SECONDARY
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Flight controls flare mode.
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Possible pitch up with spoiler deployment.
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Brake and anti-skid indications on SD WHEEL page.
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Recommendations for use of autobrakes.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS LANDING - LANDING AND STOPPING THE A/C - 1.02.22 Page 2
REV 21 MAY 98
As a basic rule for all approaches, no later than 1 000 ft AGL, the PF should have one hand on the THRUST LEVERS and the other one on the side stick. This should apply regardless of AP - ATHR selection.
During the final visual segment of the approach it is very important not to over control with the sidestick. The aircraft will maintain pitch and roll attitudes resisting any atmospheric disturbance until 50 ft when landing mode becomes active (FCOM 3.04.27 [Supplementary Techniques - Flight Controls]). Landing mode is only a pitch mode and roll control is the same as normal law until the wheels are on the ground. At approximately 20 ft the aircraft should be progressively flared and the thrust levers selected to idle. Due to the engagement of landing mode in pitch it is necessary to make a progressive pull on the sidestick in order to increase the pitch angle in the flare. The ’Retard’ call at 20 ft is a reminder to retard the thrust levers to idle if they have not already been retarded.
For crosswind landing techniques read the briefing given in FCOM bulletin number 21 (blue pages in FCOM 3).
At touch down the ground spoilers will deploy automatically which may give a slight pitch up. Automatic ground spoiler deployment will occur with both main landing gear compressed or with one MLG on the ground and reverse thrust selected (FCOM 1.27.10 [Flight Controls -Ground Spoiler Control]). Ground spoiler deployment will enable autobrake operation (if selected). The green DECEL light on the AUTO/BRK panel enable the crew to monitor whether the selected rate of deceleration is achieved.
Tailstrike occurs (A320) at 13.5 or 11.5 (landing gear compressed), so pitch attitude should be monitored in the flare (see FCOM bulletin 22). FCOM 3.03.22 (SOPs Landing) contains information on pitch and roll limits.
Autobrake should normally be used for landing, however on long dry runways it will not be necessary. Only LO or MED should be used for landing. If landing on a short or slippery runway MED autobrake should be selected and then use appropriate manual braking to stop the airplane.
The normal method of disarming the autobrake is by even pressure on both brake pedals. The auto brake may also be disconnected by action on the respective AUTO/BRK pb (not recommended as both pilots should be heads up during the landing roll) or by pushing down the speedbrake control lever. Autobrake should be disconnected before 20 kt is reached.
Max reverse (or idle reverse depending on airport regulations or airline policy) should be selected immediately after main gear touchdown. PNF should monitor spoiler deployment (ECAM WHEEL page), operation of reverse thrust (E/WD) and the operation of autobrake (green decel light on AUTO/BRK panel) and notify PF of any non normal indications.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS LANDING - LANDING AND STOPPING THE A/C - 1.02.22 Page 3
REV 21 MAY 98
LIFT IMPROVEMENT PACKAGE (LIP)
The A321-200 (and some later A321-100) is fitted with aerodynamic improvements to the wing leading edge (LIP) which improve the maximum Lift Coefficient in CONF FULL. This leads to a reduction of 3 to 4 knots of VLS CONF FULL, lower possible approach speeds and a reduction in landing distance required. However, for normal landings and Autolands with the lower approach speeds there would be a reduced margin relative to landing tailstrike . Therefore the use of the reduced approach speeds is restricted to short runway operations.
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