NORMAL OPERATIONS
PRECISION APPROACH
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
Intentionally left blank
NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
PREFACE
Applicable to: ALL
When Transitioning from IMC to VMC, the crew will watch the bird versus the aircraft attitude symbol in the center of the PFD. This provides a good assessment of the drift, thus in which direction to look for the runway.
But, then
? Do not turn towards the runway
? Do not duck under
MAIN GEAR CLEARANCE
Applicable to: ALL
The boxed images below are the one to retain to ensure about 20 ft wheel clearance at threshold.
use of VASI/TVASI/PAPI
use of VASI/TVASI/PAPI
NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
This technique will ensure that performance margins are not compromised and provide adequate main gear clearance.
FLARE
Applicable to: ALL
PITCH CONTROL
When reaching 50 ft, auto-trim ceases and the pitch law is modified to flare law. Indeed, the normal
pitch law, which provides trajectory stability, is not the best adapted to the flare manoeuvre. The system memorizes the attitude at 50 ft, and that attitude becomes the initial reference for pitch attitude control. As the aircraft descends through 30 ft, the system begins to reduce the pitch attitude at a predetermined rate of 2 ° down in 8 s. Consequently, as the speed reduces, the pilot will have to move the stick rearwards to maintain a constant path. The flare technique is thus very conventional.
Prior to flare, avoid destabilization of the approach and steepening the slope at low heights in attempts to target a shorter touchdown. If a normal touchdown point cannot be achieved or if destabilization occurs just prior to flare, a go-around (or rejected landing) should be performed. The
PNF monitors the rate of descent and should call "SINK RATE" if the vertical speed is excessive prior to the flare.
From stabilized conditions, the flare height is about 30 ft.
This height varies due to the range of typical operational conditions that can directly influence the rate of descent.
Compared to typical sea level flare heights for flat and adequate runway lengths, pilot need to be aware of factors that will require an earlier flare, in particular:
? High airport elevation.
Increased altitude will result in higher ground speeds during approach with associated increase in descent rates to maintain the approach slope.
? Steeper approach slope (compared to nominal 3 °).
? Tailwind.
Increased tailwind will result in higher ground speed during approach with associated increase in descent rates to maintain the approach slope.
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