Retard-Throttel back to idle?
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Robini there are a couple of fundamental reasons for the "retard" auto callout on the Airbus.
Firstly it comes down to the whole philosophy of the airbus FBW series. When we take off the thrust levers are moved from the idle (or slightly ahead of this if taxiing under power) into either the TOGA or FLX detents. TOGA gives you all the available thrust for take off although is not used that often. FLX is used in order to reduce engine wear. Once airborne and passing your thrust reduction altitude which is usually around 1500agl then the thrust levers are manually moved from TOGA or FLX back into the CLB detent. The autothrust will be active by now and will manage the required thrust settings based on pilot inputs. The important point to note here is that you DO NOT touch the thrust levers again until landing. The thrust levers also DO NOT move in flight, they remain in the same position unlike on boeing aircraft where they will be moving and provide a visual clue that some pilots like to see to get a "feel" for what the aircraft is doing. Therefore the retard callout is a reminder that you need to pull the thrust levers back to idle and more than likely select an amount of reverse thrust - can be idle or full as required.
Secondly, as has been well described if you do not take the thrust levers back to the idle detent then the autothrust will chase your speed and the autobrakes and ground spoilers will not deploy. This has been shown with tragic results in the recent TAM accident.
In summary if you are in a stablised approach then our FCOM's say to flare at 30' and the auto callout will come in at 20'. The flare is no different to flying a small aircraft with the pilot looking out the window far ahead down the runway judging the flare height, using your peripheral vision to give you a cue and using the autocallouts as further guidance. Of course autolands are different but I won't go into those as it will confuse matters.
Hope this helps.
Firstly it comes down to the whole philosophy of the airbus FBW series. When we take off the thrust levers are moved from the idle (or slightly ahead of this if taxiing under power) into either the TOGA or FLX detents. TOGA gives you all the available thrust for take off although is not used that often. FLX is used in order to reduce engine wear. Once airborne and passing your thrust reduction altitude which is usually around 1500agl then the thrust levers are manually moved from TOGA or FLX back into the CLB detent. The autothrust will be active by now and will manage the required thrust settings based on pilot inputs. The important point to note here is that you DO NOT touch the thrust levers again until landing. The thrust levers also DO NOT move in flight, they remain in the same position unlike on boeing aircraft where they will be moving and provide a visual clue that some pilots like to see to get a "feel" for what the aircraft is doing. Therefore the retard callout is a reminder that you need to pull the thrust levers back to idle and more than likely select an amount of reverse thrust - can be idle or full as required.
Secondly, as has been well described if you do not take the thrust levers back to the idle detent then the autothrust will chase your speed and the autobrakes and ground spoilers will not deploy. This has been shown with tragic results in the recent TAM accident.
In summary if you are in a stablised approach then our FCOM's say to flare at 30' and the auto callout will come in at 20'. The flare is no different to flying a small aircraft with the pilot looking out the window far ahead down the runway judging the flare height, using your peripheral vision to give you a cue and using the autocallouts as further guidance. Of course autolands are different but I won't go into those as it will confuse matters.
Hope this helps.
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Well.... I wish I was a pilot yet. But what not is will become, I hope, student88!
Oh FLEX/MCT you have a really cool username
. Let's say my one contains a spelling mistake (the missing "E" in flex) so that your's is better. But pleeeease don't call me a kid, although the age where I might wish to be called a kid might come faster than I am able to think now 
Oh FLEX/MCT you have a really cool username
. Let's say my one contains a spelling mistake (the missing "E" in flex) so that your's is better. But pleeeease don't call me a kid, although the age where I might wish to be called a kid might come faster than I am able to think now
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One of the first lessons a pilot learns (or should learn) is: To climb, increase throttle. To descend, reduce throttle. It's so obvious to an experienced pilot that we forget to spell it out to the newcomer. 
I use the thrust levers to control and maintain the desired speed.
Are you one of those yanky doodle dandy crop dusting pilots who when they get below the glide on an ILS crank the Thrust levers forward to balloon back up onto the glide and when your speed drops you push the nose of the aircraft down to regain the correct speed.....absolute amatuer
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I am not an airbus pilot...
But I was always under the impression that once the a/c has left approach mode and gone into land mode, the engines will idle automatically regardless of whether the levers are 'in or out'???
I was also under the assumption that the a/c will go through the autoland motions on the PFD whether the autopilot is in or not...hence thrust idle at 30ish feet?
I could be talkin out of my bum cheeks though!!
But I was always under the impression that once the a/c has left approach mode and gone into land mode, the engines will idle automatically regardless of whether the levers are 'in or out'???
I was also under the assumption that the a/c will go through the autoland motions on the PFD whether the autopilot is in or not...hence thrust idle at 30ish feet?
I could be talkin out of my bum cheeks though!!
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Windsheer,
On the A330, RETARD mode is only automatic with an autoland. It commands Iidle thrust during the flare (from 40'RA). The "RETARD" callout comes at 10'RA and is an order to close the thrust levers to confirm thrust reduction.
When manually flying, the callout is a reminder at 20'RA, thrust will not automatically retard.
The FCOM is clear on the sequence, in an autoland, check the FMA/ATHR for IDLE at approx 30'RA and after the "RETARD" callout at 10'RA, move the levers to idle.
In a manual landing, at 20'RA, move the levers to idle if not already done.
On the A330, RETARD mode is only automatic with an autoland. It commands Iidle thrust during the flare (from 40'RA). The "RETARD" callout comes at 10'RA and is an order to close the thrust levers to confirm thrust reduction.
When manually flying, the callout is a reminder at 20'RA, thrust will not automatically retard.
The FCOM is clear on the sequence, in an autoland, check the FMA/ATHR for IDLE at approx 30'RA and after the "RETARD" callout at 10'RA, move the levers to idle.
In a manual landing, at 20'RA, move the levers to idle if not already done.
Last edited by Captain Marvel; 9th May 2008 at 00:11.
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I thought after a few reminders, 2 or 3 (?) the guy was talking louder … !?
It does not look so (from 2:10 in that nice video)
… About 2000 feet runway … left behind, but what a kiss Boss !
On the side, some pretend following PF inputs through that little nervous Side Stick Indicator … Not for me, no thank you.
It does not look so (from 2:10 in that nice video)
… About 2000 feet runway … left behind, but what a kiss Boss !
On the side, some pretend following PF inputs through that little nervous Side Stick Indicator … Not for me, no thank you.
