NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
MAXIMUM DEMONSTRATED CROSSWIND FOR LANDING
Applicable to: ALL
The maximum demonstrated crosswind at landing is 38 kt (gust included).
CALL OUT
Criteria: SA
1 Applicable to: MSN 0045-2907, 3271-3305, 3344, 3551, 3620-3687, 3822-3918, 3970, 4020-4052
If pitch attitude exceeds 10 °, the PNF will announce "PITCH".
CALL OUT
Criteria: SA, 321-200
2 Applicable to: MSN 3130-3212, 3326-3340, 3367-3498, 3557-3619, 3752-3792, 3955, 4002-4009, 4078
If pitch attitude exceeds 7.5 °, the PNF will announce "PITCH".
DEROTATION
Applicable to: ALL
When the aircraft is on the ground, pitch and roll control operates in Direct Law. Consequently, when the aircraft touches down, the pilot flies the nose down conventionally, varying sidestick input as required, to control the derotation rate.
After touch down, when reverse thrust is selected (on at least one engine) and one main landing gear strut is compressed, the ground spoilers partially extend to establish ground contact. The ground spoilers fully extend when both main landing gears are compressed. A small nose down term on the elevators is introduced by the control law, which compensates the pitch up tendency with ground spoiler extension.
It is not recommended to keep the nose high in order to increase aircraft drag during the initial part of the roll-out, as this technique is inefficient and increases the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a hard nose gear touch down.
ROLL OUT
Applicable to: ALL
NORMAL CONDITIONS
During the roll out, the rudder pedals will be used to steer the aircraft on the runway centreline. At high speed, directional control is achieved with rudder. As the speed reduces, the Nose Wheel Steering (NWS) becomes active. However, the NWS tiller will not be used until taxi speed is reached.
NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
CROSSWIND CONDITIONS
The above-mentioned technique applies. Additionally, the pilot will avoid setting stick into the wind as it increases the weathercock effect. Indeed, it creates a differential down force on the wheels into the wind side and differential drag due to spoiler retraction.
The reversers have a destabilizing effect on the airflow around the rudder and thus decrease the efficiency of the rudder. Furthermore they create a side force, in case of a remaining crab angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite noticeable on contaminated runways with crosswind. In case a lateral control problem occurs in high crosswind landing, the pilot will consider to set reversers back to Idle.
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