FD
- Once airborne the FD lateral bar will come up automatically. - AP is available 5 sec after lift off.
NOTE:
The AP/FD SRS mode ensures a pitch guidance at Take-Off or Go-Around, so as to provide a safe and efficient pitch control in this touchy phase, once initial rotation is over.
In order to simplify its description, it is said that with all engine operative (AEO), the SRS commands a pitch in order to climb with IAS = V2 +10 and that with one engine inoperative (OEI), it commands a pitch in order to climb with IAS = V2. This description is schematically true.
Actually, at Take-Off, the FG SRS mode determines a speed target:
− with AEO, it is V2+10,
− with OEI, it is the IAS at the time of failure (mini V2, maxi V2+15).
Then, during Take-Off, it computes a pitch command which is the minimum of the three following pitches:
− pitch required to fly V2+10 with AEO,
− maximum pitch in SRS, also called pitch reference specific to the aircraft: 17.5° for A330
− pitch required to climb with a .5° minimum climb gradient limited to 22.5°.
This explains why, in many Take-Off, the IAS, which is actually flown, is neither V2 + 10 (AEO) nor V2 (OEI). Once again, the Take-Off SRS mode provides a pitch command to fly a given speed schedule during the Take-Off segments, but is not intended to provide a pitch rate command during rotation.
Tail strike considerations:
Condition PITCH TAIL STRIKE
LANDING GEAR COMPRESSED EXTENDED
A340/200 12° 16°
A340/300 10° 14°
- Pitch Tail Strike -
A/C Type CONF Pitch Attitude at
lift off Tail Clearance in feet 1 + F 13° 3 A340/200 2 12°5 3.5 1 + F 12° 2 A340/300 2 11°5 2.5
- Tail Clearance at Take Off V2 mini -
The recommended flap configuration to provide best tail clearance at take off is CONF2. It is therefore to be used whenever performance allows, considering furthermore that when CONF1 + F is chosen, take off close to V2 mini has to be achieved.
In order to avoid tail strike, rotate at VR, not before, and control a constant/smooth rotation rate without any aggressive or abrupt aft action on the stick more specifically when a positive attitude is already achieved.
In case a tail strike occurs, consider a landing at the nearest airport (origin for example) for inspection purposes. If however in such conditions the A/C has to climb, consider not to pressurize.
Thrust Reduction / Acceleration:
Usually THR RED ALT = ACCEL ALT; it is defaulted to 1500 ft AGL but modifiable by the pilot. Reaching THR RED ALT, LVR CLB comes up on FMA; bring the thrust levers back into CLB detent.
• Note that if FLX TEMP is very high, FLX N1 is close to CLBN1 but never below.
• When THR LVRs are set in CLB detent, ATHR is ON. If SRS mode is still engaged, the FD pitch bar will order a pitch down depending upon the amount of thrust decrease in between TOGA or FLXTO and CLB thrust. When handflying, follow the pitch down order.
Reaching the ACCEL ALT, the target speed is set automatically to initial climb speed.
• Note that there is a significant pitch down order on the FD bar
• Retract Flaps when IAS ≥ F with a positive speed trend
• Retract Slats when IAS ≥ S with a positive speed trend
• If the Take off is achieved at high GW, the maneuvering speed F is close to VFE CONF2 , and speed S is
above VFE CONF1 + F:
- If, while in CONF2, IAS reaches VFE CONF2 and even overshoots it, the Flap Load Relief System will
automatically retract the Flaps from CONF2 to CONF1 + F, but VFE on PFD is unchanged: indeed, if the IAS decreases back, the Flaps will re-extend.
- When configuration is 1 + F and S is > VFE 1 + F, accelerate towards S; at 200 kts the Flap autoretraction system retracts the Flaps to O and VFE on PFD goes to VFE CONF1 255 kts
In that case, should the IAS drop below 200 kts, flaps will not extend back to 1 + F.
- When the A/C GW is higher than 210 T, S speed is > 200 kts. Hence the PF will command FLAPS 0 during or after the Flap auto retraction from 1 + F to 1. But the slats will effectively retract ONLY if the AOA is less than 8° 5; indeed in that case the αααα lock function inhibits the slats retraction in order to avoid too high angle of attack in clean configuration. When the α lock is triggered the slats will retract, when the aircraft accelerates to a speed ensuring AOA lower than 7° 6.
- This is a normal situation at high GW. If α lock is triggered, continue the scheduled acceleration, this will permit the slats to retract.
- If Green Dot O speed is > 250 kts and a 250 kts speed limit (250/10.000) is in the FPLN, the target magenta (managed) speed will be set at 250 kts but the FD pitch bar or AP will guide the aircraft to Green Dot in CLB/OPCLB modes or the ATHR will do the same if in SPEED mode.
Select 250 kts on FCU, if necessary, due to ATC for example. NOTE:
If the FCU ALT is low, ALT* will engage rapidly after lift off, before the A/C reaches THR RED or ACCEL ALT. In that case, LVR CLB comes up on FMA and target speed goes to initial climb speed.
The same will happen if the pilot manually pulls OPCLB or V/S.
In many cases, THR RED ALT = ACCEL ALT. Thus the LVR CLB message comes up simultaneously on the FMA with CLB (OPCLB) mode, and target speed increases. In that case, when hand flying, follow the FD pitch down order, and then set THR LVRs into CLB detent.
Other drills in take off:
- On the EIS Ctl panel, select CSTR.
- If the A/C is TCAS equipped, select ABV (if available). - If there is weather, use the radar and set TILT + 4°.
- If there is terrain around the airport or along SID, set TERR ON ND to ON (if EGPWS available).
- If PACKS are set to OFF at take off, don’t select them back ON before reducing the thrust because the potential resulting EGT increase.
Set them back ON sequentially to improve PAX comfort (∆t ≅ 10 sec), as per FCOM procedure.
- In case of crosswind take off, keep the runway center line using the rudder pedals but NOT the tiller. Avoid setting the side stick into wind, which increases the natural tendency of the A/C to turn into wind.
NOTE:
The FADEC operates with its own temperature sensor. If, in hot weather, the sensor heats up, its detected temperature could be higher than TFLEX (e.g. OAT 35°, TFLX 40, sensor temp 45°). Once the engine rotates and A/C taxies, the sensor temperature will slowly become equal to OAT.
However as long as sensor temperature is higher than TFLX, the N1 limit provided by the FADEC and displayed on ECAM E/W-D is TOGA.
NOTE:
Reminder of some characteristic speeds.
Eng C4 A340-300 A340-200
VMCL 125 128 VMCL (-2) 157 161 VMCg CONF1+F/CONF2 126.5 129 VMCg (-2) 161.5 168.5 VMCA 124 127 VMCA (-2) 156.5 163.5
* VLS is limited by VMCA at T/O; it is limited by VMCL in all other phases and in case of 2 EO by VMCL-2. * S speed varies with altitude.
7 - CLIMB
The transition into CLIMB phase occurs at ACCEL ALT or more precisely when SRS mode disengages; target speed goes to initial climb speed.
Climb Speed profile – Speed managed / Speed selected
The best climb speed profile is the managed speed profile which takes into account GW, CI, CRZFL, Altitude and Speed constraints.
However selected speed will be used in climb when required. Among others: - preselect speed on ground prior T/O on PERF CLB when
• the FPLN has a sharp turn after T/O (∆HDG > 90°) … Preselect Green Dot;
• a high angle of climb is advisable after T/O because of noise, obstacles… Preselect Green dot;
• the ATC asks for a specific speed, in that case preselect that speed. - Select a speed on FCU during climb if
• so cleared by ATC
• turbulence is experienced
• higher rate of climb is required: in that case a lower speed while in CLIMB, OP CLIMB, is selected on the FCU down to Green dot minimum as long as FL < 250; the same applies when ATC requests to expedite through a given FL.
• in higher altitude, .78 is a good Mach to climb. You may select it.
• When normal speed may be resumed, press the SPD P/B on the FCU.
When selected speed is used, the predictions on the FPLN page assume the selected speed is kept, till the next planned speed modification in the FPLN. E.g. suppose O = 240 is preselected for initial climb, suppose SPD LIM (250/10000) is part of the vertical FPLN; the predictions on FPLN page assume that 240 kts will be maintained from ACCEL ALT up to 10.000 ft (SPD LIM), where managed speed is supposed to be resumed. If at a higher altitude the pilot selects a turbulence speed (e.g. 270 kts) and there is no SPD CSTR or SPD LIM till top of climb (TOC), 270 kts is supposed to be kept till next phase, that is till top of climb (TOC), in this example.
In other words in Selected speed, the FM predictions are meaningful.
Furthermore on PERF CLB page the pilot can read the predictions to any inserted altitude with the selected speed; on the ND the level arrow assumes selected speed when it is used.
NOTE:
When IAS is selected in lower altitude, there is an automatic change to Mach at a specific FCU cross over altitude (usually FL315).
Altitude considerations The FMS PROG page provides:
- the MAX REC ALT which corresponds to 0,3 g buffet margin.
- the OPT ALT which depends upon GW, CI but also FPLN remaining cruising distance, temp,… This information is used among other to rapidly answer to ATC: « can you climb to FL…» for example. NOTE:
A CRZ ALT higher than max altitude corresponding to .2 g buffet cannot be inserted.
The PERF CLB page provides predictions to a given FL in terms of time and distance assuming CLB mode; all constraints are considered in these predictions; the given FL is either defaulted to the FCU target altitude, or it may be manually inserted.
Note that the level arrow on the ND assumes the current AP engaged mode (thus if CLB mode, altitude constraints are considered).
Finally on the FPLN page, the Altitude predictions assume that the pilot will immediately select back all managed modes (lateral or vertical), should these modes not be engaged.
If ATC asks: « Are you able FL 310 20 nm prior LMG » use the PD (Place Distance) facility: insert LMG/-20 in the FPLN and read the associated prediction.
Baro setting: switching from QNH (QFE) to STD is done at Transition Altitude. If not, QNH will flash on the PFD. In most areas of the world, whenever ATC clears you to climb to a FL, you can select STD, even below Transition. In other areas such as US, this is not allowed. Apply local customs.
Climb mode management
The recommended AP/FD modes in climb are CLB if ATC clears the aircraft along the FPLN, or OPEN CLB if ATC gives radar vectors or clears A/C direct to a given FL, disregarding ALT CSTR.
If ATC requires you to expedite through a given FL:
- select a lower speed on the FCU for best speed/alt trade off, - or use a higher V/S
Typically, with all engines operative, turbulence speed may be considered as best rate of climb speed, and green dot as best climb gradient speed.
If ATC gives a 1000 feet level change (e.g. from 7000 to 8000) use V/S mode for smoother guidance and less thrust variation.
If you use a high V/S for any reason, it may happen that the A/C is unable to climb with this high V/S and to maintain the target speed with Max Climb thrust for performance reasons.
In that case, the AP will guide to the target V/S and ATHR will command up to Max Clb thrust in order to try to keep the target speed; but the A/C will decelerate and its speed might reach VLS. When VLS is reached the AP will pitch the A/C down so as to fly a V/S which allows to maintain VLS. On the latest aircraft, the V/S indication on the FMA is boxed amber in that last case.
NOTE:
Be aware that beyond FL 300, if the A/C speed has significantly decreased it takes a long time to reaccelerate. Derated climb (option)
This option allows you to save engine life by derating the MAX CLB thrust when it leads to very high V/S at the beginning of the climb (e.g. aircraft with light GW). 2 levels of derate may be selected on PERF CLB page: D1 (approx – 5%) D2 (approx – 10%). The MAX and OPT altitudes are not affected by this selection. The derate may be deselected by CLEARING the derate on PERF CLB page or by setting all thrust levers to MCT.
Other drills:
- When crossing 10.000 ft, it is a good practice to watch the ECAM MEMO so as to ensure that some drills have not been left behind: e.g. LDG LT OFF / SEAT BELTS OFF (according to flight conditions) it is also time to clear the manually inserted navaids on MCDU NAVAID page, so as to allow full autotune, to select ARPT on EIS Ctl panel and COPY ACTIVE into secondary.
- During CLB properly adjust the RADAR TILT; if used at T/O, the tilt was around + 4°. During climb, tilt the antenna down so as to get ground returns on the top edge of ND.
If TCAS available, use the ABOVE option.
- If during CLB, there is a major change in ATC clearance routing, use the PRINT FUNCTION (DATA IN FLT PRINT) to get the latest updated predictions on a listing, once all revisions are carried out.
8 - CRUISE MANAGEMENT