ROLLOUT: CONFIRM DECELERATION AND RETAIN CONTROL
Confirm actual ground-spoiler deployment, select appropriate reverse and monitor engine indications and deceleration. The prepared systems now need an observed result. If deceleration is not as expected, use the applicable response rather than waiting for an armed or selected indication to become more reassuring. [13, PDF pp. 188-193]
Maintain directional control and reduce speed for a suitable exit while monitoring reverse reduction and braking. Under the cited normal guidance, reverse selection commits the aircraft to a full-stop landing. Retain that distinction from the airborne go-around planned earlier in the approach. [13, PDF pp. 188-193] [14, PDF p. 1153]
Turn off at a safe speed and continue until the aircraft is fully clear of the runway and relevant protected area before after-landing reconfiguration. Select an exit the aircraft can negotiate under control. Reaching a particular taxiway is secondary to retaining directional and speed control. [14, PDF pp. 1159-1160] [13, PDF pp. 201-202]
Original Airbus crosswind-skid recovery illustration after touchdown: reverse and brakes are released, directional control is regained, then reverse and braking are reapplied. This depicts the stated recovery condition. [13, PDF p. 192]
IN PRACTICE: Let the stopping plan do its work
Before you begin: The main gear has touched down and the levers are at IDLE. The landing-performance and braking/reverse plan are the ones briefed for this runway.
1. Confirm lift dumping
Action. Check the actual ground-spoiler deployment and the aircraft settling onto the runway.
Check. Ground lift is being removed so the wheel brakes can act effectively. [13, PDF pp. 188-193] [14, PDF pp. 1153-1154]
2. Select the briefed reverse thrust
Action. Deploy the reversers and use the planned reverse level while maintaining directional control. Once reverse has been selected, continue the full-stop landing.
Check. Reverse indication and engine response agree with the selection. The flight is now committed to the landing rollout under the normal guidance. [13, PDF pp. 188-193] [14, PDF p. 1153]
3. Check actual deceleration
Action. Monitor the selected autobrake or use the required manual braking. Compare the actual slowing with the stopping plan; a DECEL indication, where shown, refers to achieved deceleration.
Check. The aircraft is slowing sufficiently for the runway remaining, and braking is being assessed by its result. [13, PDF pp. 188-193] [14, PDF pp. 1153-1154]
4. Keep the pedals doing the high-speed steering
Action. Use the rudder pedals to maintain the runway centreline. Keep the tiller for taxi speed rather than using its high steering authority during the fast rollout.
Check. Directional control remains smooth while the balance between rudder and nosewheel steering changes with speed. [13, PDF pp. 188-193]
5. Reduce reverse and prepare to vacate
Action. Reduce reverse towards idle in the normal sequence and stow the reversers before leaving the runway. Take a suitable exit at a controllable speed.
Check. The reversers are stowed and the aircraft can turn off safely without a rushed attempt to make an unsuitable exit. [13, PDF pp. 188-193] [14, PDF pp. 1153-1154]
6. Clear the runway before reconfiguration
Action. Continue until the whole aircraft is beyond the runway holding-position boundary. Then begin the after-landing flow when the taxi workload allows it.
Check. The aircraft and its tail are clear of the runway before the crew becomes occupied with configuration changes. [14, PDF pp. 1159-1160] [13, PDF pp. 201-202]
Complete when: The aircraft is clear of the runway, at taxi speed, with reverse stowed and the after-landing phase ready to begin.