.  
The trainee will :

-land the nosewheel after main gear touchdown(which also allows pitch trim reset)
-track the runway centreline using rudder pedal inputs only -

.  
advance the thrust levers approximately 2" (5 cm) forward (to prevent engines reducing to ground idle).

.  
The instructor will :

-call "stand up"
-move the flap handle to the position two detent and confirm the flaps are running
-reset the rudder trim if necessary
-monitor the forward movement of the pitch trim
-place one hand behind the thrust levers ensuring they are advanced approximately 2" (5 cm)
-reset the FDs and crossbars as necessary
-call "GO".

.  
The trainee will :

-advance the thrust levers to the TOGA detent
-maintain the runway centreline.

.  
The instructor will :

-monitor engine acceleration
-
check FMA announciation (when appropriate)

-
check GA thrust obtained and call "POWER SET"

-call "ROTATE" at VAPP
-maintain his hand behind the thrust levers to ensure no inadvertent reduction of power or unwanted stop

.  
The trainee will :

-rotate the aircraft to the pitch attitude commanded by the SRS or 15° if no FD is available.
(See following diagram)
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS GENERAL  1.02.01  Page 24 
REV 21  MAY 98 

03 - EQUIPMENT (CONT’D)
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)

b. Flight Training Policy (cont’d)
5. Touch and Go (end)

.  
Following gear retraction the instructor will call for CLB thrust.

.  
The trainee will move the thrust levers to the CLB detent (the FMA will read CLB SRS GA TRK).

At acceleration altitude or ALT*, which ever occurs first, and F speed : select FLAP 1. Approach may be activated at this stage, or as soon as the required flaps configuration for the following circuit is reached (configuration other than 1).
Emergencies :
If the instructor wishes to abandon the touch and go he will call "STOP" simultaneously taking control of the aircraft and bring it to a halt using maximum braking and reverse. Once the aircraft has stopped he will call for any appropriate ECAM actions. The decision to discontinue a touch and go after the application of TOGA must only be taken if the instructor is certain that the aircraft cannot safely fly. Remember there is no V1 on a touch and go. Note that the take-off configuration warning may sound if the application of TOGA is made while the flaps or pitch trim are resetting but still outside the take-off range.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS GENERAL  1.02.01  Page 25 
REV 21  MAY 98 

03 - EQUIPMENT (CONT’D)
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
6. Radio Communications / External Lookout
The instructor is responsible for all radio communications and maintaining a visual lookout for conflicting air traffic. The trainees (including the observer in the jump seat) should be encouraged to back up the instructor in this regard and to immediately inform him of any potential conflict.
7. Next Exercise
The instructor will inform the trainee of the next exercise to be performed during the downwind leg, and he will confirm the trainees’ understanding of this exercise. During each approach, the instructor will remind the trainee whether a full stop, a touch and go, or a go around will be performed.
8. Instructor Take-over
In Flight :
On the A320, there is no intermediate step for corrections between voice recommendations (oral guidance) and total take-over by pressing the push-button on the sidestick. Because of the nature of the "fly by wire" system, additive control inputs by the instructor may be of negative value for instruction purposes and can generate confusion in the handling of the trajectory. This should be emphasized and reviewed with the trainees during the preflight briefing. If take-over becomes necessary during the flight, instructor will clearly call "I HAVE CONTROL" and press sidestick priority pushbutton. The trainee will acknowledge by calling "YOU HAVE CONTROL", release the sidestick and observe the red arrow on the sidestick priority panel on the glareshield. Instructor will keep his side priority pushbutton depressed until the aircraft is under full control and it is safe to return control to the trainee. However there may be cases where it is necessary to apply back stick without warning in case of a very late flare. It must be emphasized that a take-over is a very rare occurence and that if a take-over is necessary the trainee should not regard this as a negative development but the normal take-over method for an A320.
　
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