A345...
Its half correct. With side stick flying, the Capt cannot see what imputs the FO is doing to the Aircraft at flare. Therefore, he doesn't know if the inputs are excessive or not... At flare, there is a split second moment to react if the FO is not flaring properly for the situation. If the capt reacts too fast, and forgets to hold the FO disconect pushbutton, or at least doesnt hold it in... then the commands are added. In effect adding the Capts and the FO's together, so its a bit dangerous for a capt to take control right at flare. Not to mention, the Capts sidestick when not being used is in neutral, and the FO's who is flying may be full back or somewhere else. IF the capt hits the disconnect at neutral, the aircraft will sense a command of neutral and go to neutral from where the FO's command was. If your reacting to a downdraft, then your gonna have an even harder G landing than the FO had. Again I say, the capt has no measure of knowing where the FO's input is at. To take control at flare, ideally the capt would first have to equal the FO input, then press the disconnect, then react to the situation. By that time the thrust reversers are out and its too late.
In a boeing, the Capt can see whats happening to the yolk and thereby immediatly see what the FO is doing. And all he needs to do is "help" the FO through the situation by checking the controls. Simple.
This is why its not reccomended for any pilot in an airbus to take over from the other pilot during the flare, and that occasionally, on an airbus, you get a tailstrike or heavy landing. Incidentally, most of the tailstrikes ive seen/heard lately have been from Capts. Not FO's.
Also, pretty hard to tailstrike a 320. Must be more to the story.
Orange.