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disarm spoilers)
Advise ATC of missed approach or go
around.
“Autopilot 1” (or 2) Select requested autopilot
At or above 400 ft.
“Heading ___ “ or “NAV”
Select requested heading or engage
NAV as requested
When LVR CLB flashes on FMA
“Climb” “Climb Set”
At F speed
“Flaps 1” “Flaps 1” select Flaps 1
At S speed
“Flaps Up, After Takeoff Checklist” “Flaps Up” select Flaps 0, disarm
spoilers and accomplish After Takeoff
Checklist
US Airways Airbus A319, A320, A321 Notes
103
Landing
Note: these are my personal tips and not necessarily procedures.
Bring thrust levers back to idle at about 30’ in normal conditions. Flaps 3 will not
slow as quickly and you may wish to reduce to idle closer to 50’ more often here.
The aircraft has plenty of airspeed and energy with managed speed being flown
and you will not need to delay thrust reduction to ensure proper flare in normal
conditions. In gusty condition you may want to carry thrust longer. Don’t let nose
drop when normal nose down pitch is added at 50’ in flare mode. I was used to
flying smaller (and shorter geared!) jets and found it helpful to move my aim point
on the runway from the 1000’ marker to halfway between the 1000’ and 1500’.
Try to have the flare started by the 10’ call. Do not carry thrust to the flare as the
autothrust will begin to command climb thrust as speed deteriorates if you do not
bring back idle. This will cause a “thrust bump” that will have you floating down
the runway with excess energy.
On touch down use positive nose down to lower the nose. Be careful not to let
the nose ride up when reverse is selected. Select Full Reverse as you lower
nose. As the aircraft slows through 80 knots slowly push the thrust levers back
toward idle reverse so as to be at or near idle reverse at 60 knots. Be sure you
push the thrust lever all the way back through the detent into forward idle. Then
retard the lever again against the stop to ensure minimum forward thrust in idle.
Flaps 3 landings will tend to float more than Flaps Full. Be very careful when
using Flaps 3 on shorter runways that you ensure touch down in a timely manner.
Aircraft seems to level out in flare with Flaps 3 more quickly than with Flaps Full.
Use a more “subtle” flare with Flaps 3 than with Flaps Full.
Crosswind Landings – Despite rumors, the Airbus uses conventional crosswind
landing technique. Two points however; first, as the Airbus uses roll rate for the
ailerons the pilot cannot HOLD the sidestick in the crossed control position. The
sidestick must be released once the bank angle is established. Think of
“bumping” in the needed bank. It is more intuitive than it sounds! Second, the
sidestick is as sensitive in the flare as in cruise. Care must be taken to use
measured inputs to the sidestick. The PH recommends aligning the aircraft with
the runway centerline during the flare with the rudder. I normally use about 50 ft.
to start aligning the nose. Maintain the aircraft on the centerline with roll control.
Release all roll input when the aircraft is on the ground. Autobrakes are required
for crosswind component of 10 kts. or more. Recommend autobrakes for “short,
wet, cross, cat” - Short runway, wet or contaminated, crosswind and CAT II/III
A persistent myth is that the Airbus will blend back to direct law during the flare
mode. This is not true. The aircraft remains in normal law but normal law has a
flare mode that adds a pitch down at 50’. Why do they add this pitch down? It is
actually due to the autotrimming in normal law. If you didn’t have a pitch down to
US Airways Airbus A319, A320, A321 Notes
104
hold against then when you began your flare the autotrim would just trim off your
flare. Then you would balloon and pitch over, it would retrim and you would start
all over again. So the pitch over is to give you an artificial back pressure to feel
during the flare but it is not a blend back to direct. You will go to direct once you
are on the ground.
Another common problem is that some folks will reduce the power very slowly.
However, remember that autothrust is active until the thrust levers are all the way
to idle (assuming autothrust is already active). So once you bring the thrust
levers out of the Climb detent you aren’t actually reducing thrust until the levers
get all the way back to where autothrust has them commanded. You will only be
limiting the amount of thrust that can be commanded. If you bring the levers back
　
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