The worst scenatio on short final is being a little high on the last couple hundred feet. As you dive to regain the GSlope the Autothrust reduces thrust to keep the speed, and so you arrive very near terra firma with a bit of a high sink and the autothrust IS slow in adding power just when you reach the flare. But by all means, avoid the temptation to pull the nose to arrest the sink. Better to arrive like a load of bricks than scrape the tail.
This is an interesting comment from another thread talking about 321 versus 320.
If the guy pulls his sidestick (which Pilot Monitoring
will not notice) to pull the nose, there's a good chance that same PM will not be able to prevent that tailstrike ... and you can forget about your red button in such a time constrained situation.
If the guy pulls his control column (which PM
will notice) ... there's a good chance he's gonna put his hand to block that undesirable control column aft movement.
... and there are tons of exemples like that :
- ON THE GROUND
- VERY CLOSE FROM THE GROUND
when the margin for error is very thin
when time is very limited
In Direct Law the pilot is not prevented from doing anything, and it is as simple to engage DL as it is to disengage automation on more conventional airliners.
WHAT ???
Disengaging automation is part of every operation.
Now, how do you engage Direct Law in your every day operation ?
How often do you engage Direct Law in your every day operation ?
Is it an Airbus Standard Operation Procedure ?
Does your partner let you do that ?
747dd has never flown the thing but his comments are spot on, simply because it's based on LOGIC.
Originally Posted by clandestino
As an Airboos driver I'd also like to know what kind of unforeseen $h*t can hit my fans.
Usually people who talk like that don't wait too much to be corrected ...
... A touch of reserve and modesty does not hurt.
... but iI is true you have already 100 hours on that thing ...