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During rotation, the crew must not chase the FD pitch bar, since it does not give any pitch rate order, and might lead to overreaction.
Once airborne only, the crew must refine the aircraft pitch attitude using the FD, which is then representative of the SRS orders. The fly-by-wire control laws change into flight normal law, with automatic pitch trim active.
AIRCRAFT GEOMETRY
Criteria: 319-100
2 Applicable to: MSN 1668-2907, 3271-3305, 3344, 3551, 3620-3687, 3822-3918, 3970, 4020-4052
Tail strike pitch attitude
L/G compressed L/G extended
13.9 ° 15.5 °

AIRCRAFT GEOMETRY
Criteria: 320-200
3 Applicable to: MSN 0045-0499
Tail strike pitch attitude
L/G compressed
L/G extended
11.7 ° 13.5 °
 

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

AIRCRAFT GEOMETRY
Criteria: 321-200
4 Applicable to: MSN 3130-3212, 3326-3340, 3367-3498, 3557-3619, 3752-3792, 3955, 4002-4009, 4078
Tail strike pitch attitude
L/G compressed L/G extended
9.7 ° 11.2 °

TAIL STRIKE AVOIDANCE
Applicable to: ALL
INTRODUCTION
If tailstrike it is not a concern for the A318, the importance of this subject increases as fuselage length increases. Therefore, it is particularly important for A321 operators.
Tail strikes can cause extensive structural damage, which can jeopardize the flight and lead
to heavy maintenance action. They most often occur in such adverse conditions as crosswind, turbulence, windshear, etc.
MAIN FACTORS
EARLY ROTATION
Early rotation occurs when rotation is initiated below the scheduled VR. The potential reasons for this are:
? The calculated VR is incorrect for the aircraft weight or flap configuration.
? The PF commands rotation below VR due to gusts, windshear or an obstacle on the runway.
Whatever the cause of the early rotation, the result will be an increased pitch attitude at lift-off, and consequently a reduced tail clearance.
ROTATION TECHNIQUE
The recommendation given in the ROTATION TECHNIQUE paragraph should be applied.
A fast rotation rate increases the risk of tailstrike, but a slow rate increases take-off distance. The recommended rate is about 3 °/s, which reflects the average rates achieved during flight test, and is also the reference rate for performance calculations.
CONFIGURATION (NOT APPLICABLE TO A318)
When performance is limiting the takeoff weight, the flight crew uses TOGA thrust and selects the configuration that provides the highest takeoff weight.
When the actual takeoff weight is lower than the permissible one, the flight crew uses FLEX TO thrust. For a given aircraft weight, a variety of flap configurations are possible. Usually, the flight crew selects the configuration that provides the maximum FLEX temperature. This is done to
　
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本文鏈接地址：A318/A319/A320/A321 機組訓練手冊 FCTM Flight Crew Training Manual(66)