A319 Pilots Please read !!!
Join Date: May 2007
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Hi,
Never any problems, flying all three variants (319/20/21). I do it the way it was tought in TR course.
At 30ft I start to compensate the nose down trim with a small sidestick input, at 20ft I close the throttles and start the flare. When flaring the attitude of the a/c varies a bit with the weights so it is best to look outside and feel the V/S and altitude of the a/c by visual cues and just fly it all the way down.
If flying very heavy (321) I close throttles earlier around 40 to 50ft due to higher inertia and also start the above mentioned actions about 10ft earlier.
In heavy x-wind I fly it with crab and do the flare and while flaring at 10ft decrab it keeping wings level with sidestick (sometimes even banking against the wind).
Safe landings,
Olabade
Never any problems, flying all three variants (319/20/21). I do it the way it was tought in TR course.
At 30ft I start to compensate the nose down trim with a small sidestick input, at 20ft I close the throttles and start the flare. When flaring the attitude of the a/c varies a bit with the weights so it is best to look outside and feel the V/S and altitude of the a/c by visual cues and just fly it all the way down.
If flying very heavy (321) I close throttles earlier around 40 to 50ft due to higher inertia and also start the above mentioned actions about 10ft earlier.
In heavy x-wind I fly it with crab and do the flare and while flaring at 10ft decrab it keeping wings level with sidestick (sometimes even banking against the wind).
Safe landings,
Olabade
Join Date: May 2000
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PantLoad
I find it helps to know what you have to teach.
NSF
Thank you, Sir, you are a gentleman and a scholar.
Wingswinger
A particular bugbear of mine is pilots who kick off the drift. I prefer those who smoothly apply rudder to align the aircraft with the runway...
You must be reading the Airbus FCOM and FCTM.
NSF
My own opinion is that TyroPicard is exactly right.
Wingswinger
Don't forget to kick off the drift.
I mean, the man is a rated and experienced Airbus pilot, he knows what FCTM says, he knows how to land airplanes. But just about everyone who knows, says that the 319 is more difficult to land than the 320. So I thought he'd appreciate a bit more detail. 
Join Date: Mar 1999
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Flare smoothly at 17ft, simultaneously closing the thrust levers at to be at idle by 5ft.
If you underflare - ouch! Delay reducing thrust - don't pull back excessively as you are just rotating the wheels into the ground (think C of G and where the main wheels are) and flare a bit higher next time!
If you overflare, relax the back pressure and drop the into wind wing.
If you flare correctly (ie you are about 10cm above the ground) relax the back pressure / ease forward very slightly and you won't feel the wheels touch.
If you underflare - ouch! Delay reducing thrust - don't pull back excessively as you are just rotating the wheels into the ground (think C of G and where the main wheels are) and flare a bit higher next time!
If you overflare, relax the back pressure and drop the into wind wing.
If you flare correctly (ie you are about 10cm above the ground) relax the back pressure / ease forward very slightly and you won't feel the wheels touch.
do I determine 17ft ? 
Join Date: Aug 2003
Location: Hampshire physically; Perthshire and Pembrokeshire mentally.
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JC,
Thanks for the reminder of what the FCTM says. In my copy the operative words are "in the case of very strong crosswinds" and "may" which in my view does not indicate that the technique should be applied routinely in light crosswinds which is the point I was making. Just above that it says that "during the flare the rudder should be applied to align the aircraft with the runway heading". Perhaps I should have been more specific.
TP,
Of course, you are right. Just my colourful language. It's just that "smoothly applying the rudder to align the aircraft with the runway" is such a mouthful to get out when one is demonstrating and pattering in the simulator.
Thanks for the reminder of what the FCTM says. In my copy the operative words are "in the case of very strong crosswinds" and "may" which in my view does not indicate that the technique should be applied routinely in light crosswinds which is the point I was making. Just above that it says that "during the flare the rudder should be applied to align the aircraft with the runway heading". Perhaps I should have been more specific.
TP,
Of course, you are right. Just my colourful language. It's just that "smoothly applying the rudder to align the aircraft with the runway" is such a mouthful to get out when one is demonstrating and pattering in the simulator.
Join Date: Nov 2003
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I really think you should ask a training pilot in your airline. If it's a real problem ask for a flight with a trainer to try to sort it out.
I actually think some of the advice you have on this thread is not helpful.
ie add 10 kts .......
try that on a short runway with a slight tailwind and you'll regret it.
I actually think some of the advice you have on this thread is not helpful.
ie add 10 kts .......
try that on a short runway with a slight tailwind and you'll regret it.
Join Date: Sep 2000
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The reason some of us forget to remove drift before impact may be 'cause we've just come from a 737 where it is allowed with castoring mainwheels. When the nosewheel lands a few feet off the centre line, it reminds me that i forget to straighten it up.
Join Date: Feb 2006
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I dont think there is a secret 'technique' as such.
I think in these days of using the auto thrust people are left out of the loop.
We never learnt to land and airplane just using pitch with somebody else controlling the thrust levers did we?
It upsets the balance.
Leave out the auto thrust and be in full control of all axis, you get a much better feel.
I think in these days of using the auto thrust people are left out of the loop.
We never learnt to land and airplane just using pitch with somebody else controlling the thrust levers did we?
It upsets the balance.
Leave out the auto thrust and be in full control of all axis, you get a much better feel.
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After several years an A-320/319 I gave up the idea of smooth landings. 30ft idle , pull the stick, wait for the Earth response.
If you use this technick 1.3g landing will not disapoint you, but soft landing will be a nice surprise making you happy.
Vapp+5, idle delay - OK, but you gotta be familiar with the bird behaviour, when it's actually necessary to get down firmly when in x-wind or contaminated RW or snowfall or who knows...
If you use this technick 1.3g landing will not disapoint you, but soft landing will be a nice surprise making you happy.
Vapp+5, idle delay - OK, but you gotta be familiar with the bird behaviour, when it's actually necessary to get down firmly when in x-wind or contaminated RW or snowfall or who knows...
