The use of MED auto-brake is recommended, when landing on an evenly contaminated runway. It is possible that the DECEL light on the AUTO BRK panel will not come on, as the predetermined
deceleration may not be achieved. This does not mean that the auto-brake is not working. In the case of uneven contamination on a wet or contaminated runway, the autobrake may laterally destabilize the aircraft. If this occurs, consider deselecting the autobrake.
Typical landing distance factors versus runway condition
 
DIRECTIONAL CONTROL
During rollout, the sidestick must be centered. This prevents asymmetric wheel loading, that results in asymmetric braking and increases the weathercock tendency of the aircraft.
The rudder should be used for directional control after touchdown, in the same way as for a normal landing. Use of the tiller must be avoided above taxi speed, because it may result in nosewheel skidding, and lead to a loss of directional control.
When required, differential braking must be applied by completely releasing the pedal on the side that is opposite to the expected direction of the turn. This is because, on a slippery runway, the same braking effect may be produced by a full or half-deflection of the pedal.
Landing on a contaminated runway in crosswind requires careful consideration. In such a case, directional control problems are caused by two different factors:
? If the aircraft touches down with some crab and the reverse thrust is selected, the side force component of reverse adds to the crosswind component and causes the aircraft to drift to the downwind side of the runway.
? As the braking efficiency increases, the cornering force of the main wheels decreases. This adds to any problems there may be with directional control.
 

  SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

If there is a problem with directional control:
‐ Reverse thrust should be set to idle, in order to reduce the reverse thrust side-force component.
‐ The brakes should be released, in order to increase the cornering force.
‐ The pilot should return to the runway centerline, reselect reverse thrust, and resume braking (Refer to NO-160 ROLL OUT).
The concept of equivalent runway condition is used to determine the maximum recommended crosswind. The following table indicates the maximum recommended crosswinds related to the reported braking actions:
Reported Braking Action Reported Runway
Friction Coefficient Equivalent
Runway Condition Maximum
Crosswind (knots)
Good/Medium 0.39 to 0.36 1 29
Medium 0.35 to 0.3 2/3 25
Medium/Poor 0.29 to 0.26 2/3 20
Poor ≤0.25 3/4 15
Unreliable - 4/5 5

TAXI IN
During taxi-in, after landing, the flaps/slats should not be retracted. This is because retraction could cause damage, by crushing any ice that is in the slots of the slats. When the aircraft arrives at the gate, and the engines are stopped, a visual inspection should be performed to check that the slats/ flaps areas are free of contamination. They may then be retracted, with the electric pumps.
　
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