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Use a radar tilt of 5-8° UP if radar required during takeoff.
Normally set a departure heading for selection at 400’. Note: set the heading you
will need at 400’. If you are using a SID departure where NAV is required NAV
mode will engage at 30’ automatically, do not set a heading for NAV departure.
Use ARC or ROSE NAV on takeoff on your EFIS ND settings. Do not fly around
in PLAN. Only use PLAN as a momentary reference in-flight.
US Airways Airbus A319, A320, A321 Notes
85
RTO – Rejected Takeoff (PH 2d.7)
ECAM will inhibit all warnings/cautions that are not paramount from 80 kts. to
1500’ AGL.
 The captain calls “Reject, My Aircraft”.
 Thrust Levers idle (when the thrust levers go to idle the ground spoilers
extend, which then trigger the autobrakes)
 F/O monitor autobrakes, call No Autobrakes if needed and notify tower
 Select Full Reverse
 F/O call “80”
 Maintain slight forward pressure on sidestick
 Stop aircraft
 Capt. inform passengers and flight attendants “This is the captain, please
remain seated”, etc.
Note: If necessary, maximum reverse may be used until aircraft comes to
complete stop.
Note: Autobrakes will not activate below 72 kts.
On takeoff the aircraft will “blend” from direct to normal law as it goes from
ground mode to flight mode. This means that the backpressure that you need to
hold the nose up will reduce to zero once normal law autotrim activates. You will
usually not really notice this change as the aircraft will be climbing quickly but
you will learn to release the backpressure around 100 to 200 ft. as the trim kicks
in or the nose will “balloon”. A good Airbus pilot quickly learns to minimize input
as many times the pilot is inducing a slight amount of sidestick pressure without
realizing it. Remember, the less input on the stick the better. You don’t want to
“confuse” the computers (or the pilot!).
New Airbus pilots tend to get into the habit of “slapping” the Thrust Levers back
from TOGA or FLX/MCT to the CL detent. While this will work it really isn’t the
best technique. The power reduction will be very noticeable in back to the
passengers and is harder on the engines when using TOGA or less aggressive
FLEX reductions. When the FLEX temp is around 60° there will be little or no
reduction when coming out of FLX/MCT to CL and this is why pilots get used to
just “slapping” the levers back. However, when the reduction is in the 30° range
or so (common on the 321) or at TOGA the immediate reduction is very
noticeable. Remember that when above CL you are manually controlling the
thrust but the FLEX has “capped” the thrust so that with large assumed temps
there is little or no change from FLX/MCT to CL. Just ease the thrust levers back
from FLX/MCT or TOGA to the CL detent slowly just as you would on any other
jet aircraft. Your passengers and engines will appreciate it!
US Airways Airbus A319, A320, A321 Notes
86
Max Rate of Climb: (PH 2e.3.3)
A319: 260 KIAS / .76M
A320: 260 KIAS / .76M
A321: 280 KIAS / .76M
Max Climb Angle: Slow to Green Dot Speed. EXPED climb pb will give maximum
climb angle by applying maximum climb thrust and controlling speed to down to
green dot. Note: EXPED pb can produce a rapid change and is not intended for
routine use. Use above FL 250 should be avoided.
V1 Cuts
Pick a line and stick to it no matter what on every takeoff. You will find that you
will just naturally put in the correct rudder for V1 cuts if you practice this on every
takeoff. You don’t have to hit the centerline lights but stay right on the centerline.
You should have the aircraft already stabilized with rudder before rotation
(assuming the cut is before the Rotate call). Bring the nose up to 10° (park it on
the 10° “shelf”) and hold it. Then follow the flight director. The only real Gotcha
here is that the aircraft takes off in Direct mode. It will then blend to Normal. This
means that you will have autotrim kicking in just after takeoff. Remember in
direct you will be holding back pressure to keep the nose at 10° until Normal law
with autotrim comes in and then you will need to release the back pressure on
the sidestick. In fact this is what happens on every takeoff. Be sure that you don’t
try to trim off the rudder so quickly that you are diverted from flying during the
blend from direct to normal as the trim coming in will cause you to pitch up if you
aren’t watching for it. Since technically the autopilot can be put on at 100’ some
　
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