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? Bouncing at touch down
In case of bouncing at touch down, the pilot may be tempted to increase the pitch attitude to ensure a smooth second touch down. If the bounce results from a firm touch down, associated with high pitch rate, it is important to control the pitch so that it does not further increase beyond the critical angle.
APPROACH AND LANDING TECHNIQUES
A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate airspeed and flight path angle. The A/THR and FPV are effective aids to the pilot.
VAPP should be determined with the wind corrections (provided in FCOM/QRH) by using the FMGS functions. As a reminder, when the aircraft is close to the ground, the wind intensity tends to decrease and the wind direction to turn (direction in degrees decreasing in the northern latitudes). Both effects may reduce the head wind component close to the ground and the wind correction to VAPP is there to compensate for this effect.
When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to the attitude and sink rate. If a normal touchdown distance is not possible, a go-around should be performed.
If the aircraft has reached the flare height at VAPP, with a stabilized flight path angle, the normal SOP landing technique will lead to the right touchdown attitude and airspeed.
During the flare, the pilot should not concentrate on the airspeed, but only on the attitude with external cues.
Specific PNF call outs have been reinforced for excessive pitch attitude at landing.
After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the main part of the spoiler pitch up effect is compensated by the flight control law itself.
BOUNCING AT TOUCH DOWN
In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch down with a high pitch rate.
In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touch down during the go-around. Should it happen, it would be soft enough to prevent damage to the aircraft, if pitch attitude is maintained.
 

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

Only when safely established in the go-around, retract flaps one step and the landing gear. A landing should not be attempted immediately after high bounce, as thrust may be required to soften
the second touch down and the remaining runway length may be insufficient to stop the aircraft.
CUMULATIVE EFFECTS
No single factor should result in a tail strike, but accumulation of several can significantly reduce the margin.
　
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本文鏈接地址：A318/A319/A320/A321 機(jī)組訓(xùn)練手冊 FCTM Flight Crew Training Manual(118)