@ChipmunkDive from a layman's point of view - would it be worth booking yourself a couple of hours' practice on a Level D simulator? You could probably cram in 20 landings with an experienced trainer giving advice.

Slowing the descent rate at about 50’ will make it a bit easier to judge the last few crucial feet before ground contact. The “retard” call is reminder, not an instruction. A heavy aircraft with a tailwind may need the thrust levers retarded at 30’ where as meeting last second sink could mean leaving the thrust on until touchdown.

Slight forward pressure on the side stick can lighten the touchdown as the main gear rises rather than slamming down, and the tail plane provides an upward force assisting lift which effectively lightens the aircraft. This is a more advanced technique so get proficient in the basics before attempting it or you could end up smashing the nose wheel on first.

@justanotherflyer

Thank you :)

@Doors to Automatic

Personally, from my level of experience, I think there's no match for practicing it on the real thing with all the real world variables involved.

And in the simulator, there is always thia feeling of being safe..so ..:O



And thanks again everyone..lovely points put forth by all of you!

Regards

It’s been mentioned a few times already but it’s
so important it needs to be emphasized


Crossing the approach end of the runway
look at the end of the runway


You’ll be amazed how consistent this big picture
view allows you to fine tune your flare


You may have got away from this habit without
realizing it

Lower your seat a bit. Forces you to look further down the runway.

A320 with CFM and IAE are completely different in the flare. Advises for one type don't fit the other.
On the IAE you can idle the thrust at 50' no problem, especially with Sharklets. Any later than 40' and you'll land long.
On cfm I would advise against flaring the thrust before 20'. Even then it is easier to land the thing by reducing the thrust slowly - unfortunately difficulty to do if you're using A/THR.

Make no mistake doing greasers day in day out within the touch down not necessarily a required one but is a talent. Some have it others manage sometimes. I have seen some otherwise excellent professionals not have it and with some guys only thing good about them is their landings. what is necessary is a technique that gives percentage landings. Good correct flare also is a judgment which will come. The CM1 should work out a last barrier where he should flare himself if not done by PF. You can't allow landing without flare.

I’m with you. but God, I hated when some captains would give me some sneaky « dual inputs » during the flare as they were not confortable with my flare technique... Completely wrong and forbidden but some skippers will do it anyway. Only 9 months on the left I never had to take control for landings. Obviously I witnessed some interesting landings resulting in a laugh if the guy was cool. As long it’s not dangerous, I rather let the guy smashed the plane and learned from it rather than taking control and destroying his ego. A little boom never killed anyone. :p

Hitting the ground at 700ft/mt. is not a little boom. As long there is a flare let him manage the rest. I had a lower flare than most would do. With a low time pilot on three consecutive landings I flared and then let go and he was happy with the result. When I told him I am the one who is flaring he was surprised and said but there was no dual input warning. I told him that's right because there was only single input but that was mine. Then he confessed he has problem assessing the height.

Fly the Aeroplane, don't overthink it =)

We have all been there, textbook, greasers, the "did we land or were we shot down " ones. As long as its safe and you know when to throw it away and try again.

I had to re learn how to land after being taught the "arrest sink rate at 50ft" and then getting sick and tired of nearly missing the TDZ every time. Best advice? FCTM. It says start flare at 30ft then cut the throttles. Every landing is different: wind conditions, weight, aircraft variant, engine variant and even flap 3 or full. But that technique is a good starting point to get the feel of the plane and then fine tuning it to the specific scenario. As other said, the retard call is a reminder, cut the thrust as you see fit, doing it at the wrong time makes for some bottom clenchy moments. Bonus tip: leave the thrust that extra bit when landing in conf 3, one extra second of thrust helps a lot.

I've also recently discovered the "bank 1.78 degrees to the upwind side" cheat and it works wonders for when you want to show off! Lol But stick to the "mathematical landing" for now. The proper feeling will come with time

Nice thought, only difficulty being that in my experience of two aircraft and their respective level D sims is that the sim 'lands' nothing like the aircraft, it's fine for teaching some kind if rote responses to the rad alt (at 30, pitch 2 degrees, at 20 close the thrust levers blah blah blah) but absolutely pointless for trying to develop any level of finesse and skill in association with landing.