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occupy either the right or the left seat. Either engine can be started first, though
normally number two engine is the first to be started.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.01 Page 26
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
GENERAL
CHAP02\01
BASE TRAINING BRIEFING (CONT’D)
03 - EQUIPMENT (CONT’D)
AIRCRAFT (CONT’D) :
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
13.Taxi
Little if any power above idle thrust will be required to get the aircraft moving at
training weights. Thrust should be used symmetrically. Avoid high thrust settings at
low ground speeds due to the risk of ingestion (FOD). The wing mounted engines are
close to the ground, this is particular point to note for ex DC9, BAC1-11 and B727
pilots. Avoid placing engines over unconsolidated or unprepared ground e.g. over the
edge of taxyways. Brakes may be checked once the aircraft is moving and thereafter
the normal maximum taxy speed should be 20 kt in a straight line, 10 kt for a sharp
turn. As pilot eye height at 15 ft is higher than in many other aircraft, monitor ND
groundspeed displays to help assess taxy speed. Do not "ride" the brakes, as 20 kt is
exceeded, apply brakes smoothly and decelerate to 10 kt, release the brakes and
allow the aircraft to accelerate again.
NOTE : Use of engine anti-ice increases ground idle thrust, care must be taken on
slippery surfaces. Nosewheel steering is also fly by wire. The inputs of the
nosewheel steering tillers are additive (just like the sidestick). Care is needed
to steer the aircraft smoothly with small tiller inputs. Sharp turns particularly
need care as the rate of response of the nosewheel to tiller input is not linear.
14.Take-off
Half forward stick is used at the commencement of the take-off run, this gives full
down elevator. For crosswind take-offs into wind aileron is used, care should be taken
to avoid using an excessive amount of control to avoid causing unnecessary spoiler
deployment. A two stage power application to TOGA or FLEX is made and the aircraft
is kept straight by use of the rudder. At 130 kt the connection between the nosewheel
steering and the rudder pedals is removed (the nosewheel now centralizes) hence in
strong crosswinds more rudder input will be required at this point to prevent the
aircraft turning into wind. The down elevator input may be gently removed by 100 kt,
rotation at VR is made at the normal rate of 3 °/second to follow the FD SRS pitch
commands (in the event of no FD select 15° pitch with 2 engines or 12.5° in the event
of an engine failure).
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.01 Page 27
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
GENERAL
CHAP02\01
BASE TRAINING BRIEFING (CONT’D)
03 - EQUIPMENT (CONT’D)
AIRCRAFT (CONT’D) :
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
15.Initial Climb
Having confirmed a positive rate of climb, the gear is retracted and the aircraft climbs
away following the FD commands. Care should be taken to restrict control inputs to
those necessary to change or correct the flight path only i.e. avoid overcontrolling.
At thrust Reduction Altitude "CLB" will flash on the upper left portion (ATHR) of the
PFD. Move the thrust levers to the CLB detent (two "clicks" from TOGA or one "click"
from FLEX). Do not do this too slowly or there is a danger that the ATHR may
disconnect. The autothrust is now active. If the acceleration altitude was coincident
with the thrust Reduction Altitude, then the speed target will have changed to the
ECON climb speed or the climb preset speed. If acceleration altitude is higher than
Thrust Reduction Altitude, the speed change will occur when acceleration altitude is
reached. Retract the flaps on schedule at F and S speed. When the final
configuration for the exercise has been achieved (normally flap 1 for circuit training)
activate approach and ensure that managed speed is active, and check VAPP on
both PFD’s.
16.Circuit Handling
Remember that in pitch the sidestick is demanding "g" and that in roll it is demanding
roll rate, take care not to overcontrol. All visual circuits MUST be flown with FDs off
and FPV selected, bank angle should be limited to 30°. It is usual to switch FDs off at
the begining of the downwind leg. Use of managed speed is normal procedure as well
as use of autothrust. The standard timing of 45 seconds (+/- wind) may be used from
abeam the end of the runway prior to turning base leg. Flap 2 is selected at this point
　
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