Look inside when very close to touchdown?
Join Date: Aug 2003
Location: Hampshire physically; Perthshire and Pembrokeshire mentally.
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WST,
I'm a 320 TRI/TRE with nearly 8000 hours on 320 series (all variants except the 318).
Honestly, you should NOT be looking inside at the below 200ft except for the occasional glance to check your speed. When visual most of your attention should be outside looking at the RW, TDZ aiming point and the PAPI. Above say, 500ft, you may look inside at the PFD quite a bit but the frequency of that should reduce as your get nearer to the runway. Once below 200ft you should be focussed on the TDZ aiming point and you should not correct the flight path downwards if you get high - you have to accept a long touchdown (but still within the TDZ) or go around. So how do you do it, then?
Well, when on the ILS G/S or PAPI two reds/two whites at about 500ft, note the position of the TDZ aiming point in your windscreen. It should be about 1/3rd of the way up. Keep it there. If the TDZ aiming point moves up your windscreen you're going low - adjust. If it moves down, you're going high - again adjust it. Don't forget to co-ordinate the appropriate thrust adjustments if you're not using ATHR.
If the FD are off, you can use the FPV to check your flight path is -3 degrees when still above 200ft. If it isn't - adjust and recheck the position of the TDZ aiming point in your windscreen.
As you pass 50ft start to look at the far end of the RW in anticipation of the flare. At flare height look at the far end of the RW, close TL and flare (about 2 deg - but not with reference to the PFD). What you are doing regarding TL closure and initiating the flare is fine but remember as you gain experience that adjustments will have to be made to that technique in hot and high conditions.
Does the aircraft you fly have auto RA call-outs at 50, 40, 30, 20 and 10?. If so they should be about one second apart so you can use the cadence to judge your vertical speed towards the TD point and the flare.
You can employ your peripheral vision to help in flare judgement as well. On a standard 45m wide RW the RW edges should be roughly level with your ears at flare height. Obviously this cue will be different on a 60m wide RW and on a narrow RW. It does depend on your sitting height being correct so make sure your seat height is properly adjusted. Too many young pilots sit too low and it doesn't help them.
Finally, I liken the flare manoeuvre to an attempt to fly the aircraft wheels level two feet above the runway. This mental concept has helped quite a few young pilots.
Runway slopes in the TDZ will require a modified flare. If it slopes down, flare very slightly less, if it slopes up flare very slightly more. I can't quantify it. Using the "attempt to fly level above the RW" concept works well.
Finally, this advice is unofficial. You should discuss it with your friendly neighbourhood TC.
You're not Orange, by any chance are you?
HTH,
WS
I'm a 320 TRI/TRE with nearly 8000 hours on 320 series (all variants except the 318).
Honestly, you should NOT be looking inside at the below 200ft except for the occasional glance to check your speed. When visual most of your attention should be outside looking at the RW, TDZ aiming point and the PAPI. Above say, 500ft, you may look inside at the PFD quite a bit but the frequency of that should reduce as your get nearer to the runway. Once below 200ft you should be focussed on the TDZ aiming point and you should not correct the flight path downwards if you get high - you have to accept a long touchdown (but still within the TDZ) or go around. So how do you do it, then?
Well, when on the ILS G/S or PAPI two reds/two whites at about 500ft, note the position of the TDZ aiming point in your windscreen. It should be about 1/3rd of the way up. Keep it there. If the TDZ aiming point moves up your windscreen you're going low - adjust. If it moves down, you're going high - again adjust it. Don't forget to co-ordinate the appropriate thrust adjustments if you're not using ATHR.
If the FD are off, you can use the FPV to check your flight path is -3 degrees when still above 200ft. If it isn't - adjust and recheck the position of the TDZ aiming point in your windscreen.
As you pass 50ft start to look at the far end of the RW in anticipation of the flare. At flare height look at the far end of the RW, close TL and flare (about 2 deg - but not with reference to the PFD). What you are doing regarding TL closure and initiating the flare is fine but remember as you gain experience that adjustments will have to be made to that technique in hot and high conditions.
Does the aircraft you fly have auto RA call-outs at 50, 40, 30, 20 and 10?. If so they should be about one second apart so you can use the cadence to judge your vertical speed towards the TD point and the flare.
You can employ your peripheral vision to help in flare judgement as well. On a standard 45m wide RW the RW edges should be roughly level with your ears at flare height. Obviously this cue will be different on a 60m wide RW and on a narrow RW. It does depend on your sitting height being correct so make sure your seat height is properly adjusted. Too many young pilots sit too low and it doesn't help them.
Finally, I liken the flare manoeuvre to an attempt to fly the aircraft wheels level two feet above the runway. This mental concept has helped quite a few young pilots.
Runway slopes in the TDZ will require a modified flare. If it slopes down, flare very slightly less, if it slopes up flare very slightly more. I can't quantify it. Using the "attempt to fly level above the RW" concept works well.
Finally, this advice is unofficial. You should discuss it with your friendly neighbourhood TC.
You're not Orange, by any chance are you?
HTH,
WS
Join Date: Apr 2005
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WhySoTough
There's a thread on here somewhere discussing the trashing of a TC Airbus in Kos back in 08. I can't post a link as I don't know how! But here is one from the AAIB copied and pasted for you. Something to do with following flight directors close to the ground..Not a good idea it seems.
http://www.aaib.gov.uk/cms_resources...JZ%2012-08.pdf
http://www.aaib.gov.uk/cms_resources...JZ%2012-08.pdf
Last edited by shaun ryder; 10th Jan 2013 at 13:00.
