A320 Manual Landing Technique

[vilas]

Airbus - 2 A/P's and lands in a crab.

No. It doesn't. You can do it in the Simulator with 20kt crosswind. Open Flt. Ctl. page on ECP and you will see spoilers deployed to prevent wing rising as it de crabs.

[gnarlberg]

someone out there using a technique where you give a little thrust input prior touchdown ? 32F without shark let tend to let the speed drop fast so I reduce thrust a lot, flare and in 5 knots I give a quick little boost on the thrust and immediately retard, then I get smooth landings.

[compressor stall]

Originally Posted by gnarlberg

someone out there using a technique where you give a little thrust input prior touchdown ? 32F without shark let tend to let the speed drop fast so I reduce thrust a lot, flare and in 5 knots I give a quick little boost on the thrust and immediately retard, then I get smooth landings.

How far past the 1000’ markers do you touch down with that?

[AerocatS2A]

Originally Posted by gnarlberg

someone out there using a technique where you give a little thrust input prior touchdown ? 32F without shark let tend to let the speed drop fast so I reduce thrust a lot, flare and in 5 knots I give a quick little boost on the thrust and immediately retard, then I get smooth landings.

That sounds a lot like correcting a consistent slice in your golf swing by aiming 30° off from where you want the ball to go. What I mean is, if you are consistently giving a spurt of thrust in your flare then you are consistently retarding the thrust levers too early and you are better off correcting the underlying fault in your technique rather than adding an extra something to try and make it work.

[gnarlberg]

Nope, I usually hit the 1000‘ , 10% prior 60%on and 28% behind and some 2% long I would say. I don’t have problems with long landings because I don’t need a landing to be soft. I try to hit the 1000‘.

The thrust gives a small pitch up moment whereas pulling the stick sometimes make you pivot the gear into the RWY. My landings (TD) are usually with vapp(not slower) and always below 5degree pitch. I have colleagues landing with vls- and 7-9 degrees

[EGPFlyer]

Originally Posted by gnarlberg

Nope, I usually hit the 1000‘ , 10% prior 60%on and 28% behind and some 2% long I would say. I don’t have problems with long landings because I don’t need a landing to be soft. I try to hit the 1000‘.

The thrust gives a small pitch up moment whereas pulling the stick sometimes make you pivot the gear into the RWY. My landings (TD) are usually with vapp(not slower) and always below 5degree pitch. I have colleagues landing with vls- and 7-9 degrees

You're landing too fast then. FCTM says you should have a 10kt speed decay in the flare

[safetypee]

AerocatS2A, “… you are better off correcting the underlying fault in your technique rather than adding an extra something to try and make it work.“


gnarlberg, you might be seriously misleading yourself. Comparing your perceptions with statistical analysis might add at least 200ft to your impressions.
Also, that the landing performance is based on a reduction in speed of ~ 7 kts (according to type) during the flare, thus a higher speed increases landing distance and tends towards extending the flare, again increasing landing distance.

[OPL]

Originally Posted by John Citizen

Flare by looking at the far end of the runway, and just judge your sink rate as normal (looking at changing runway perspective and the runway edge lines/runway edge lights) to minimise sink and touchdown in the zone.

I hope this helps.

your method work well,
Can you explain the phrase above about lookout during and before the flare
thanks

[zone]

Originally Posted by vilas

Zone, if actual surface wind is higher than enterd then GS mini will increase Vapp but that doesn't increase Landing distance because the ground speed will be same as calculated before. Only thing is close thrust first and flare less. Why reduce GS mini protection by entering higher winds?

I understand your point, but appreciate it will increase landing distance if you float.(short runway) You would be surprised at how some don’t see the extra energy simply because they are on the Magenta Speed target, and flare too high, too much, carry too much speed etc.

[vilas]

Originally Posted by zone

I understand your point, but appreciate it will increase landing distance if you float.(short runway) You would be surprised at how some don’t see the extra energy simply because they are on the Magenta Speed target, and flare too high, too much, carry too much speed etc.

Flare and touchdown is a visual judgment manoeuvre. You adjust the inputs by watching the actual result. If someone doesn't have the judgment and is trying to execute it mechanically then GS mini is not at fault and should not be tinkered.

[Uplinker]

Originally Posted by OPL

your method work well,
Can you explain the phrase above about lookout during and before the flare
thanks

If you look towards the far end of the runway while flaring, you can perceive your rate of descent as a changing angle to the runway. You will see the runway edges or edge lights moving upwards in your peripheral vision.

If, instead, you look at your landing spot on the runway, you cannot see this changing angle so easily, which makes it harder to judge your rate of descent.

[AviatorDave]

Originally Posted by Uplinker

If you look towards the far end of the runway while flaring, you can perceive your rate of descent as a changing angle to the runway. You will see the runway edges or edge lights moving upwards in your peripheral vision.

If, instead, you look at your landing spot on the runway, you cannot see this changing angle so easily, which makes it harder to judge your rate of descent.

I find it interesting that these basics apparently need thorough discussion here, on a professional pilots forum.

[AerocatS2A]

Sometimes it’s just a language thing. Though I do recall flying with someone in a C152 who would look out the side window at the main gear to judge the touchdown

[Banana Joe]

It is a language thing, indeed. At the beginning of my training I could not land at all, either I would flare too high or too low. Looking at the end of the runway was not working for me. It was only when another instructor told me to look down the runway that all started working out.

[easymxp]

Originally Posted by Banana Joe

It is a language thing, indeed. At the beginning of my training I could not land at all, either I would flare too high or too low. Looking at the end of the runway was not working for me. It was only when another instructor told me to look down the runway that all started working out.

I agree. Never worked looking at the far end, too much static. Obviously neither in front of my nose. I look down the runway halfway to three quarters.

[Dan Winterland]

Best advice - don't ask for advice on an anonymous internet forum! You don't know who is posting and what bad habits they have picked up along the way. Or even for that matter, if they have only flown it on PC sims. With 8000 hours on the 320 series, I would say that some of the advice here is not the best. For example - what engines? The landing technique is slightly different for the two types. Take advice from your instructors and learn through experience. I have never had any real issues landing the A320. Yes, it's slightly different to more conventional control aircraft, but it doesn't present that many issues and is a safe aircraft right up to the crosswind limit.

[Oddball77]

Originally Posted by OPL

your method work well,
Can you explain the phrase above about lookout during and before the flare
thanks

I think he means look at the end of the RWY during the flare.

[John Citizen]

Can you explain the phrase above about lookout during and before the flare
thanks

At about 100' focus at the very far end of the runway and maintain this focus (continue to stare at the very far end of the runway) until touchdown. This will be the best way to assess the commencement of the flare, the initial backpressure movement required to reduce the rate of descent. This will also be the best way to assess the sink rate during the flare and adjust backpressure as required to minimise sink rate.

If you focus on the very far end of the runway, you can easily the determine the sink rate, and determine whether you are still descending, climbing (ballooning), or descending rapidly or slowly. You then just adjust the back pressure as required.

If you focus on the pavement immediately in front of you (the same way as you might when driving a vehicle, or as you might on takeoff) you will not be able to judge the sink rate so accurately. You must consciously force yourself to stare at the very far end of the runway, which might be different to the normal scan/focus (daily automatic focus) when driving a vehicle.

By focusing far ahead, you will have less tendency to perhaps flare too early (due to seeing the ground rush), or over flare, as you won't notice the ground rush/streaming so rapidly towards you as you descend towards it.

Up until 100', you should be focusing on the aim point.

After 100', focus on the end of the runway.

I hope this helps, and enjoy your landings.

[John Citizen]

Best advice - don't ask for advice on an anonymous internet forum! You don't know who is posting …... Or even for that matter, if they have only flown it on PC sims

I have over 10 years (maybe 9,000 hours) on a real A320.

Take advice from your instructors

Sorry, I might not be your instructor, but I am actually passing on advice from my own company (a real A320) instructor which has worked well for me. I found this advice good and so I hope to assist others.

You don't know who is posting and what bad habits they have picked up along the way

This advice was given to me on day 1 of line training (from a company instructor in a real A320) and I have not developed any bad habits by changing my way since day 1. My advice is from my instructor and not something I made up myself.

[AerocatS2A]

100’ seems a little early to be transitioning to looking at the end of the runway, but hey, whatever work for you.