Go Around

Set thrust levers to TOGA, this will activate go around mode and (if turned off) will turn on Flight Director. Go around flaps are to select one step up from the approach flap setting (i.e. if flaps Full, then select flaps 3, if flaps 3 then select flaps 2). During acceleration when at F speed go to flaps 1 whether you are at flaps 2 or 3.

Single engine go around follows same procedure (but will always be from Flaps 3 approach setting as final flap). At acceleration altitude begin engine out clean up procedure (altitude hold, F speed flaps 1, S speed flaps 0, etc.)

Note: If performance is not an issue during go-around the thrust levers may be brought back immediately to the CLIMB detent once the go-around mode is activated and MAN TOGA – SRS – GA TRK on FMA is verified.

Once TOGA is used please note that autothrust is now manually set and WILL NOT reduce until brought back to the Climb detent by the pilot (as during a normal takeoff). This means that the autothrust will not reduce on level out while in TOGA detent. If you are rapidly approaching an altitude in TOGA you must bring the thrust levers back to the Climb detent. When in TOGA the aircraft will continue to accelerate when level until it hits the Vmax limit and Normal law takes over. The long and short here, if you TOGA on go around be ready to reduce thrust faster than normal if leveling at a low altitude. If LVR CLB flashes in the FMA you may reduce to Climb Power (CL) detent.

Go Around Callouts

PF	PM
“Go Around” (Thrust Levers to TOGA) “TOGA”	“TOGA Set”
“Go Around Flaps”	“Go Around Flaps” (set flaps one step up)
“Gear Up”	“Positive Rate” “Gear Up” (position gear lever up, disarm spoilers)
“Advise ATC” · Consider reducing to power to CL detent once stabilized in climb. · Follow missed approach procedure or follow ATC commands. · Continue with normal takeoff clean-up.	Advise ATC of missed approach or go around.

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Landing

Note: these are my personal tips and not necessarily procedures.

Bring thrust levers back to idle at about 30’ in normal conditions. Flaps 3 will not slow as quickly and you may wish to reduce to idle closer to 50’ more often here. The aircraft has plenty of airspeed and energy with managed speed being flown and you will not need to delay thrust reduction to ensure proper flare in normal conditions. In gusty condition you may want to carry thrust longer. Don’t let nose drop when normal nose down pitch is added at 50’ in flare mode. I was used to flying smaller (and shorter geared!) jets and found it helpful to move my aim point on the runway from the 1000’ marker to halfway between the 1000’ and 1500’. Try to have the flare started by the 10’ call. Do not carry thrust to the flare as the autothrust will begin to command climb thrust as speed deteriorates if you do not bring back idle. This will cause a “thrust bump” that will have you floating down the runway with excess energy.

On touch down use positive nose down to lower the nose. Be careful not to let the nose ride up when reverse is selected. Select Full Reverse as you lower nose. As the aircraft slows through 80 knots slowly push the thrust levers back toward idle reverse so as to be at or near idle reverse at 60 knots. Be sure you push the thrust lever all the way back through the detent into forward idle. Then retard the lever again against the stop to ensure minimum forward thrust in idle.

Flaps 3 landings will tend to float more than Flaps Full. Be very careful when using Flaps 3 on shorter runways that you ensure touch down in a timely manner. Aircraft seems to level out in flare with Flaps 3 more quickly than with Flaps Full. Use a more “subtle” flare with Flaps 3 than with Flaps Full.

Crosswind Landings – Despite rumors, the Airbus uses conventional crosswind landing technique. Two points however; first, as the Airbus uses roll rate for the ailerons the pilot cannot HOLD the sidestick in the crossed control position. The sidestick must be released once the bank angle is established. Think of “bumping” in the needed bank. It is more intuitive than it sounds! Second, the sidestick is as sensitive in the flare as in cruise. Care must be taken to use measured inputs to the sidestick. The PH recommends aligning the aircraft with the runway centerline during the flare with the rudder. I normally use about 50 ft. to start aligning the nose. Maintain the aircraft on the centerline with roll control. Release all roll input when the aircraft is on the ground.

A persistent myth is that the Airbus will blend back to direct law during the flare mode. This is not true. The aircraft remains in normal law but normal law has a flare mode that adds a pitch down at 50’. Why do they add this pitch down? It is actually due to the autotrimming in normal law. If you didn’t have a pitch down to hold against then when you began your flare the autotrim would just trim off your flare. Then you would balloon and pitch over, it would retrim and you would start all over again. So the pitch over is to give you an artificial back pressure to feel during the flare but it is not a blend back to direct. You will go to direct once you are on the ground.

Another misperception is that some folks will reduce the power very slowly. However, remember that autothrust is active until the thrust levers are all the way to idle (assuming autothrust is already active). So once you bring the thrust levers out of the Climb detent you aren’t actually reducing thrust until the levers get all the way back to where autothrust has them commanded. You will only be limiting the amount of thrust that can be commanded. If you bring the levers back slowly you are only reducing the maximum amount that can be commanded but not actually reducing the thrust until you get them very far back. If you wait too long you get the thrust bump we just talked about as autothrust is still trying to maintain the speed.

In gusty conditions don’t be afraid to use the full throw of the sidestick! In normal smooth air the stick can be very sensitive to slight pressures and is easy to overcontrol. However, in gusty conditions you may need to use full throw of the sidestick. There is actually some lag time from when you command full left or right roll and when the controls actually get there. If you don’t believe me watch the next time you do the flight control check. Quickly position the sidestick to full left or right and watch how long before the position indicators take to get there! Even if the lag is just in the indicators I have had the Airbus be slower than I wanted when commanding full aileron so the point here is if you think you need full roll authority go ahead and put it in. You can always take it back out if you don’t need all of it.

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Windshear (PH 18.8.x, QRH OD-4, FOM 10.6.x)

Takeoff – use TOGA, use longest suitable runway, use minimum allowable flap setting, consider increasing rotation speed if possible

Landing – Use Flaps 3, consider increasing approach speed

During a windshear encounter (reactive warning) the PF should call: “Windshear, TOGA”, apply TOGA thrust, roll wings level.

The PM should call altitude from radio altimeter and climb/descent trend:

“300’ descending, 200’ descending, 400’ climbing”. Follow Flight Director.

Don’t change gear/flap configuration until safe (ensure Speedbrake stowed).

For Predictive Windshear warning reject takeoff or go around on landing for Caution (amber and aural “Monitor Radar Display”) or Warning (red and aural “Windshear Ahead”). Do not reject takeoff/go around for Predictive Advisory.

EGPWS (PH 18.9)

Ø TOGA thrust

Ø Autopilot off

Ø Roll wings level

Ø Sidestick FULL AFT until at safe altitude

The PM should call altitude from radio altimeter and climb/descent trend:

“300’ descending, 200’ descending, 400’ climbing”.

PM call out safe altitude “MSA is 6,500 ft.”

Don’t change gear/flap configuration until safe (ensure Speedbrake stowed).

Low Energy Warning (PH 18.11, PH 14.1.11)

If during approach conditions additional thrust is needed to recover a positive flight path you will get a synthetic voice: SPEED, SPEED, SPEED

Increase thrust until warning stops

TCAS RA Maneuver (PH 18.12)

If a traffic resolution is given (CLIMB, DESCEND, MAINTAIN VERTICAL SPEED MAINTAIN, ADJUST VERTICAL SPEED ADJUST):

Ø Autopilot – OFF

Ø Both Flight Directors – OFF “Flight Directors OFF”

Adjust vertical speed as required to remain in green area of vertical speed scale (stay outside of red). Avoid excessive maneuvers, if needed use full speed range from V_max to α_max.

Go Around must be performed if RA CLIMB or INCREASE CLIMB is given on final approach.

After clear of conflict autopilot and flight directors may be put back on.

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