A320 family landing technique
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Joined: Apr 2026
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From: Madrid
A320 family landing technique
Hello everyone,
This is a topic that has already been discussed in other threads, but here’s a new case. In short, I’m a cadet who has just started flying (about 300 type hours), flying the A320 family (A319/A320CEO & NEO/A321CEO). Interestingly, my first few flights up to about a month and a half went well, but suddenly, after a slightly tougher one (or so I think), I started losing confidence and developed a terrible tendency to float. They had to extend my LIFUS phase hours until I finally got it (about 20 days ago). On the flights I’ve had since then, I haven’t been free of floating, and it’s happened to me again on several occasions. To date, I’ve been able to handle the situation well when it happens, but I know it’s a dangerous situation. The company promotes the technique outlined in the FCOM and FCTM manuals. Basically, it comes down to this: under standard conditions and approaches (ILS-3º), maintain about 700 ft/min until reaching about 30 ft RA, at which point we should begin the flare and cut back on thrust. It is key to pass 50ft at ~700ft/min, when the THS freezes (not talking about A321NEO or XLR). In principle, this is the theory, and it’s what I try to do, but in practice, I see things that differ from it. I’ll discuss them below, and I’d like to hear your opinion.
Maybe I’m overthinking this and I shouldn’t, but it worries me that some people use a different technique and still land successfully. Obviously, what I want is to land successfully too, and not find myself in a situation like the one I faced during the LIFUS phase extension, where I had a terrible time. I hope I don't end up losing this job after all the hard work I've put in... I find this situation strange, since I’ve never encountered similar problems in the other planes I’ve flown (non-jets like the Cessna 172, Piper Warrior, or DA42). Thank you all very much.
This is a topic that has already been discussed in other threads, but here’s a new case. In short, I’m a cadet who has just started flying (about 300 type hours), flying the A320 family (A319/A320CEO & NEO/A321CEO). Interestingly, my first few flights up to about a month and a half went well, but suddenly, after a slightly tougher one (or so I think), I started losing confidence and developed a terrible tendency to float. They had to extend my LIFUS phase hours until I finally got it (about 20 days ago). On the flights I’ve had since then, I haven’t been free of floating, and it’s happened to me again on several occasions. To date, I’ve been able to handle the situation well when it happens, but I know it’s a dangerous situation. The company promotes the technique outlined in the FCOM and FCTM manuals. Basically, it comes down to this: under standard conditions and approaches (ILS-3º), maintain about 700 ft/min until reaching about 30 ft RA, at which point we should begin the flare and cut back on thrust. It is key to pass 50ft at ~700ft/min, when the THS freezes (not talking about A321NEO or XLR). In principle, this is the theory, and it’s what I try to do, but in practice, I see things that differ from it. I’ll discuss them below, and I’d like to hear your opinion.
- As for the altitude at which to initiate the flare, many pilots avoid waiting until 30 feet to start the flare and instead perform kind of two separate flares. At around 50 feet, they begin to reduce their rate of descent in a certain way and then complete the flare later on. I understand that this somehow alters the glide path and, ultimately, the touchdown point. In any case, in my limited experience, it is true that on the occasions when I accidentally dropped that 700 ft/min rate to around 500 ft/min at about 50 ft, I felt the plane was much more under control before touchdown and I felt much more comfortable.
- As for the flare itself, the manual states that you should perform a gentle and progressive flare, so I assume you should hold the sidestick in that position until the touchdown (generally speaking, every situation is different). However, when I look at real-life situations and watch YouTube videos of actual approaches, I see many pilots making small touches on the sidestick during the flare without holding a specific position... and they land perfectly. In fact, there are many cases where it seems like there are excessive inputs in terms of quantity, which is exactly what I’ve been told not to do. How is this possible?
- The last point concerns when to cut the thrust. I know the “20 ft” callout is a reminder, and that the manual says it should be done rapidly and “when best adapted.” My tendency is to do it at around 30 feet as I also start the flare. But I’ve heard all kinds of opinions on this. Some say 30 feet is too early, that I might lose speed and stall, resulting in a hard landing; others say I should wait until 20 feet and cut the thrust just before touching down to make the landing smoother. I’ve also heard variations here depending on the type of aircraft. For example, I’ve been told not to even think about cutting back at 30 ft with a heavy A321. It’s true that in the latter case, I’ve occasionally waited to cut back a little later after starting the flare around 30 ft, but it’s also true that the A321 is the one that’s given me the most trouble. The funny thing about all this is that I think I can understand why they tell me to maintain thrust for longer, since when I flew the Warrior or the DA42, if I had a high rate of descent during the flare or anticipated a slightly harder landing, I’d give it a little throttle to slow the rate. But of course, in that case, the engine gave me power instantly, and we were dealing with different inertias. This is an A32X, much heavier, with Autothrust and other inertias that I haven’t mastered yet...
Maybe I’m overthinking this and I shouldn’t, but it worries me that some people use a different technique and still land successfully. Obviously, what I want is to land successfully too, and not find myself in a situation like the one I faced during the LIFUS phase extension, where I had a terrible time. I hope I don't end up losing this job after all the hard work I've put in... I find this situation strange, since I’ve never encountered similar problems in the other planes I’ve flown (non-jets like the Cessna 172, Piper Warrior, or DA42). Thank you all very much.
Last edited by A320unexperienced; 30th April 2026 at 00:48.
Joined: Sep 2011
Posts: 350
Likes: 147
From: FL390
IMHO, the "double flare" technique will scare the people you fly with and is a sticking plaster to a bigger problem. I would also caution against the technique that you will see on the line at some point of just wallowing in ground effect and closing the thrust levers at touchdown.
The Airbus FCTM teaches the best way. Trust it. And be happy with a plop into the touchdown zone on the centre line with nothing broken or out of limits.
The Airbus FCTM teaches the best way. Trust it. And be happy with a plop into the touchdown zone on the centre line with nothing broken or out of limits.
Joined: Apr 2007
Posts: 100
Likes: 2
From: the blue yonder
Welcome to understanding the flare.
At the outset, it happens to everyone. Even senior “BUS” drivers will occasionally float.
With regard to flaring and avoiding a float, I don’t think there is a single rule or principle anyone can give. The environment is dynamic, and it is this very nature that teaches us to fly better.
Anyway, I’ll try my best to share my experience:
1. Wind awareness from early on
When cleared for landing, or once you initiate the descent on the approach, make the ND wind part of your scan. Cross-check and verify it with tower-reported winds.
This helps you anticipate how the wind will affect your path and, in turn, your ground speed.
Rule of thumb: Rate of Descent on a 3° glide ≈ GS × 5
2. Stabilised approach and scan discipline
Follow the glidepath until DA (on an ILS approach). Thereafter, increase your scan rate (inside–outside).
Point the aircraft where you want to touch down. Remember:
Autothrust is less responsive below ~150 ft AGL. Retarding thrust too early when speed trend is below VAPP can result in a firmer landing.
3. The most important bit – understanding the flare
(a) In real-world conditions, ROD cannot be a fixed 700 ft/min due to wind and gusts.
(b) Do not blindly chase the glidepath. Anticipate using wind information and GS-based ROD.
(c) As you get closer to the ground, understand flare law:
For example:
4. Bottom line
At the outset, it happens to everyone. Even senior “BUS” drivers will occasionally float.
With regard to flaring and avoiding a float, I don’t think there is a single rule or principle anyone can give. The environment is dynamic, and it is this very nature that teaches us to fly better.
Anyway, I’ll try my best to share my experience:
1. Wind awareness from early on
When cleared for landing, or once you initiate the descent on the approach, make the ND wind part of your scan. Cross-check and verify it with tower-reported winds.
This helps you anticipate how the wind will affect your path and, in turn, your ground speed.
Rule of thumb: Rate of Descent on a 3° glide ≈ GS × 5
2. Stabilised approach and scan discipline
Follow the glidepath until DA (on an ILS approach). Thereafter, increase your scan rate (inside–outside).
Point the aircraft where you want to touch down. Remember:
- Normal Law / Fly-by-wire: minimal inputs, small corrections
- Am I expecting crosswind or quartering wind? From which side?
- Am I getting stronger headwinds than reported?
- If yes, consider reducing thrust slightly later than usual
- Am I getting stronger tailwinds?
- If yes, consider flaring slightly earlier and retarding thrust earlier
Autothrust is less responsive below ~150 ft AGL. Retarding thrust too early when speed trend is below VAPP can result in a firmer landing.
3. The most important bit – understanding the flare
(a) In real-world conditions, ROD cannot be a fixed 700 ft/min due to wind and gusts.
(b) Do not blindly chase the glidepath. Anticipate using wind information and GS-based ROD.
(c) As you get closer to the ground, understand flare law:
- A320 flare law activates at 50 ft RA
- A321neo transitions around 100 ft RA (with different flare characteristics)
For example:
- If at 50 ft RA you are holding a pitch corresponding to 500 ft/min ROD, the THS is trimmed for that condition
- If you then increase to 700 ft/min, the THS is still trimmed for the earlier pitch
- The flare input may become excessive, leading to a float (especially if thrust reduction is late)
- Conversely, if trimmed for a higher ROD earlier, flare input may be insufficient → firmer landing
4. Bottom line
- Maintain a correct glidepath until DA
- After DA, increase scan rate (inside–outside)
- Continuously assess wind and its effect
- Adjust ROD based on GS and conditions
- Before ~100 ft RA, ensure pitch/ROD is where you want it (e.g., ~700 ft/min if appropriate)
- Do not chase PAPI or glidepath below this point
- If slightly high ROD, correct ROD and don’t hesitate to initiate flare slightly lower than usual to avoid float
- MOST IMPORTANT LAND ON THE CENTERLINE , FLOAT OR NO FLOAT
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,139
Likes: 740
From: UK
I think all that might cause the OP more anxiety and nervousness.
Don't overthink it.
I suspect the OP is trying to land a medium sized jet as if it was a C172, but the jet needs to be FLOWN onto the runway.
The RadAlt readout is useful, but don't dwell on it too much when you really want to be looking outside, and doing things by feel and look.
I generally found the suggested "action" height of 30' (A320/321) to be slightly too conservative, and I would start at more like 20'. I arrest the descent rate - by looking outside - and then push slightly forward again, timing the thrust lever movement to occur just before the mains touch, (which comes with practice).
The OP might be arresting the descent and then waiting for the aircraft to sink onto the runway, like a C172, which is probably why you are floating. Jets need to be FLOWN onto the runway. Don't wait for a sink, fly it on, (but not at 700'/min, obviously !!).
= At about 20' arrest rate of descent - looking outside. Having done so, push slightly forward and coordinate thrust lever movement to idle.
Don't overthink it.
I suspect the OP is trying to land a medium sized jet as if it was a C172, but the jet needs to be FLOWN onto the runway.
The RadAlt readout is useful, but don't dwell on it too much when you really want to be looking outside, and doing things by feel and look.
I generally found the suggested "action" height of 30' (A320/321) to be slightly too conservative, and I would start at more like 20'. I arrest the descent rate - by looking outside - and then push slightly forward again, timing the thrust lever movement to occur just before the mains touch, (which comes with practice).
The OP might be arresting the descent and then waiting for the aircraft to sink onto the runway, like a C172, which is probably why you are floating. Jets need to be FLOWN onto the runway. Don't wait for a sink, fly it on, (but not at 700'/min, obviously !!).
= At about 20' arrest rate of descent - looking outside. Having done so, push slightly forward and coordinate thrust lever movement to idle.
Joined: Dec 2013
Posts: 132
Likes: 72
From: Milan
I suspect the OP is trying to land a medium sized jet as if it was a C172, but the jet needs to be FLOWN onto the runway.
The RadAlt readout is useful, but don't dwell on it too much when you really want to be looking outside, and doing things by feel and look.
I generally found the suggested "action" height of 30' (A320/321) to be slightly too conservative, and I would start at more like 20'. I arrest the descent rate - by looking outside - and then push slightly forward again, timing the thrust lever movement to occur just before the mains touch, (which comes with practice).
The OP might be arresting the descent and then waiting for the aircraft to sink onto the runway, like a C172, which is probably why you are floating. Jets need to be FLOWN onto the runway. Don't wait for a sink, fly it on, (but not at 700'/min, obviously !!).
= At about 20' arrest rate of descent. Having done so, push slightly forward and coordinate thrust lever movement to idle.
The RadAlt readout is useful, but don't dwell on it too much when you really want to be looking outside, and doing things by feel and look.
I generally found the suggested "action" height of 30' (A320/321) to be slightly too conservative, and I would start at more like 20'. I arrest the descent rate - by looking outside - and then push slightly forward again, timing the thrust lever movement to occur just before the mains touch, (which comes with practice).
The OP might be arresting the descent and then waiting for the aircraft to sink onto the runway, like a C172, which is probably why you are floating. Jets need to be FLOWN onto the runway. Don't wait for a sink, fly it on, (but not at 700'/min, obviously !!).
= At about 20' arrest rate of descent. Having done so, push slightly forward and coordinate thrust lever movement to idle.
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,139
Likes: 740
From: UK
Ah, I see where the confusion is arising. I said "push", but I did not mean to imply an armful of nose down; just a slight nose-down correction - the barest of nudges.
Given that the Airbus FBW progressively forces you to hold back on the stick - nose up command - as you enter the flare; yes, technically you would release a tiny amount of back pressure, rather than actually push.
Approaching 20', arrest the rate of descent to leave a very small rate of descent to fly onto the runway. If you arrest the descent completely, and would otherwise float along at 5', (what the OP is probably doing), move the stick SLIGHTLY forwards to allow a small rate of descent until gently contacting the runway.
I could show you in the aircraft, not so easy to explain exactly what I mean in words.
Given that the Airbus FBW progressively forces you to hold back on the stick - nose up command - as you enter the flare; yes, technically you would release a tiny amount of back pressure, rather than actually push.
Approaching 20', arrest the rate of descent to leave a very small rate of descent to fly onto the runway. If you arrest the descent completely, and would otherwise float along at 5', (what the OP is probably doing), move the stick SLIGHTLY forwards to allow a small rate of descent until gently contacting the runway.
I could show you in the aircraft, not so easy to explain exactly what I mean in words.
Joined: Oct 2015
Posts: 154
Likes: 38
From: above Tranquility Base coming long
Some good advice so far.
What Uplinker means is releasing back pressure on the stick, which means you still hold back the stick, but a bit less than when you initially flared the aircraft. But of course you always have to land nose up, you can never land on your nose wheel first.
Now, back to some basics which are important to make sense of good A320 landings.
In general, on A320fam, you need to cut thrust when starting the flare (that is also what the FCOM says). Otherwise ATHR will increase thrust to compensate for the speed drop when lifting the nose. That is why the "RETARD" callout reminds you to cut thrust if you haven't already.
In my company, we often fly also with ATHR off, and it is the same landing technique in general: cut thrust when starting the flare. Now some situations (e.g. sudden wind drop, hot air over hot asphalt, etc.) will need to keep thrust longer, or even will need an increase in thrust, but that comes down to experience, and good visual reading of the situation.
I will explain what I mean by good visual reading of the situation. But before I come to that another thing needed to understand: Flare Mode (on CEO).
Flare mode adapts (on CEO) the automatic trim down during flare depending on the pitch in 50ft!
The higher the pitch in 50ft, the faster the trim down from 30ft onwards. That means: if you want a repetitive behaviour of the aircraft during flare, you need a repetitive pitch in 50ft!
Now how to get this repetitive pitch in 50ft! Aim point flying!
Some previous contributers already mentioned: below Cat 1 minimum, do not chase the GS, but fly the aircraft visually towards your intended point of touchdown, the so called aim point (usually on the big touchdown markers next to the PAPIs). So under 200ft you basically only scan inside for airspeed and outside for centerline and aim point. It is a quick repetitive switch between the two.
You need to develop the visual skill to see where you aircraft is flying to / aiming to. The easiest way is to imagine a spit mark on your cockpit windshield: on a proper final approach pitch, where your visual glance towards your aim point passes through the windshield, make a spit mark. Keep this mark on your aim point. The spit mark becomes your indicator iwhether you are low on energy or high on energy. If you are low on energy, the spit mark will come short of the aim point, if you are high on energy, the spit mark will go beyond your aim point. Once you have developped this perception, you will intuitively realise what your aircraft is doing.
When I went to flight school, my IP indeed made me do physical spitmarks on the single engine prop windshield. Over time my brain developed the viewing technique so I didn't need the physical spitmark anymore, but I still saw where my aircraft was pointing to. An insect mark on the windshield can also do the job by the way.
This spit mark is your best indicator for pitch in the last 200ft, it has a much better resolution than the PFD, and will help you to use only very slight corrections to keep your aircraft flying towards the aim point. And with that you will find it easy to always keep the same repetitive pitch in 50ft, even once you manage with only an imagined spit mark.
With this you will develop the perception of how you are approaching the runway. Now fly it to the runway, in about 25ft break the rate of descent, and now look at the runway end (!) to visually judge your sink rate, and then modulate back pressure on the stick. Often you might need to relax back pressure a bit to let the aircraft settle. I repeat, you always need to touch down nose up, no exception to this ever, but you might need to have a bit less nose up than what you needed to initially break the rate of descent.
My explanations might be hard to grasp at first, but please try some chair flying to understand what I mean. It is not easy to describe in written words. May be other contributers can complement or add to what I have written.
And of course, a heavy A321 needs more engine energy than a light A319, so may be a slightly later power cut.
What Uplinker means is releasing back pressure on the stick, which means you still hold back the stick, but a bit less than when you initially flared the aircraft. But of course you always have to land nose up, you can never land on your nose wheel first.
Now, back to some basics which are important to make sense of good A320 landings.
In general, on A320fam, you need to cut thrust when starting the flare (that is also what the FCOM says). Otherwise ATHR will increase thrust to compensate for the speed drop when lifting the nose. That is why the "RETARD" callout reminds you to cut thrust if you haven't already.
In my company, we often fly also with ATHR off, and it is the same landing technique in general: cut thrust when starting the flare. Now some situations (e.g. sudden wind drop, hot air over hot asphalt, etc.) will need to keep thrust longer, or even will need an increase in thrust, but that comes down to experience, and good visual reading of the situation.
I will explain what I mean by good visual reading of the situation. But before I come to that another thing needed to understand: Flare Mode (on CEO).
Flare mode adapts (on CEO) the automatic trim down during flare depending on the pitch in 50ft!
The higher the pitch in 50ft, the faster the trim down from 30ft onwards. That means: if you want a repetitive behaviour of the aircraft during flare, you need a repetitive pitch in 50ft!
Now how to get this repetitive pitch in 50ft! Aim point flying!
Some previous contributers already mentioned: below Cat 1 minimum, do not chase the GS, but fly the aircraft visually towards your intended point of touchdown, the so called aim point (usually on the big touchdown markers next to the PAPIs). So under 200ft you basically only scan inside for airspeed and outside for centerline and aim point. It is a quick repetitive switch between the two.
You need to develop the visual skill to see where you aircraft is flying to / aiming to. The easiest way is to imagine a spit mark on your cockpit windshield: on a proper final approach pitch, where your visual glance towards your aim point passes through the windshield, make a spit mark. Keep this mark on your aim point. The spit mark becomes your indicator iwhether you are low on energy or high on energy. If you are low on energy, the spit mark will come short of the aim point, if you are high on energy, the spit mark will go beyond your aim point. Once you have developped this perception, you will intuitively realise what your aircraft is doing.
When I went to flight school, my IP indeed made me do physical spitmarks on the single engine prop windshield. Over time my brain developed the viewing technique so I didn't need the physical spitmark anymore, but I still saw where my aircraft was pointing to. An insect mark on the windshield can also do the job by the way.
This spit mark is your best indicator for pitch in the last 200ft, it has a much better resolution than the PFD, and will help you to use only very slight corrections to keep your aircraft flying towards the aim point. And with that you will find it easy to always keep the same repetitive pitch in 50ft, even once you manage with only an imagined spit mark.
With this you will develop the perception of how you are approaching the runway. Now fly it to the runway, in about 25ft break the rate of descent, and now look at the runway end (!) to visually judge your sink rate, and then modulate back pressure on the stick. Often you might need to relax back pressure a bit to let the aircraft settle. I repeat, you always need to touch down nose up, no exception to this ever, but you might need to have a bit less nose up than what you needed to initially break the rate of descent.
My explanations might be hard to grasp at first, but please try some chair flying to understand what I mean. It is not easy to describe in written words. May be other contributers can complement or add to what I have written.
And of course, a heavy A321 needs more engine energy than a light A319, so may be a slightly later power cut.
Joined: Dec 2025
Aviation Qualifications: ATPL
Posts: 215
Likes: 213
From: England
I’m probably not as experienced as the majority of those who will give you a response here
I’ve got just over 2000 hours on the bus in ~3.5 years in the job
I remember the feeling of being new on the jet and every landing feeling like an event/jump into the unknown.
I never experienced any real issues with landing during training but even when it went ‘well’ I could not explain well other than I did get quite confused when things went ‘wrong’- a float or what I perceived as a firmer than expected/desired touchdown.
I certainly struggled with consistency and would think quite a bit about different techniques, I heard about the 50ft ‘double flare’ and implemented it for a while but it didn’t stick with me as it seemed to create more issues than it solved; I floated plenty using it even if 1/5 would be buttery smooth and got praise and when you are landing into a place with a short TDZ or with a tailwind it’s downright dangerous
I can’t speak for others but can say confidently that experience solves plenty, focus on nailing the basics, no matter what else you read the FCTM/FCOM technique is absolutely where your head should be at for landing, don’t accept deviations and stick to this whilst you are still gaining exposure. All of the other things you have mentioned about what you’ve seen online about others pumping the stick or anything else during the flare will be coming from more experienced operators and comes more naturally when you have got more time in the seat- it’s not something you need to worry about replicating, it will come once you feel more comfortable.
when you have a bad landing the most important thing will be to analyse why and get feedback from the line captain if you can’t tell, more often than not they will have great insight and awareness into what went wrong there that you’ll lack early on. They’ll also likely make you feel more confident and tell you they’ve been there
in a few years you won’t have to think about it and when you have a bad one you’ll shrug it off because you know 9/10 are acceptable
if you are really struggling speak to your company or try and fly with more trainers, you need confidence in this situation and the last thing you want is a bad experience that will set you back months and stay with you
I’ve got just over 2000 hours on the bus in ~3.5 years in the job
I remember the feeling of being new on the jet and every landing feeling like an event/jump into the unknown.
I never experienced any real issues with landing during training but even when it went ‘well’ I could not explain well other than I did get quite confused when things went ‘wrong’- a float or what I perceived as a firmer than expected/desired touchdown.
I certainly struggled with consistency and would think quite a bit about different techniques, I heard about the 50ft ‘double flare’ and implemented it for a while but it didn’t stick with me as it seemed to create more issues than it solved; I floated plenty using it even if 1/5 would be buttery smooth and got praise and when you are landing into a place with a short TDZ or with a tailwind it’s downright dangerous
I can’t speak for others but can say confidently that experience solves plenty, focus on nailing the basics, no matter what else you read the FCTM/FCOM technique is absolutely where your head should be at for landing, don’t accept deviations and stick to this whilst you are still gaining exposure. All of the other things you have mentioned about what you’ve seen online about others pumping the stick or anything else during the flare will be coming from more experienced operators and comes more naturally when you have got more time in the seat- it’s not something you need to worry about replicating, it will come once you feel more comfortable.
when you have a bad landing the most important thing will be to analyse why and get feedback from the line captain if you can’t tell, more often than not they will have great insight and awareness into what went wrong there that you’ll lack early on. They’ll also likely make you feel more confident and tell you they’ve been there
in a few years you won’t have to think about it and when you have a bad one you’ll shrug it off because you know 9/10 are acceptable
if you are really struggling speak to your company or try and fly with more trainers, you need confidence in this situation and the last thing you want is a bad experience that will set you back months and stay with you
Joined: Dec 2025
Aviation Qualifications: ATPL
Posts: 215
Likes: 213
From: England
IMHO, the "double flare" technique will scare the people you fly with and is a sticking plaster to a bigger problem. I would also caution against the technique that you will see on the line at some point of just wallowing in ground effect and closing the thrust levers at touchdown.
The Airbus FCTM teaches the best way. Trust it. And be happy with a plop into the touchdown zone on the centre line with nothing broken or out of limits.
The Airbus FCTM teaches the best way. Trust it. And be happy with a plop into the touchdown zone on the centre line with nothing broken or out of limits.
Joined: Oct 2023
Aviation Qualifications: ATPL
Posts: 76
Likes: 61
From: UK
Easy way to write the gear off on an A321neo
Joined: Nov 2016
Posts: 355
Likes: 477
From: NSW
Just one extra thing I'll add to the advise here is that a consistent seat position is vital. When I first started on the thing, after training my landings Went back to being a bit inconsistent and i couldn't work out why. I eventually realised that I wasn't being disciplined with my seating position. Just aligning the balls is not enough and I needed another reference to make sure I nail it every Time. I personally don't like the recommend seating position that Airbus gives its way too high but that's just me.
Joined: Aug 2016
Posts: 21
Likes: 34
From: the Shire
This is all great advice. I would also add that as an experienced A340 FO back in about 2005 I flew a trip LHR-HKG-SYD as one of 2 support FO's to help a bloody ex Sea Harrier pilot sort his landings out. By the end he was golden obvs but sometimes things take a little longer. Don't stress but do work on it.
Joined: Dec 1999
Posts: 1,171
Likes: 119
From: uk
Not sure if this reads across from Boeing, but here goes. If you're not sure how to do something, ask yourself how the ac would do it with automatics engaged.
So, landing (auto) on my type (75/76). It's really simple - the ac points itself down the GS, controlling speed with power. At a set height (45') the ac starts the flare, at another set height (25') idle thrust, keep running straight and the ac will land on the main wheels down the centre line. If you're doing this manually the numbers can be smaller eg without a crazy wind or weight I would use the cadence 50, 40, 30, flare, 20 and then smoothly reduce thr to achieve idle by touchdown. Spookily this is what the FCTM tells you to do. I don't play with the landing attitude to try to achieve a 'smooth' touchdown - if you've selected the correct attitude in the flare then it will land on the main wheels at a decent RoD (just the derotation to manage now!)
Ultimately, if you're in the right place at the right speed, running straight, on the CL in the correct landing attitude, with the power at idle, it will land. It has to - gravity always wins.
Hth. Good luck
So, landing (auto) on my type (75/76). It's really simple - the ac points itself down the GS, controlling speed with power. At a set height (45') the ac starts the flare, at another set height (25') idle thrust, keep running straight and the ac will land on the main wheels down the centre line. If you're doing this manually the numbers can be smaller eg without a crazy wind or weight I would use the cadence 50, 40, 30, flare, 20 and then smoothly reduce thr to achieve idle by touchdown. Spookily this is what the FCTM tells you to do. I don't play with the landing attitude to try to achieve a 'smooth' touchdown - if you've selected the correct attitude in the flare then it will land on the main wheels at a decent RoD (just the derotation to manage now!)
Ultimately, if you're in the right place at the right speed, running straight, on the CL in the correct landing attitude, with the power at idle, it will land. It has to - gravity always wins.
Hth. Good luck
Last edited by deltahotel; 5th May 2026 at 10:59.
Joined: Oct 2015
Posts: 154
Likes: 38
From: above Tranquility Base coming long
Just one extra thing I'll add to the advise here is that a consistent seat position is vital. When I first started on the thing, after training my landings Went back to being a bit inconsistent and i couldn't work out why. I eventually realised that I wasn't being disciplined with my seating position. Just aligning the balls is not enough and I needed another reference to make sure I nail it every Time. I personally don't like the recommend seating position that Airbus gives its way too high but that's just me.
I use the balls to adjust, but in combination with the glareshield: I position myself that my view-line can read the instruments without being obstructed by the glareshield, but also that my view-line can see the top of the glareshield.
What do I mean by that: my vision line is exactly parallel to the glareshields plane (on top - under the windshield) when looking at the glareshields front edge. Hope it is clear what I mean.
Joined: Aug 2024
Posts: 12
Likes: 1
From: London
I'm a new-ish Airbus Pilot. A lot of great advice has been given. So I'll add my piece.
Firstly, a good landing starts with a good approach, so assuming a 3-degree glideslope, you're looking for a V/S for 700fpm over the runway threshold. If you're a little high or low on the PAPI's, while temping correct this by "diving" or "shallowing off". I would accept this for what it is and continue as this is where destabilisation occurs.
Secondly, you could be landing in Flap 3, Flap Full, crosswind/tailwind etc, so while 30ft RA is a good datum height to initiate a flare. It can lead to floating or a hard touchdown depending on conditions and configuration. So another good way we got taught is to wait for the "visual closure rate". This is when the runway comes into view rapidly around 30-20ft RA. This helps to judge the flare massively as it accounts for different configs, conditions and weights of the aircraft. Some days you have a tailwind so you may see the closure rate come earlier than expected, so as a result you will flare earlier, opposite for a strong headwind etc. As you initiate the flare close the thrust levers and look towards the end of the runway rather than the touchdown zone markings. Don't forget you're flying the aircraft onto the ground as this is a big jet, it's not designed to be stalled onto the ground so no need to "keep it flying" as you still need to land within the touchzone, otherwise it's a go around! Also never push forward on the stick if you find yourself floating. Just ease the back pressure a tad and it'll settle down.
Lastly, your flare should be one continuous movement on the stick, not 2 "yanks". It should be a timely flare and is a fully visual manoeuvre. Continue actively controlling the closure rate to touchdown, actively maintaining the centreline using roll (bank), and finally rudder smoothly to align the aircraft heading with the runway axis. I think over-reliance on the RAD ALT calls for the flare should be avoided as a primary reference but more of a secondary reference to back up the height that you decided to flare. I find landing an A320 like this makes life much easier, as a result I've done some great landings (Of course I've had my fair share of firm ones too! Comes with the job).
Bottom line, the flare is a visual, timely manoeuvre with reference to visual cues, avoid using the RAD ALT as a primary guide, avoid a "2-step flare" and no need to overthink it!
Hope this helps. Happy landings!
Firstly, a good landing starts with a good approach, so assuming a 3-degree glideslope, you're looking for a V/S for 700fpm over the runway threshold. If you're a little high or low on the PAPI's, while temping correct this by "diving" or "shallowing off". I would accept this for what it is and continue as this is where destabilisation occurs.
Secondly, you could be landing in Flap 3, Flap Full, crosswind/tailwind etc, so while 30ft RA is a good datum height to initiate a flare. It can lead to floating or a hard touchdown depending on conditions and configuration. So another good way we got taught is to wait for the "visual closure rate". This is when the runway comes into view rapidly around 30-20ft RA. This helps to judge the flare massively as it accounts for different configs, conditions and weights of the aircraft. Some days you have a tailwind so you may see the closure rate come earlier than expected, so as a result you will flare earlier, opposite for a strong headwind etc. As you initiate the flare close the thrust levers and look towards the end of the runway rather than the touchdown zone markings. Don't forget you're flying the aircraft onto the ground as this is a big jet, it's not designed to be stalled onto the ground so no need to "keep it flying" as you still need to land within the touchzone, otherwise it's a go around! Also never push forward on the stick if you find yourself floating. Just ease the back pressure a tad and it'll settle down.
Lastly, your flare should be one continuous movement on the stick, not 2 "yanks". It should be a timely flare and is a fully visual manoeuvre. Continue actively controlling the closure rate to touchdown, actively maintaining the centreline using roll (bank), and finally rudder smoothly to align the aircraft heading with the runway axis. I think over-reliance on the RAD ALT calls for the flare should be avoided as a primary reference but more of a secondary reference to back up the height that you decided to flare. I find landing an A320 like this makes life much easier, as a result I've done some great landings (Of course I've had my fair share of firm ones too! Comes with the job).
Bottom line, the flare is a visual, timely manoeuvre with reference to visual cues, avoid using the RAD ALT as a primary guide, avoid a "2-step flare" and no need to overthink it!
Hope this helps. Happy landings!
Joined: Dec 2013
Posts: 132
Likes: 72
From: Milan
I'm a new-ish Airbus Pilot. A lot of great advice has been given. So I'll add my piece.
Firstly, a good landing starts with a good approach, so assuming a 3-degree glideslope, you're looking for a V/S for 700fpm over the runway threshold. If you're a little high or low on the PAPI's, while temping correct this by "diving" or "shallowing off". I would accept this for what it is and continue as this is where destabilisation occurs.
Secondly, you could be landing in Flap 3, Flap Full, crosswind/tailwind etc, so while 30ft RA is a good datum height to initiate a flare. It can lead to floating or a hard touchdown depending on conditions and configuration. So another good way we got taught is to wait for the "visual closure rate". This is when the runway comes into view rapidly around 30-20ft RA. This helps to judge the flare massively as it accounts for different configs, conditions and weights of the aircraft. Some days you have a tailwind so you may see the closure rate come earlier than expected, so as a result you will flare earlier, opposite for a strong headwind etc. As you initiate the flare close the thrust levers and look towards the end of the runway rather than the touchdown zone markings. Don't forget you're flying the aircraft onto the ground as this is a big jet, it's not designed to be stalled onto the ground so no need to "keep it flying" as you still need to land within the touchzone, otherwise it's a go around! Also never push forward on the stick if you find yourself floating. Just ease the back pressure a tad and it'll settle down.
Lastly, your flare should be one continuous movement on the stick, not 2 "yanks". It should be a timely flare and is a fully visual manoeuvre. Continue actively controlling the closure rate to touchdown, actively maintaining the centreline using roll (bank), and finally rudder smoothly to align the aircraft heading with the runway axis. I think over-reliance on the RAD ALT calls for the flare should be avoided as a primary reference but more of a secondary reference to back up the height that you decided to flare. I find landing an A320 like this makes life much easier, as a result I've done some great landings (Of course I've had my fair share of firm ones too! Comes with the job).
Bottom line, the flare is a visual, timely manoeuvre with reference to visual cues, avoid using the RAD ALT as a primary guide, avoid a "2-step flare" and no need to overthink it!
Hope this helps. Happy landings!
Firstly, a good landing starts with a good approach, so assuming a 3-degree glideslope, you're looking for a V/S for 700fpm over the runway threshold. If you're a little high or low on the PAPI's, while temping correct this by "diving" or "shallowing off". I would accept this for what it is and continue as this is where destabilisation occurs.
Secondly, you could be landing in Flap 3, Flap Full, crosswind/tailwind etc, so while 30ft RA is a good datum height to initiate a flare. It can lead to floating or a hard touchdown depending on conditions and configuration. So another good way we got taught is to wait for the "visual closure rate". This is when the runway comes into view rapidly around 30-20ft RA. This helps to judge the flare massively as it accounts for different configs, conditions and weights of the aircraft. Some days you have a tailwind so you may see the closure rate come earlier than expected, so as a result you will flare earlier, opposite for a strong headwind etc. As you initiate the flare close the thrust levers and look towards the end of the runway rather than the touchdown zone markings. Don't forget you're flying the aircraft onto the ground as this is a big jet, it's not designed to be stalled onto the ground so no need to "keep it flying" as you still need to land within the touchzone, otherwise it's a go around! Also never push forward on the stick if you find yourself floating. Just ease the back pressure a tad and it'll settle down.
Lastly, your flare should be one continuous movement on the stick, not 2 "yanks". It should be a timely flare and is a fully visual manoeuvre. Continue actively controlling the closure rate to touchdown, actively maintaining the centreline using roll (bank), and finally rudder smoothly to align the aircraft heading with the runway axis. I think over-reliance on the RAD ALT calls for the flare should be avoided as a primary reference but more of a secondary reference to back up the height that you decided to flare. I find landing an A320 like this makes life much easier, as a result I've done some great landings (Of course I've had my fair share of firm ones too! Comes with the job).
Bottom line, the flare is a visual, timely manoeuvre with reference to visual cues, avoid using the RAD ALT as a primary guide, avoid a "2-step flare" and no need to overthink it!
Hope this helps. Happy landings!
Joined: Jul 2015
Posts: 175
Likes: 217
From: UK
You have many years to finesse your landing ability and develop the skills to do so. As a relatively inexperienced pilot your aim should solely be to deliver the aircraft to the TDZ and on the centreline without too much back ache. Airbus guidance on this will help you to achieve it, as will the advice here, but most importantly figure out what works for you and what doesn't, when to flare, what the wind is doing, what the weight of the aircraft is. All of those things will help you to better understand the plane and adjust when necessary.
Joined: Nov 2017
Posts: 26
Likes: 1
From: Milan
Some good advice so far.
What Uplinker means is releasing back pressure on the stick, which means you still hold back the stick, but a bit less than when you initially flared the aircraft. But of course you always have to land nose up, you can never land on your nose wheel first.
Now, back to some basics which are important to make sense of good A320 landings.
In general, on A320fam, you need to cut thrust when starting the flare (that is also what the FCOM says). Otherwise ATHR will increase thrust to compensate for the speed drop when lifting the nose. That is why the "RETARD" callout reminds you to cut thrust if you haven't already.
In my company, we often fly also with ATHR off, and it is the same landing technique in general: cut thrust when starting the flare. Now some situations (e.g. sudden wind drop, hot air over hot asphalt, etc.) will need to keep thrust longer, or even will need an increase in thrust, but that comes down to experience, and good visual reading of the situation.
I will explain what I mean by good visual reading of the situation. But before I come to that another thing needed to understand: Flare Mode (on CEO).
Flare mode adapts (on CEO) the automatic trim down during flare depending on the pitch in 50ft!
The higher the pitch in 50ft, the faster the trim down from 30ft onwards. That means: if you want a repetitive behaviour of the aircraft during flare, you need a repetitive pitch in 50ft!
Now how to get this repetitive pitch in 50ft! Aim point flying!
Some previous contributers already mentioned: below Cat 1 minimum, do not chase the GS, but fly the aircraft visually towards your intended point of touchdown, the so called aim point (usually on the big touchdown markers next to the PAPIs). So under 200ft you basically only scan inside for airspeed and outside for centerline and aim point. It is a quick repetitive switch between the two.
You need to develop the visual skill to see where you aircraft is flying to / aiming to. The easiest way is to imagine a spit mark on your cockpit windshield: on a proper final approach pitch, where your visual glance towards your aim point passes through the windshield, make a spit mark. Keep this mark on your aim point. The spit mark becomes your indicator iwhether you are low on energy or high on energy. If you are low on energy, the spit mark will come short of the aim point, if you are high on energy, the spit mark will go beyond your aim point. Once you have developped this perception, you will intuitively realise what your aircraft is doing.
When I went to flight school, my IP indeed made me do physical spitmarks on the single engine prop windshield. Over time my brain developed the viewing technique so I didn't need the physical spitmark anymore, but I still saw where my aircraft was pointing to. An insect mark on the windshield can also do the job by the way.
This spit mark is your best indicator for pitch in the last 200ft, it has a much better resolution than the PFD, and will help you to use only very slight corrections to keep your aircraft flying towards the aim point. And with that you will find it easy to always keep the same repetitive pitch in 50ft, even once you manage with only an imagined spit mark.
With this you will develop the perception of how you are approaching the runway. Now fly it to the runway, in about 25ft break the rate of descent, and now look at the runway end (!) to visually judge your sink rate, and then modulate back pressure on the stick. Often you might need to relax back pressure a bit to let the aircraft settle. I repeat, you always need to touch down nose up, no exception to this ever, but you might need to have a bit less nose up than what you needed to initially break the rate of descent.
My explanations might be hard to grasp at first, but please try some chair flying to understand what I mean. It is not easy to describe in written words. May be other contributers can complement or add to what I have written.
And of course, a heavy A321 needs more engine energy than a light A319, so may be a slightly later power cut.
What Uplinker means is releasing back pressure on the stick, which means you still hold back the stick, but a bit less than when you initially flared the aircraft. But of course you always have to land nose up, you can never land on your nose wheel first.
Now, back to some basics which are important to make sense of good A320 landings.
In general, on A320fam, you need to cut thrust when starting the flare (that is also what the FCOM says). Otherwise ATHR will increase thrust to compensate for the speed drop when lifting the nose. That is why the "RETARD" callout reminds you to cut thrust if you haven't already.
In my company, we often fly also with ATHR off, and it is the same landing technique in general: cut thrust when starting the flare. Now some situations (e.g. sudden wind drop, hot air over hot asphalt, etc.) will need to keep thrust longer, or even will need an increase in thrust, but that comes down to experience, and good visual reading of the situation.
I will explain what I mean by good visual reading of the situation. But before I come to that another thing needed to understand: Flare Mode (on CEO).
Flare mode adapts (on CEO) the automatic trim down during flare depending on the pitch in 50ft!
The higher the pitch in 50ft, the faster the trim down from 30ft onwards. That means: if you want a repetitive behaviour of the aircraft during flare, you need a repetitive pitch in 50ft!
Now how to get this repetitive pitch in 50ft! Aim point flying!
Some previous contributers already mentioned: below Cat 1 minimum, do not chase the GS, but fly the aircraft visually towards your intended point of touchdown, the so called aim point (usually on the big touchdown markers next to the PAPIs). So under 200ft you basically only scan inside for airspeed and outside for centerline and aim point. It is a quick repetitive switch between the two.
You need to develop the visual skill to see where you aircraft is flying to / aiming to. The easiest way is to imagine a spit mark on your cockpit windshield: on a proper final approach pitch, where your visual glance towards your aim point passes through the windshield, make a spit mark. Keep this mark on your aim point. The spit mark becomes your indicator iwhether you are low on energy or high on energy. If you are low on energy, the spit mark will come short of the aim point, if you are high on energy, the spit mark will go beyond your aim point. Once you have developped this perception, you will intuitively realise what your aircraft is doing.
When I went to flight school, my IP indeed made me do physical spitmarks on the single engine prop windshield. Over time my brain developed the viewing technique so I didn't need the physical spitmark anymore, but I still saw where my aircraft was pointing to. An insect mark on the windshield can also do the job by the way.
This spit mark is your best indicator for pitch in the last 200ft, it has a much better resolution than the PFD, and will help you to use only very slight corrections to keep your aircraft flying towards the aim point. And with that you will find it easy to always keep the same repetitive pitch in 50ft, even once you manage with only an imagined spit mark.
With this you will develop the perception of how you are approaching the runway. Now fly it to the runway, in about 25ft break the rate of descent, and now look at the runway end (!) to visually judge your sink rate, and then modulate back pressure on the stick. Often you might need to relax back pressure a bit to let the aircraft settle. I repeat, you always need to touch down nose up, no exception to this ever, but you might need to have a bit less nose up than what you needed to initially break the rate of descent.
My explanations might be hard to grasp at first, but please try some chair flying to understand what I mean. It is not easy to describe in written words. May be other contributers can complement or add to what I have written.
And of course, a heavy A321 needs more engine energy than a light A319, so may be a slightly later power cut.