We trained them to do it properly, that's how!
Normally you needed about 83% HP RPM with full flap and the speed at Vat+10 to 200ft. Then decrease the speed to be at Vat crossing the hedge. Any thrust corrections were +/- 2% if you had it right. Approaching the flare (no rad alt calls, 'Retard' or other assistance - just the Mk 1 eyeball!), call for 'idle power' and the FE smoothly closed the thrust levers. But you needed both hands on the yoke as it was so damn heavy, particularly in crosswinds - even for big strong chaps like Dan W - you smoothly pitched to the flare attitude and aligned the nose with the runway at the same rate with rudder, keeping the wings level with aileron, then a tiny tweak to cushion the actual touchdown. As the mainwheels touched (nice and gently), you called 'spoilers' and the NFP selected spoilers and idle reverse - you kept your hands on the yoke! As the nosewheel touched, call 'Full reverse' (if RW length required it). At 100 kt call from NFP, light pressure on brakes to check the brake lights without retardation, start moving hand to nosewheel steering tiller. At 80kt call from NFP, call for 'reverse idle', at 60kt call from NFP, call 'cancel reverse', then use necessary brake pressure to decelerate smoothly at a constant rate to be at 15-ish kt taxying speed at the RW exit. All done with much noise and smoke - but the aim in those days was passenger comfort.
Compare this to the average European 'arrival' at somewhere like Frankfurt these days. Approach is very comfy, but near the ground one's bum starts going 'half a crown - sixpence' in anticipation of what's coming next..... An almighty crash from the mains, down with the nose then thrown forward in your seat as the brakes are firmly applied, followed by a lateral lurch as they make the first available high speed because there's someone right behind on the approach! Gone are the days of taking pride in a smooth landing and gentle rollout. Sometimes if you got it 100% right in the VC10 the only indication that you were on the ground was tyre vibration as the thing decelerated....I've never experienced anything other than positive landings (some very positive ones indeed in the A321!) and firm braking in the 82 flights I've flown on as SLF in the last 12 months. Commercial pressure, carbon brakes - all cause such 'functional' rather than 'graceful' flying!