Hi,

Never any problems, flying all three variants (319/20/21). I do it the way it was tought in TR course.

At 30ft I start to compensate the nose down trim with a small sidestick input, at 20ft I close the throttles and start the flare. When flaring the attitude of the a/c varies a bit with the weights so it is best to look outside and feel the V/S and altitude of the a/c by visual cues and just fly it all the way down.

If flying very heavy (321) I close throttles earlier around 40 to 50ft due to higher inertia and also start the above mentioned actions about 10ft earlier.

In heavy x-wind I fly it with crab and do the flare and while flaring at 10ft decrab it keeping wings level with sidestick (sometimes even banking against the wind).

Safe landings,

Olabade

PantLoad
I find it helps to know what you have to teach.
NSF
Thank you, Sir, you are a gentleman and a scholar.
Wingswinger
A particular bugbear of mine is pilots who kick off the drift. I prefer those who smoothly apply rudder to align the aircraft with the runway...

Dear All,

Thankyou so much for all your comments.

Will see how it goes on next few sectors.

Cheers

I mean, the man is a rated and experienced Airbus pilot, he knows what FCTM says, he knows how to land airplanes. But just about everyone who knows, says that the 319 is more difficult to land than the 320. So I thought he'd appreciate a bit more detail. :)

+1. That's my winning technique as well.

OK, thanks for that advice. It solved all my problems. :ok:

But how the :mad: do I determine 17ft ? :confused:

JC,

Thanks for the reminder of what the FCTM says. In my copy the operative words are "in the case of very strong crosswinds" and "may" which in my view does not indicate that the technique should be applied routinely in light crosswinds which is the point I was making. Just above that it says that "during the flare the rudder should be applied to align the aircraft with the runway heading". Perhaps I should have been more specific.


TP,

Of course, you are right. Just my colourful language. It's just that "smoothly applying the rudder to align the aircraft with the runway" is such a mouthful to get out when one is demonstrating and pattering in the simulator.

I really think you should ask a training pilot in your airline. If it's a real problem ask for a flight with a trainer to try to sort it out.

I actually think some of the advice you have on this thread is not helpful.
ie add 10 kts .......:eek: try that on a short runway with a slight tailwind and you'll regret it.

The reason some of us forget to remove drift before impact may be 'cause we've just come from a 737 where it is allowed with castoring mainwheels. When the nosewheel lands a few feet off the centre line, it reminds me that i forget to straighten it up.

I dont think there is a secret 'technique' as such.

I think in these days of using the auto thrust people are left out of the loop.
We never learnt to land and airplane just using pitch with somebody else controlling the thrust levers did we?

It upsets the balance.

Leave out the auto thrust and be in full control of all axis, you get a much better feel.

After several years an A-320/319 I gave up the idea of smooth landings. 30ft idle , pull the stick, wait for the Earth response.
If you use this technick 1.3g landing will not disapoint you, but soft landing will be a nice surprise making you happy.
Vapp+5, idle delay - OK, but you gotta be familiar with the bird behaviour, when it's actually necessary to get down firmly when in x-wind or contaminated RW or snowfall or who knows...