ATHR response delay
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I’m not familiar anymore with the old A320 but from my experience on the Neos and Sharklets ones I never saw sluggish behavior with the A/THR. Most of the times the large thrust variations I saw were due to aggressive pitch inputs by the PF. I always put thrust idle just before or during beginning of the flare at latest to avoid the engines spooling up unnecessarily.
Flying A/THR off is one of my favorite things while flying in good weather and it amazed me how the speed is so stable on A320.
I posted it earlier in another topic but if you look on that video a friend of mine made while I was flying raw data on A321 you can see how the speed is very stable and I barely moved the levers below 1000 feet.
Don’t know about you guys but personnaly I always fly at or above VAPP ( +5kt max ) while flying A/THR off to give me some margin. Don’t wanna take the risk of triggering a low speed protection.
Flying A/THR off is one of my favorite things while flying in good weather and it amazed me how the speed is so stable on A320.
I posted it earlier in another topic but if you look on that video a friend of mine made while I was flying raw data on A321 you can see how the speed is very stable and I barely moved the levers below 1000 feet.
Don’t know about you guys but personnaly I always fly at or above VAPP ( +5kt max ) while flying A/THR off to give me some margin. Don’t wanna take the risk of triggering a low speed protection.
Last edited by pineteam; 16th Nov 2020 at 11:49. Reason: Typo
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I always put thrust idle just before or during beginning of the flare at latest to avoid the engines spooling up unnecessarily.
Flying A/THR off is one of my favorite things while flying in good weather and it amazed me how the speed is so stable on A320.
Flying A/THR off is one of my favorite things while flying in good weather and it amazed me how the speed is so stable on A320.
Check Airman, #15, "… why not just turn it off." 
The landing flare is a pitch manoeuvre; use pitch control for adjustments.
The OP is concerned with a possible firm touchdown; this is minimised with pitch control.
Providing the flare is commenced from the recommended point - appropriate parameters, and using the recommended procedure then the touchdown will be safe - safe; not necessarily soft.
Aircraft are certificated for a range of flare circumstances, wind-shear, speed error, with speed / alt / energy margins similar to flaring from Vref -5 depending on type.
Don't invent new procedures to minimise circumstances which have already been considered in certification. The crews' primary responsibility is safety; a safe landing, not necessarily a soft landing - which many passengers do not understand or don't perceive the same factors as the pilot - familiarity or location to cg.
For info:- The Landing Flare of Large Transport Aircraft http://naca.central.cranfield.ac.uk/...rc/rm/3602.pdf
The landing flare is a pitch manoeuvre; use pitch control for adjustments.
The OP is concerned with a possible firm touchdown; this is minimised with pitch control.
Providing the flare is commenced from the recommended point - appropriate parameters, and using the recommended procedure then the touchdown will be safe - safe; not necessarily soft.
Aircraft are certificated for a range of flare circumstances, wind-shear, speed error, with speed / alt / energy margins similar to flaring from Vref -5 depending on type.
Don't invent new procedures to minimise circumstances which have already been considered in certification. The crews' primary responsibility is safety; a safe landing, not necessarily a soft landing - which many passengers do not understand or don't perceive the same factors as the pilot - familiarity or location to cg.
For info:- The Landing Flare of Large Transport Aircraft http://naca.central.cranfield.ac.uk/...rc/rm/3602.pdf
