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ILS guidance may be used, if available, for the first ILS assisted visual approach, after this the use of the ILS should be restricted. Trainees are required to demonstrate their ability to fly a visual approach without ILS or VASI guidance. As has already been stated the FDs are not to be used for visual approaches. The FPV symbol is the most useful aid to establishing the correct approach path. Autothrust is normally used, again however, trainees must demonstrate their ability to fly the approach using both manual and automatic thrust. The speed trend arrow is particularly useful for achieving timely and correct thrust response. Care should be exercised to avoid descent through the correct approach path with idle thrust. Late recognition of this situation without prompt thrust increase may lead to considerable speed decay and altitude loss. Endeavour to have the aircraft "stabilised" by 500’ AGL, that is on the correct approach path at VAPP (or GS mini) with the appropriate thrust applied ; if stabilisation is not achieved, a go around should be considered. Avoid any tendency to "duck under" in the later stages of the approach. One dot below the glide at 50’ is 14’ below the ideal glide path, 2 dots is 28’. When the aircraft’s glideslope antenna is at 50’ the main gear is at 37’ AGL and at threshold the main gear is at 34’. In any event, avoid destabilisation of the approach in the last 100’ to give the best chance of achieving a good touch down at the required position.
18.Flare and Landings
Standard Landings :
The pilot’s view from the cockpit of the A320 during approach and landing is particularly good. The cockpit cut off angle is 20° which gives a superb view of the runway close to the aircraft. Students must make sure that they look well ahead during the flare and landing to enhance their ability to judge the position of the aircraft relative to the ground. At 20’ "Retard" will be called. Reduce the thrust levers promptly to idle. Commence a gentle progressive flare and allow the aircraft to touch down without a prolonged floating flare. Do not attempt to "hold the aircraft off" as considerable float may be followed by a hard touchdown.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS GENERAL  1.02.01  Page 30 
REV 21  MAY 98 

 

03 - EQUIPMENT (CONT’D)
AIRCRAFT (END) :
E. CONDUCT OF TRAINING FLIGHTS (END)
b. Flight Training Policy (end)
18.Flare and Landings (end)
Crosswind Landings :
Either the "forward slip" or the "decrab" technique may be used. The preferred technique is the decrab method ; allow the aircraft to point into wind, pushing it straight with gentle use of rudder during the flare. If the decrab is gentle, little, use of into wind aileron will be required if any. For rapid decrab using large or fast rudder inputs, the aircraft will roll conventionally and aileron sidestick inputs will be required (see also FCOM bulletin n° 21). REMEMBER the sidestick demands roll rate, once the wings are level centre the sidestick.
19.Caution
Avoid flaring high and prolonged "hold offs". Tailstrike will occur if the pitch attitude exceeds 13.5° (11.3° with the oleos compressed). Similarly the wing tip will scrape the ground at roll attitudes approaching 18°. It should also be remembered that there is a pitch up tendency with ground spoiler extension. If any doubt exists as to the safety of the flare or landing an immediate go around should be executed (see also FCOM bulletin n° 22).
DOCUMENTATION :
The following documentation will be provided, as appropriate, prior to the commencement of the flight. In particular, the weather folder, notams, ATC flight plan, overflight clearances and computer flight plan (where necessary), will be provided by AI/ST Operations by the time the crew report for briefing
　
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