Originally Posted by
ModularMerchant
I'm a new-ish Airbus Pilot. A lot of great advice has been given. So I'll add my piece.
Firstly, a good landing starts with a good approach, so assuming a 3-degree glideslope, you're looking for a V/S for 700fpm over the runway threshold. If you're a little high or low on the PAPI's, while temping correct this by "diving" or "shallowing off". I would accept this for what it is and continue as this is where destabilisation occurs.
Secondly, you could be landing in Flap 3, Flap Full, crosswind/tailwind etc, so while 30ft RA is a good datum height to initiate a flare. It can lead to floating or a hard touchdown depending on conditions and configuration. So another good way we got taught is to wait for the "visual closure rate". This is when the runway comes into view rapidly around 30-20ft RA. This helps to judge the flare massively as it accounts for different configs, conditions and weights of the aircraft. Some days you have a tailwind so you may see the closure rate come earlier than expected, so as a result you will flare earlier, opposite for a strong headwind etc. As you initiate the flare close the thrust levers and look towards the end of the runway rather than the touchdown zone markings. Don't forget you're flying the aircraft onto the ground as this is a big jet, it's not designed to be stalled onto the ground so no need to "keep it flying" as you still need to land within the touchzone, otherwise it's a go around! Also never push forward on the stick if you find yourself floating. Just ease the back pressure a tad and it'll settle down.
Lastly, your flare should be one continuous movement on the stick, not 2 "yanks". It should be a timely flare and is a fully visual manoeuvre. Continue actively controlling the closure rate to touchdown, actively maintaining the centreline using roll (bank), and finally rudder smoothly to align the aircraft heading with the runway axis. I think over-reliance on the RAD ALT calls for the flare should be avoided as a primary reference but more of a secondary reference to back up the height that you decided to flare. I find landing an A320 like this makes life much easier, as a result I've done some great landings (Of course I've had my fair share of firm ones too! Comes with the job).
Bottom line, the flare is a visual, timely manoeuvre with reference to visual cues, avoid using the RAD ALT as a primary guide, avoid a "2-step flare" and no need to overthink it!
Hope this helps. Happy landings!
I 100% agree every single word. Very nice explanation
