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slowly you are only reducing the maximum amount that can be commanded but
not actually reducing the thrust until you get them very far back. If you wait too
long you get the thrust bump we just talked about as autothrust is still trying to
maintain the speed.
In gusty conditions don’t be afraid to use the full throw of the sidestick! In normal
smooth air the stick can be very sensitive to slight pressures and is easy to
overcontrol. However, in gusty conditions you may need to use full throw of the
sidestick. There is actually some lag time from when you command full left or
right roll and when the controls actually get there. If you don’t believe me watch
the next time you do the flight control check. Quickly position the sidestick to full
left or right and watch how long before the position indicators take to get there!
Even if the lag is just in the indicators I have had the Airbus be slower than I
wanted when commanding full aileron so the point here is if you think you need
full roll authority go ahead and put it in. You can always take it back out if you
don’t need all of it.
Windshear (PH 2i.3, QRH OD-17, FOM 7.6.3)
Takeoff – use TOGA, use longest suitable runway, use minimum allowable flap
setting, consider increasing rotation speed if possible
Landing – Use Flaps 3, consider increasing approach speed
During a windshear encounter (reactive warning: Windshear, Windshear,
Windshear!) the PF should call: “Windshear, TOGA”, apply TOGA thrust, roll
wings level.
The PM should call altitude from radio altimeter and climb/descent trend:
“300’ descending, 200’ descending, 400’ climbing”. Follow Flight Director.
Don’t change gear/flap configuration until safe (ensure Speedbrake stowed).
Reactive windshear warning is available from ground to 1300 ft. AGL. on takeoff
and 1300 ft. AGL to 50 ft. AGL on landing.
US Airways Airbus A319, A320, A321 Notes
105
For a Predictive Windshear warning reject takeoff or go around on landing for
Caution (amber and aural “Monitor Radar Display”) or Warning (red and aural
“Windshear Ahead”). Do not reject takeoff/go around for Predictive Advisory.
Basically, only reject takeoff or landing for an aural alert as the Advisory has no
aural, use TOGA to continue for Advisory alert takeoff. On landing if Predictive
Windshear warning or caution given execute a normal go-around (you may
reconfigure flaps and gear).
Predictive Windshear protection is only available below 1500 ft. AGL to 50 ft
AGL and up to 5 miles . On the ground it is available on takeoff until 100 kts.
Caution: Predictive Windshear is radar based and can only function with
precipitation, it will not work in dry conditions. The severity of the warning
(Advisory, Caution, Warning) is based on nearness of windshear, not strength of
windshear.
EGPWS (PH 2i.4)
 TOGA thrust
 Autopilot off
 Roll wings level
 Sidestick FULL AFT until at safe altitude
The PM should call altitude from radio altimeter and climb/descent trend:
“300’ descending, 200’ descending, 400’ climbing”.
PM call out safe altitude “MSA is 6,500 ft.”
Don’t change gear/flap configuration until safe (ensure Speedbrake stowed).
TCAS RA Maneuver (PH 2i.5)
If a traffic resolution is given (CLIMB, DESCEND, MAINTAIN VERTICAL SPEED
MAINTAIN, ADJUST VERTICAL SPEED ADJUST):
 Autopilot – OFF
 Both Flight Directors – OFF “Flight Directors OFF”
Adjust vertical speed as required to remain in green area of vertical speed scale
(stay outside of red). Avoid excessive maneuvers, if needed use full speed range
from Vmax to αmax. Go Around must be performed if RA CLIMB or INCREASE
CLIMB is given on final approach. After clear of conflict autopilot and flight
directors may be put back on.
Low Energy Warning (PH 2i.12)
If during approach conditions additional thrust is needed to recover a positive
flight path you will get a synthetic voice: SPEED, SPEED, SPEED
Increase thrust until warning stops. Selecting MCT on thrust levers will work well.
US Airways Airbus A319, A320, A321 Notes
106
A to Z - Abbreviations & Acronyms
These are just my short list of favorites and there are many others but for the
most part these should get you by.
The really short list of Airbus acronyms and abbreviations (complete list found in
back of PH):
α – Stands for ALPHA as in α PROT. Refers to Angle of Attack.
ACM – Air Cycle Machine
ACP – Audio Control Panel, allows pilot to select which radios or interphones to
　
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