Strongresolve
You are entitled to your opinion however, it is a great worry that you are a TRI on an aircraft that you obviously know very little about and from your comments have no wish to learn. How can you teach on the aircraft when you know so very little about it. Before joining my present company I flew the B757 and 767 and they were very nice aircraft. In my present company I fly the A330/340-300 and 340-600 as a TRI/E so I feel qualified to comment. I rarely comment on PPRUNE now as some of the comments and threads are sadly lacking in Professional Pilot comment.
The A/THR never will work like a conventional throttle, and if you use high power like TOGA, the plane will enter in GO AROUND mode in any condition, and you PNF need extra work to take this plane from this mode, and go back on CRUISE or CLB mode, performing unlogical actions in the MCDU, that in other aircraft are not necesary.
Amazing statement from a TRI. Heard of the little red button on the side-stick and the A/THR disconnect buttons. I could then go on to explain in great detail how to recover the various situations quickly however, once the A/P and A/THR are out YOU put the aircraft where YOU want it and re-engage modes.
Back to topic for all the "Airbus Bashers" it is not the aircraft that has a problem more a lack of understanding or dare I say it training / ability due lack of training on the handling pilot. What you cannot do in the final 2-300 feet is input large corrections in pitch / ROD as you will set yourself up for a hard landing. Remember the auto-trim? It stops at 100' so if you have set up this high ROD you will have insufficient pitch authority to reduce the ROD without trimming the tail-plane - not a good idea in the flare. Remember the Iberia A346 "crash" landing in Quito, high ROD set up (plus high altitude) in final stages to go for the touchdown point. As there is the problem you say, well try doing it in a 747 and you might find you have the same results - these are BIG aircraft and have inertia!! Comparing the A346 to a A320 / B757 or B727 is apples and oranges.
One of the major problems seems to be that some pilots actually believe that the "Airbus" will save them no matter how bad a pilot they are - wrong. It is an AIRCRAFT and you still have to fly the aircraft. Normally through the A/P but if the automatics are not doing what you want or expect disconnect and FLY the aircraft. Goes for a Boeing as well, I first heard "whats it doing now" on a Boeing flight deck!!!