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In all cases, a normal approach should be flown and control surfaces used as required to maintain the aircraft in a normal attitude for as long as possible after touchdown. The engines should be shut down early enough to ensure that fuel is cut off prior to nacelle touchdown, but late enough to keep sufficient authority on control surfaces in order to:
? Maintain runway axis
? Prevent nacelle contact on first touch down
? Maintain wing level and pitch attitude as long as possible.
Considering a realistic hydraulic demand, the hydraulic power remains available up to approximately 30 s after the shut down of the related engine. It is the reason why the recommendations to switch the ENG masters OFF are as follow:
? If NOSE L/G abnormal
Before nose impact
? If one MAIN L/G abnormal
At touch down.
? If both MAIN L/G abnormal
In the flare, before touch down
The reversers will not be used to prevent the ground spoilers extension and because the engine will touch the ground during roll out.
 

  ABNORMAL OPERATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

The engines and APU fire pbs are pushed when the use of flight controls is no longer required i.e. when aircraft has stopped.
NOSE WHEEL STEERING FAULT
Applicable to: ALL
If the Nose Wheel Steering (NWS) is lost for taxiing, the flight crew can steer the aircraft with differential braking technique. If the flight crew does not have experience with this technique, he should preferably request a towing to return to the gate. The flight crew can request the towing early in approach, if the failure has been triggered in flight.
LOSS OF BRAKING
Applicable to: ALL
GENERAL
If the flight crew does not perceive deceleration when required, the flight crew will apply the LOSS OF BRAKING procedure from memory because of the urgency of the situation.
PROCEDURE
The procedure is available both in the FCOM and the QRH. Some items need to be highlighted: USE OF REVERSE THRUST
‐ The efficiency of the reverse thrust decreases with aircraft speed.
‐ If needed, full reverse thrust may be used until coming to a complete stop. However, the use of high levels of reverse thrust at low airspeed can cause gases to re-enter the compressor. This can cause engine stalls that may result in excessive EGT.
‐ In addition, the use of reverse thrust (even at idle) increases the risk of foreign object damage (FOD).
A/SKID & N/W STRG OFF
‐ Select A/SKID & N/W STRG sw OFF to revert to alternate braking.
‐ Do not apply brake pressure when setting the A/SKID & N/W STRG sw OFF: the same pedal force or displacement produces more braking action in alternate mode than in normal mode.
 

  ABNORMAL OPERATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 
　
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