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braking force and cornering force vs antiskid
 
To correct back to the centreline, the pilot must reduce reverse thrust to reverse idle and release the
brakes. This will minimise the reverse thrust side force component, without the requirement to go through a full reverser actuating cycle, and provide the total tire cornering forces for realignment with the runway centreline. Rudder and differential braking should be used, as required, to correct back
to the runway centreline. When re-established on the runway centreline, the pilot should re-apply braking and reverse thrust as required.
 

  NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

Directional Control during Crosswind Landing
 
FACTORS AFFECTING LANDING DISTANCE
Applicable to: ALL
The field length requirements are contained in the FCOM PER, LND LANDING. The landing distance margin will be reduced if the landing technique is not correct. Factors that affect stopping distance include:
? Height and speed over the threshold
? Glide slope angle
? Landing flare technique
? Delay in lowering the nose on to the runway
? Improper use of braking system
? Runway conditions (discussed in adverse weather).
Height of the aircraft over the runway threshold has a significant effect on total landing distance. For example, on a 3 ° glide path, passing over the runway threshold at 100 ft altitude rather than 50 ft could increase the total landing distance by approximately 300 m/950 ft. This is due to the length of runway used before the aircraft touches down.
A 5 kt speed increment on VAPP produces a 5 % increase in landing distance with auto brake selected.
For a 50 ft Threshold Crossing Height, a shallower glide path angle increases the landing distance, as the projected touchdown point will be further down the runway.
Floating above the runway before touchdown must be avoided because it uses a large portion of the available runway. The aircraft should be landed as near the normal touchdown point as possible. Deceleration rate on the runway is approximately three times greater than in the air.
 

  NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

Reverse thrust and speedbrake drag are most effective during the high-speed portion of the landing. Therefore, reverse thrust should be selected without delay.
Speed brakes fully deployed, in conjunction with maximum reverse thrust and maximum manual anti-skid braking provides the minimum stopping distance.
Operational factors affecting actual landing distance
 
(1) Those coefficients are given as indications.
CLEARANCE AT TOUCH DOWN
Criteria: 319-100
3 Applicable to: MSN 1668-2907, 3271-3305, 3344, 3551, 3620-3687, 3822-3918, 3970, 4020-4052
　
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