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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  NORMAL OPERATION BRIEFINGS GENERAL  1.02.01  Page 28 
REV 21  MAY 98 

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 followed by gear down, and a descent commenced.
The most useful PFD display is the raw FPV symbol to assist in setting the aircraft up on the correct downwind, approach path, to maintain altitude and to avoid gross errors.
NOTE : With the FDs off the speed target remains magenta VAPP target and the ATHR controls the GS mini.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS GENERAL  1.02.01  Page 29 
REV 21  MAY 98 

03 - EQUIPMENT (CONT’D)
AIRCRAFT (CONT’D) :
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
17.Final Approach and Landing
　
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