Welcome to understanding the flare.
At the outset, it happens to everyone. Even senior “BUS” drivers will occasionally float.
With regard to flaring and avoiding a float, I don’t think there is a single rule or principle anyone can give. The environment is dynamic, and it is this very nature that teaches us to fly better.
Anyway, I’ll try my best to share my experience:
1. Wind awareness from early on When cleared for landing, or once you initiate the descent on the approach, make the ND wind part of your scan. Cross-check and verify it with tower-reported winds.
This helps you anticipate how the wind will affect your path and, in turn, your ground speed.
Rule of thumb: Rate of Descent on a 3° glide ≈ GS × 5
2. Stabilised approach and scan discipline Follow the glidepath until DA (on an ILS approach). Thereafter, increase your scan rate (inside–outside).
Point the aircraft where you want to touch down. Remember:
- Normal Law / Fly-by-wire: minimal inputs, small corrections
Continuously assess the wind on the ND and ask yourself:
- Am I expecting crosswind or quartering wind? From which side?
- Am I getting stronger headwinds than reported?
- If yes, consider reducing thrust slightly later than usual
- Am I getting stronger tailwinds?
- If yes, consider flaring slightly earlier and retarding thrust earlier
Note (especially A321neo): Autothrust is less responsive below ~150 ft AGL. Retarding thrust too early when speed trend is below VAPP can result in a firmer landing.
3. The most important bit – understanding the flare
(a) In real-world conditions, ROD cannot be a fixed 700 ft/min due to wind and gusts.
(b) Do not blindly chase the glidepath. Anticipate using wind information and GS-based ROD.
(c) As you get closer to the ground, understand flare law:
- A320 flare law activates at 50 ft RA
- A321neo transitions around 100 ft RA (with different flare characteristics)
The basic idea: the THS (Trimmable Horizontal Stabilizer) “freezes.”
For example:
- If at 50 ft RA you are holding a pitch corresponding to 500 ft/min ROD, the THS is trimmed for that condition
- If you then increase to 700 ft/min, the THS is still trimmed for the earlier pitch
By ~30 ft RA, when you initiate the flare:
- The flare input may become excessive, leading to a float (especially if thrust reduction is late)
- Conversely, if trimmed for a higher ROD earlier, flare input may be insufficient → firmer landing
This is particularly noticeable on the
A321.
4. Bottom line- Maintain a correct glidepath until DA
- After DA, increase scan rate (inside–outside)
- Continuously assess wind and its effect
- Adjust ROD based on GS and conditions
- Before ~100 ft RA, ensure pitch/ROD is where you want it (e.g., ~700 ft/min if appropriate)
- Do not chase PAPI or glidepath below this point
- If slightly high ROD, correct ROD and don’t hesitate to initiate flare slightly lower than usual to avoid float
- MOST IMPORTANT LAND ON THE CENTERLINE , FLOAT OR NO FLOAT