Airbus - 2 A/P's and lands in a crab. |
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.
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Originally Posted by gnarlberg
(Post 10575527)
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.
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Originally Posted by gnarlberg
(Post 10575527)
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.
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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 |
Originally Posted by gnarlberg
(Post 10575902)
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 |
AerocatS2A, “… you are better off correcting the underlying fault in your technique rather than adding an extra something to try and make it work.“ :ok: 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. |
Originally Posted by John Citizen
(Post 10571220)
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. Can you explain the phrase above about lookout during and before the flare thanks |
Originally Posted by vilas
(Post 10575130)
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?
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Originally Posted by zone
(Post 10581122)
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. |
Originally Posted by OPL
(Post 10580316)
your method work well, Can you explain the phrase above about lookout during and before the flare thanks 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. |
Originally Posted by Uplinker
(Post 10582065)
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. |
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 :ugh: |
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.
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Originally Posted by Banana Joe
(Post 10582139)
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.
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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.
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Originally Posted by OPL
(Post 10580316)
your method work well, Can you explain the phrase above about lookout during and before the flare thanks |
Can you explain the phrase above about lookout during and before the flare thanks 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. |
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 Take advice from your instructors You don't know who is posting and what bad habits they have picked up along the way |
100’ seems a little early to be transitioning to looking at the end of the runway, but hey, whatever work for you. |
I also fly a real A320. I try to avoid the fake ones as much as possible, but the training department won’t allow me to escape. |
I also fly a real A320 |
Originally Posted by AerocatS2A
(Post 10583612)
100’ seems a little early to be transitioning to looking at the end of the runway, but hey, whatever work for you. |
Originally Posted by OPL
(Post 10570091)
Hello, Just finish my A320 type rating and base training, Any advices about the A320 landing techniques, especially the flare, and the effect of weight and wind. still confuse how I should deal with it on A320 .. Regards With typical landing weight of around 57 to 61 Tons a landing would be exactly the same. LOVE THE FLY-BY-WIRE ! for ILS : be reminded to centered your FD once your disengage an autopilot 500 RA: look out side see the picture compared diamond and ILS track and wind on the top-left of your ND. 350 LAND mode : disengage fly centered FD. Check the rate . See out side keep the picture 200 RA: look outside Aiming ZONE. Keep your rate ( typical around 700 fpm for STD 5.2% wind +-5kts) 100 RA: look far away at the end of rwy in order to assess the sink of your A/C (Keep rate! DO NOT duck under or FWD side stick) 50 RA : be prepared LOLS and wings level please! 40 RA: check a little bit on your side stick by simply pull just little bro // AC will response see the picture outside sink will be less laaa 30 RA: If you can control the rate just CUT THE POWER TO IDLE + then FLARE 20 RA : FLARE 10 RA 5 RA ..... Smooth for INITIAL it's better to Flare earlier than too late flare !!!! Do not attempt to get a smooth landing by just pull pull pull pull => Tail-strike Late flare may leads to hard-landing ! Good luck / |
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