Thrust on during flare...Q for AIRBUS test pilots...

[nitpicker330]

There is nothing new in the FCTM regarding the Retard call that I can see?

At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is a reminder rather than an order. When best adapted, the pilot will rapidly retard all thrust levers depending on the conditions, the pilot will retard earlier or later. However, the pilot must ensure that all thrust levers are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown.

There is the usual warnings section that details the RETARD call will happen if one Engine is in Reverse but the other thrust lever is not at Idle, RETARD will continue until you fix the condition.



However I did find yet another Reference to controlling IAS on approach using thrust.....

Yet more proof Noodle and 737Jock are way off base and need re-training:--

SUPP PROCEDURES POWER PLANT---


USE OF AUTOTHRUST IN APPROACH The pilot should use autothrust for approaches. On final approach, it usually gives more accurate speed control, although in turbulent conditions the actual airspeed may vary from the target speed, by as much as 5 kt. Although the changeover between auto and manual thrust is easy to make with a little practice, the pilot should, when using autothrust for the final approach, keep it engaged until he retards the thrust levers to idle for touchdown. If the pilot is going to make the landing using manual thrust, he should disconnect the A/THR by the time he has reached 1 000 ft on the final approach. If he makes a shallow flare, with A/THR engaged, it will increase thrust to maintain the approach speed until he pulls the thrust levers back to idle. Therefore, he should avoid making a shallow flare, or should retard the thrust levers as soon as it is no longer necessary to carry thrust, and if necessary before he receives the “retard” reminder. Although use of the autothrust is recommended for the entire approach, this does not absolve the pilot from his responsibility to monitor its performance, and to disconnect it if it fails to maintain speed at the selected value. Such monitoring should include checking on whether or not the managed speed, calculated by the FMGEC, is reasonable.