ChristiaanJ
Yes, as
Brit312 has suggested, the pitch change as Concorde entered ground effect on landing was nose down.
In simple terms (i.e. as it was explained to me
) due to the nose up approach attitude, (10˝° PA) the wider trailing edge of the wing entered ground effect before the much narrower leading edge of the wing, meaning more lift was now being generated at the rear of the wing than before, aft of the CG, resulting in a nose down pitch change.
As you say, she landed at (or very nearly at) her approach attitude, with ground effect responsible for killing most of the rate of descent, but, during the last fifty feet or so, in order to maintain that steady pitch attitude against the increasing nose down pitch change, a definite, progressive, rearward movement of the control column was required, a movement that felt remarkably like a “flare” to the pilot.
The available pitch attitude range on landing was very tight. Depending on the approach speed selected, touchdown attitude typically would be 11° - 11˝°, with a warning call of “Attitude” from the NHP at 12˝° PA. On Concorde, effectively you only got one attempt at making a good landing, after that, with little room to manoeuvre (literally), you had to settle for a safe one, by making sure the wings were level, the rate of descent reasonable, and the pitch attitude within limits and just accepting whatever sort of touchdown she gave you!
The speed, pitch and tone of the F/E's voice, as he made the radio height calls, were as reliable an indication as any as to what sort of arrival was imminent!
Best Regards
Bellerophon