Narrative:

On take-off roll with 'toga' (takeoff/go around) thrust selected; take-off reference speeds did not appear on either pfd. 'V' speed callouts were made by the non-flying pilot with reference to the weight/balance printout. Following lift-off and normal autopilot engagement recognized that commanded pitch and thrust indications were not normal. Autopilot caused aircraft to pitch up to a point that I believe would have maintained vls speed; thrust lever movement to climb appeared to have to no corresponding immediate thrust reduction. [We] disengaged autopilot to hand fly proper pitch [and] disconnected autothrust to regain proper thrust for continued climb to initial level-off altitude; 8;000'. At initial level-off; prior to achieving proper reduced thrust value; experienced momentary 'clean' airspeed overspeed (250 KTS below 10;000'). ATC asked us to confirm our airspeed; first officer responded that it was '250 KTS'. After new cruise altitude was selected; reengaged autopilot and autothrust; all remaining operations completely normal using fully 'managed' and automated configuration. Please note that this situation occurred following a change of runway assignment. In re-reading A-330 handbook bulletin it would appear that this situation should be expected following every runway change which occurs after original 'perf takeoff' entries have been made. In this situation; the 'confirm to data' entry action was not done. Rather; the first officer manually entered 'V' speeds as if this was an entirely new take-off iteration. Those re-entered 'V' speeds and flex thrust values were properly displayed and confirmed during the subsequent 'taxi' checklist. The first officer confirmed that no further entries or changes to the FMC were made after the 'taxi' checklist was completed. In reading the aforementioned handbook bulletin in the most verbatim fashion; it would appear that 'V' speed information may continue to be displayed on both pfd's following a runway change but will disappear 'after flex or toga is selected'...in fact; further guidance on how to continue the takeoff without the expected 'srs' display is contained in the same bulletin. I would suggest that trying to remember the contents and corrective actions contained in a two-year old bulletin while trying to wrestle with a near gross takeoff weight A-330 at 500' AGL would tend to be nearing the 'red' side of most pilot's comfort and safety levels. Perhaps we should consider demonstrating this degradation anomaly during future simulator sessions.

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Original NASA ASRS Text

Title: An A330 Captain reported that after a runway change prior to departure; the FMS was not updated although the V Speeds were changed. During takeoff the SRS did not engage and after liftoff autothrottle and autopilot pitch commands were erroneous.

Narrative: On take-off roll with 'TOGA' (takeoff/go around) thrust selected; take-off reference speeds did not appear on either PFD. 'V' speed callouts were made by the non-flying pilot with reference to the weight/balance printout. Following lift-off and normal autopilot engagement recognized that commanded pitch and thrust indications were not normal. Autopilot caused aircraft to pitch up to a point that I believe would have maintained Vls speed; thrust lever movement to climb appeared to have to no corresponding immediate thrust reduction. [We] disengaged autopilot to hand fly proper pitch [and] disconnected autothrust to regain proper thrust for continued climb to initial level-off altitude; 8;000'. At initial level-off; prior to achieving proper reduced thrust value; experienced momentary 'clean' airspeed overspeed (250 KTS below 10;000'). ATC asked us to confirm our airspeed; First Officer responded that it was '250 KTS'. After new cruise altitude was selected; reengaged autopilot and autothrust; all remaining operations completely normal using fully 'managed' and automated configuration. Please note that this situation occurred following a change of runway assignment. In re-reading A-330 Handbook bulletin it would appear that this situation should be expected following every runway change which occurs after original 'PERF Takeoff' entries have been made. In this situation; the 'Confirm TO DATA' entry action was not done. Rather; the First Officer manually entered 'V' speeds as if this was an entirely new take-off iteration. Those re-entered 'V' speeds and FLEX thrust values were properly displayed and confirmed during the subsequent 'TAXI' checklist. The First Officer confirmed that no further entries or changes to the FMC were made after the 'TAXI' checklist was completed. In reading the aforementioned handbook bulletin in the most verbatim fashion; it would appear that 'V' speed information may continue to be displayed on both PFD's following a runway change but will disappear 'after FLEX or TOGA is selected'...in fact; further guidance on how to continue the takeoff without the expected 'SRS' display is contained in the same bulletin. I would suggest that trying to remember the contents and corrective actions contained in a two-year old bulletin while trying to wrestle with a near gross takeoff weight A-330 at 500' AGL would tend to be nearing the 'red' side of most pilot's comfort and safety levels. Perhaps we should consider demonstrating this degradation anomaly during future simulator sessions.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.