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

prolong engine life. The first degrees of flexible thrust have an impact on maintenance costs about 5 times higher than the last one.
The configuration that provides the maximum FLEX temperature varies with the runway length. On short runways, CONF 3 usually provides the highest FLEX temperature, and the tail clearance at lift off does not depends on the configuration.
On medium or long runways, the second segment limitation becomes the limiting factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature.
In these cases, the tail clearance at lift off depends on the configuration. The highest flap configuration gives the highest tailstrike margin.
TAKEOFF TRIM SETTING
The main purpose of the pitch trim setting for take-off is to provide consistent rotation characteristics. Take-off pitch trim is set manually via the pitch trim wheel.
The aircraft performs a safe takeoff, provided the pitch trim setting is within the green band on the pitch trim wheel.
However, the pitch trim setting significantly affects the aircraft behaviour during rotation:
? With a forward CG and the pitch trim set to the nose-down limit the pilots will feel an aircraft "heavy to rotate" and aircraft rotation will be very slow in response to the normal take off stick displacement.
? With an aft CG and the pitch trim set to the nose-up limit the pilots will most probably have to counteract an early autorotation until VR is reached.
In either case the pilot may have to modify his normal control input in order to achieve the desired rotation rate, but should be cautious not to overreact.
CROSSWIND TAKEOFF
It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid using large deflection, resulting in excessive spoiler deployment. A direct effect of the reduction in lift due to the extension of the spoilers on one wing will be a reduction in tail clearance and an increased risk of tailstrike.
OLEO INFLATION
The correct extension of the main landing gear shock absorber (and thus the nominal increase in tail clearance during the rotation) relies on the correct inflation of the oleos.
ACTION IN CASE OF TAILSTRIKE
If a tailstrike occurs at take-off, flight at attitude requiring a pressurized cabin must be avoided and a return to the originating airport should be performed for damage assessment.
 

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

MAXIMUM DEMONSTRATED CROSSWIND FOR TAKE-OFF
Applicable to: ALL
The maximum demonstrated crosswind at takeoff is 38 kt (gust included).
AP ENGAGEMENT
Applicable to: ALL
The AP can be engaged 5 s after take-off and above 100 ft RA.
VERTICAL PROFILE
Criteria: SA
　
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