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when switching A/SKID to "off ". Steering is then achieved through differential braking. Only
in extreme emergency should the aircraft be stopped with parking brake, as full pressure is
immediately applied.
Nose wheel steering is "fly by wire" with no mechanical connection between tiller and nose
wheel. The relationship between tiller deflection and nosewheel angle is not linear. Forces
are light and care is necessary to make gentle movements on the tiller to avoid unnecessary
high rate turns. Very tight turns may be made, but over controlling may be noticeable. When
turning at low speed, maintain chosen tiller position and if necessary, accept a tighter turn
radius than intended to achieve a smooth turn. The sensitivity of nosewheel steering
responses to inputs from rudder pedals or hand wheels reduces as speed increases (FCOM
1.32.20 [Landing Gear - Nosewheel Steering]). Nosewheel steering will not be effective
above 130 kts.
When clear of apron, flight control checks may be made. The F/CTL page is automatically
displayed on movement of the controls.
ATC clearance may then be received or confirmed, the FMGS and briefing should be
modified if there are any changes. When a packs off take-off is planned, the packs should
be switched off just prior to completing the before take off checklist.
Complete the Before take off checklist.
06 - COMPLETION STANDARDS
· Monitors and controls ground speed using correct technique.
· Does not exceed maximum taxi speed of 30 kts in a straight line or 10 kts in a sharp turn.
· Makes smooth, progressive use of nose wheel steering.
· Strict application of task-sharing requirements.
07 - COMMON ERRORS
· Excessive thrust application after break release.
· Taxiing too fast.
· Riding the brakes.
· PF distracted by F/CTL page during flight control check.
· Overcontrolling on the tiller leading to scuffing of nose wheel tire.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.10 Page 2
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
TAXI
CHAP02\10
01 - TRAINING OBJECTIVE
· To perform a take-off and initial climb to acceleration altitude in accordance with standard
procedures.
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
DOC references :
· QRH 3.04 (Normal procedures)
· FCOM 3.02.70 (Thrust lever faults)
· FCOM 3.03.12 (SOP’s)
· FCOM 3.04.27 (Flight controls)
· FCOM 4.05.30 (FMGS - Take-off)
· FCOM Bulletin 22 (Tailstrike)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Stabilize engine before setting take-off power
· PNF : check of take-off power.
· Rotate to initial pitch attitude and maintain until SRS established.
SECONDARY
· Rolling take-off recommended.
· No flap retraction until acceleration altitude, speed trend positive and speed target above
current airspeed.
· Pack operation
05 - TRAINEES’ ACTIONS
While turning onto the runway, it is important not to waste any runway available, and a rolling
take-off is recommended. In normal conditions i.e. no strong crosswind or very aft CG, apply
half forward stick. This should be progressively reduced to neutral between 80 kts and
100 kts. Start the CHRONO as the take-off roll is commenced.
Set the power in two stages, allowing engines to stabilize at approximately 50% N1/1.05
EPR, before setting FLEX or TOGA power. The engine page will be automatically displayed
on the SD. A thrust disagree warning will be triggered if the two FADECs select a different
thrust take-off mode on the ground.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.12 Page 1
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
TAKE-OFF
CHAP02\12
05 - TRAINEES’ ACTIONS (END)
Ensure FMA annunciation’s are called and a check of the FM position is performed (on ND,
airplane symbol is centered on runway). FLEX or TOGA thrust must be achieved before
reaching 80 kt. Remember to check power is set correctly and to call "Power Set".
Maintain runway centeline with rudder pedals, the stick remaining neutral (unless very strong
crosswinds or very aft CG). This is because any sidestick displacement will cause the
spoilers to deploy. By 130 kt, the connection between nosewheel steering and rudder pedals
is removed, and more rudder input will gradually be required to prevent the aircraft turning
into wind.
At VR, rotate the aircraft smoothly to 5° nose up, thereafter follow SRS. During this time the
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