As an Airbus pilot myself, this is a great video, I always come back to Joe's various videos every few months to refresh my knowledge of things. Outstanding stuff.
Hey as a real pilot do you mind letting me know: On approach in crosswind, do you apply constant rudder input to keep the track on rwy heading? Or should you have neutral rudder with more drift angle? Thanks - I’m just a simmer but love the a320
1000 hrs in 319/321. I made the best landings by applying forward stick below the 10’ call out rolling the main gear on every time! Pulling back in the flair you’d ram the main gear into the runway making a hard Airbus landing! Once I got used to just the opposite I was surprise the nose gear had plenty of (pitch) room instead of the thought of landing on the nose gear first! It was the same on the B727. A little nose down pressure at the right time you would roll the main wheels on the runway! Took about 3 months to figure it out after 10,000 hrs on the B757/767!
The 320 gives you ZERO feel in the stick during flare - unlike Boeing 777 & 787 that have artificial feel units which are quite good. If you try and wait until you have no more resistance in the side stick you’re gonna smash it on every time ! You gotta flare the 320 with your eyes not what you feel in the stick. I wish someone would’ve told me that - I could’ve avoided a great deal of embarrassment.
Joe, great video but I think the term pumping in relation to the flare is a bit misleading...perhaps more of an emphasize on “squeeze and hold” back on the stick would be better as this leads to a pilot thinking about a steady smooth input during the flare to touch down in the proper target area of the threshold ....when I flew the 320 many moons ago, I used to suggest to my low experience FOs that what I primarily wanted to see the most was accurate touchdown targeting, which would likely not lead to a pure greaser....but, the greaser was lower on our priority as we often flew into wet limited length runways in Europe and the emphasis was on stopping performance by getting the wheels on pavement ASAP to get braking action as soon as possible....at the moment, I fly 747-400s into places like San Diego (about 2600m Rwy) and the same “squeeze” technique still applies, but once again it’s all about setting your touchdown target and accepting that they aren’t all going to be greasers to keep the operation safe....I haven’t seen any of your other videos but would be most interested if you did a presentation on runway overruns and how to avoid them (though perhaps you’ve already covered this?)....there have been too many over the last couple of years and they are so preventable.....all the best!
This is interesting. I only have a PPL, but I was taught to NEVER push or let the yoke go forward during flare. Whenever you feel you're pulling too much nose up, just "freeze" the yoke and hold it still. The nose will come down again by itself at which point you can continue pulling gently. (unless you're pulling a steep angle of course). Looking at all these airliner videos, you often see the pilots yanking/pumping the yoke before touchdown. I suppose some dynamics (inertia?) are totally different, comparing a GA plane to an airliner?
A minor point (until the day it isn't) but if all of your landings involve "pumping the elevator", well, you're probably doing it wrong :-) Read the FCTM
Hi Joe, I'm about to do my A320 type rating and was wondering if you can discuss how to do a fully managed approach for a NPA ( VOR or LOC) and for RNAV. Thanks - Ed
A320 in normal wind condition, I mean except for tail wind, actually no that necessary to do round out, that may cause to use a lot of runway, but it will be very smooth touch down. A321, you better round out after 50 feet. Round out technique is just a bit of back pressure on side stick then release it, you may see the sink rate will be down to 350-500, that means a perfect round out, then after 30 or 20 feet call out, start flare just a little with thrust idle when you see the flare position is established. Well, it just take times to learn everyday every landing.
I really enjoyed watching this video, even though I dont fly the A320 lol 😂... I’ve had training before with Juan Dominguez and joe and I really enjoyed the experience and the top notch quality instruction we had! Highly recommended 🙌🏻🙌🏻🙌🏻👏🏻👏🏻👏🏻
Great video! But I am confused, why do you have to pump the control column on a plane that's not an Airbus, but you don't have to pump as much on an Airbus?
Fly-by-wire controls on the Airbus. Instead of physically moving the controls with the yoke, on the Airbus you are telling the Flight Control computer that you want just a touch of nose up/nose down and letting it move the control surface.
Pumping is a life saving technique to achieve lower landing rates. I'm not a real life Airbus pilot (sadly), but I fly a study level A320 and pumping the stick always saved me when i felt like the plane was gonna touchdown way too fast. It really helps to cut that extra energy in half and kiss the runway. My average went down from like 190-250 fpm landings to 50-150. I didn't know it was a real life technique, though. That's amazing! And as I didn't know the technique, i used to call it "jerking" the stick when explaining it to p3d friends struggling with their landing rates. Pumping sounds a lot better ngl. It's perfect for floaters as well, despite not being something a pilot would do, i guess, as it could be dangerous. Perks of flight simulation, i guess. Float for a couple hundred meters, touchdown with a sub 100 fpm landing, and then brag about it XD By the way, i cut the throttles at 50, pre-flare just a tad, and start pumping at 30-25 depending on weather and runway length. Sometimes I don't even pump. The pre-flare at 50ft often cuts the energy decently enough, but it's also very risky sometimes because it could slow down it way too much and make you drop like a brick while pitching up like a mofo to try and make it less of an impact. When it's timed correctly, though, it's often an effortless sub 200 on TDZ.
Unless you claim you know more than the people who wrote the FCTM, your technique and explanation are inaccurate. -Flare height is 30 ft, it increases or decreases based on various factors. All that 'Arresting Sink Rate at 50 feet' talk you gave was BS. Your instructors will specifically tell you not to do that, as that will mean you are now touching down on the RWY farther than you had planned to and thus are eating up precious rwy length and decreasing LDA (Landing distance avail). Big No No. - During flare, PF will have to apply a progressive and gentle back stick order until touchdown. (Diect quote from FCTM). No pumping required (really!). If you feel you have flared too much the action to take is to release the backward pressure and not as one of the other commentators has pointed out pitch down at 10'. Lol, that is rather dangerous and may result in a nose wheel strike and those wheels are not really rated for the loads the main landing gear experience. -At 20' the retard call is given and is a reminder, not a command (unless in a cat3b autoland). As long as TL are at idle at toughdown to allow for spoiler deployment and holding a little thrust till then is warranted you can do that. Different circumstances require different retard heights, retarding at 30' feet may be necassary when landing in a wet runway to improve landing performance but generally on a normal landing at sea level with a headwind and moderate temps, 20' is a pretty good height to retard Thrust Levers(TL). Your video does have a good coverage of flare law but is still inaccurate with the practicalities of flying. I would suggest deleting this video and re-uploading it after you've read up on the FCTM. Disclaimer: I'm not an Instructor on the A320 family. In all cases the current FCOM and FCTM are the sole authority on procedures, unless your company ops procedures say otherwise and are more restrictive, over what I've said here and any errors I may have done in doing so. Please ask your company instructors to clarify any doubts you have on your SOP and don't follow what you see on YT.
Your technique sounds perfect to me. This is what should be done. Everything from not rounding out at 50' until and unless you have some abnormal situation like steeper glideslope. And applying gradual progressive back pressure at or little after 30 ft callout. Cutting the throttle at 20' or after but definitely before main gear touchdown. I guess that much depends upon your energy state. So, yeah! Your comment is very much helpful. Thanks👍🏻
“Pumping” the yoke/stick is terrible technique and goes against airmanship 101. Constant/increasing back pressure for conventional aircraft and slight increase in pitch then flying the nose wheel onto the runway for the bus is proper and correct.
@@prorobo Nice FLEX. That MUST mean I only have 5 hours of total time. Hope you have a nice profit sharing day next spring :) 💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵
@@prorobo When I read "legacy CA" I immediately thought of the Erin Brockovich scene where the PGE lawyer flexes that they were a multi-billion dollar corporation. Yes captain, 👨✈
@@Auspiciousblackcat not a billionaire, but again, have flown the bus and fly for a living making $300k+. Keep playing that flight sim from your mom’s basement though. 👍
It enhances your peripheral vision to increase your ability to judge sink rate. In other words you have a better idea of descent rate without looking at the VSI.
because your eyes have a problem discerning rate closure to a flat surface when looking directly at it-if you look at the far end of the runway,your eyes can see the change of angle of the runway easily
Try this in the sim. Keep looking on the aiming marker until touchdown. Trust me you'll slam the bus on the ground. Now, transition your view to end of the runway. Now when you'll make even a slight pitch up movement, you'll be able to see and judge that well. Not even that, your Peripheral vision will help you see when you'll level off, that is prevent you from floating. Try it👍🏻
Retired airline pilot 25 years flying Boeing 737/57/67 aircraft. I don’t think you have ever been in the cockpit as a pilot. You do not mention one of the most important components of flying any aircraft, TRIM.
An airline pilot of 25 years and you don't know the A320 AUTO TRIMS? That's why there's no mention of it.. you don't trim it manually. Sounds like you're the one who's never been in a cockpit. Maybe it's that you're commenting on an A320 landing video having only flown Boeing.. go figure.
"End of aviation" . Boeing pilots always with their drama. I love seeing the approach videos with wind where you it looks like you're riding a bull that's trying to throw you off the plane. The trim wheel noise is cute too.
Absolutely! Pumping isn't a "technique". BUT.. watch any pilot land and you'll notice a constant variation in back pressure input. The word "pumping" isnt used to describe a technique but rather to better illustrate the periodic back pressure inputs used in the flare.
I agree-but then,I only have 14,000 hours-don't "pump"-apply back pressure to arrest the descent rate-look at the end of the runway and you will discern the rate of change of the runway angle easily to allow a controlled flare
As an Airbus pilot myself, this is a great video, I always come back to Joe's various videos every few months to refresh my knowledge of things. Outstanding stuff.
Hey as a real pilot do you mind letting me know: On approach in crosswind, do you apply constant rudder input to keep the track on rwy heading? Or should you have neutral rudder with more drift angle? Thanks - I’m just a simmer but love the a320
@@thatmatty231guyyou don’t rudder it you just use a wind correction angle then rudder it straight during the last 10’
@@lauran3244 Thank you -ive been trying this lately and yes that works much better
This dude could be a great salesman for vacation timeshares.
I was thinking car sale commercials.
1000 hrs in 319/321. I made the best landings by applying forward stick below the 10’ call out rolling the main gear on every time! Pulling back in the flair you’d ram the main gear into the runway making a hard Airbus landing! Once I got used to just the opposite I was surprise the nose gear had plenty of (pitch) room instead of the thought of landing on the nose gear first! It was the same on the B727. A little nose down pressure at the right time you would roll the main wheels on the runway! Took about 3 months to figure it out after 10,000 hrs on the B757/767!
I appreciate this. Watched it before but it's even more useful after actually flying the bus.
mocafrost Thanks for your feedback we appreciate it. Glad you found this helpful!!
Watching this for FS2020.
Aerofly😅
The 320 gives you ZERO feel in the stick during flare - unlike Boeing 777 & 787 that have artificial feel units which are quite good. If you try and wait until you have no more resistance in the side stick you’re gonna smash it on every time ! You gotta flare the 320 with your eyes not what you feel in the stick. I wish someone would’ve told me that - I could’ve avoided a great deal of embarrassment.
Good tutorial, as a new pilot on the 320 I found that your technique helped me achieve better Landings for me and the PAX !
6:14 Best part..... Be easy man....
All Ryanair pilots need to watch this
they dont have airbuses
You’re misinformed.
Joe, great video but I think the term pumping in relation to the flare is a bit misleading...perhaps more of an emphasize on “squeeze and hold” back on the stick would be better as this leads to a pilot thinking about a steady smooth input during the flare to touch down in the proper target area of the threshold ....when I flew the 320 many moons ago, I used to suggest to my low experience FOs that what I primarily wanted to see the most was accurate touchdown targeting, which would likely not lead to a pure greaser....but, the greaser was lower on our priority as we often flew into wet limited length runways in Europe and the emphasis was on stopping performance by getting the wheels on pavement ASAP to get braking action as soon as possible....at the moment, I fly 747-400s into places like San Diego (about 2600m Rwy) and the same “squeeze” technique still applies, but once again it’s all about setting your touchdown target and accepting that they aren’t all going to be greasers to keep the operation safe....I haven’t seen any of your other videos but would be most interested if you did a presentation on runway overruns and how to avoid them (though perhaps you’ve already covered this?)....there have been too many over the last couple of years and they are so preventable.....all the best!
This is interesting. I only have a PPL, but I was taught to NEVER push or let the yoke go forward during flare. Whenever you feel you're pulling too much nose up, just "freeze" the yoke and hold it still. The nose will come down again by itself at which point you can continue pulling gently. (unless you're pulling a steep angle of course). Looking at all these airliner videos, you often see the pilots yanking/pumping the yoke before touchdown. I suppose some dynamics (inertia?) are totally different, comparing a GA plane to an airliner?
Hi Joe could you also help with the ground prep for airbus a320 vor and ils and raw data approches
A minor point (until the day it isn't) but if all of your landings involve "pumping the elevator", well, you're probably doing it wrong :-) Read the FCTM
WHAT A BOSS!!! Thank you soo much! Absolutely helpful!
Great explanation! Thank you.
Hi Joe, I'm about to do my A320 type rating and was wondering if you can discuss how to do a fully managed approach for a NPA ( VOR or LOC) and for RNAV. Thanks - Ed
I like the way you teach, really helpful for the beginner like me! Thanks capt
Thank you for the feedback, we appreciate it!
Great tips thank you
Hi question. If coming in for example at 700 ft per min. At 50 feet, do I pull a little then at 30 start flaring? Or at 50 still maintain pitch
A320 in normal wind condition, I mean except for tail wind, actually no that necessary to do round out, that may cause to use a lot of runway, but it will be very smooth touch down. A321, you better round out after 50 feet. Round out technique is just a bit of back pressure on side stick then release it, you may see the sink rate will be down to 350-500, that means a perfect round out, then after 30 or 20 feet call out, start flare just a little with thrust idle when you see the flare position is established. Well, it just take times to learn everyday every landing.
I really enjoyed watching this video, even though I dont fly the A320 lol 😂... I’ve had training before with Juan Dominguez and joe and I really enjoyed the experience and the top notch quality instruction we had! Highly recommended 🙌🏻🙌🏻🙌🏻👏🏻👏🏻👏🏻
Reducing to idle at 30ft is putting yourself at risk of tail strike if you are looking for a smooth landing.
When do you reduce to idle?
@@lauran324440’
Great video! But I am confused, why do you have to pump the control column on a plane that's not an Airbus, but you don't have to pump as much on an Airbus?
Fly-by-wire controls on the Airbus. Instead of physically moving the controls with the yoke, on the Airbus you are telling the Flight Control computer that you want just a touch of nose up/nose down and letting it move the control surface.
Yuo forgot one thing, tanks for watching…😊
thank you !
Capt. Nguyen it is always our pleasure!
I'm a 737 driver and in the 737 I'm the fare mode.
So I know what you are talking 😆
I m going to get my PPL before touch 50yrs old. Another 3 years to go. Is it ok at the age ?
It ultimately depends on what your goal is. Fly for fun, professionally, airlines or corporate? Send us an email and we'll try to help out!
@@1stepprep thnk u sir for your advice
This guy looks like a typical DMV 'shark ' attorney.
Pumping is a life saving technique to achieve lower landing rates. I'm not a real life Airbus pilot (sadly), but I fly a study level A320 and pumping the stick always saved me when i felt like the plane was gonna touchdown way too fast. It really helps to cut that extra energy in half and kiss the runway. My average went down from like 190-250 fpm landings to 50-150. I didn't know it was a real life technique, though. That's amazing! And as I didn't know the technique, i used to call it "jerking" the stick when explaining it to p3d friends struggling with their landing rates. Pumping sounds a lot better ngl. It's perfect for floaters as well, despite not being something a pilot would do, i guess, as it could be dangerous. Perks of flight simulation, i guess. Float for a couple hundred meters, touchdown with a sub 100 fpm landing, and then brag about it XD By the way, i cut the throttles at 50, pre-flare just a tad, and start pumping at 30-25 depending on weather and runway length. Sometimes I don't even pump. The pre-flare at 50ft often cuts the energy decently enough, but it's also very risky sometimes because it could slow down it way too much and make you drop like a brick while pitching up like a mofo to try and make it less of an impact. When it's timed correctly, though, it's often an effortless sub 200 on TDZ.
Slow down Joe…… ya makin ma head spin bruh 😉Excellent knowledge and explanation but please slow down a bit. Cheers
Unless you claim you know more than the people who wrote the FCTM, your technique and explanation are inaccurate.
-Flare height is 30 ft, it increases or decreases based on various factors. All that 'Arresting Sink Rate at 50 feet' talk you gave was BS. Your instructors will specifically tell you not to do that, as that will mean you are now touching down on the RWY farther than you had planned to and thus are eating up precious rwy length and decreasing LDA (Landing distance avail). Big No No.
- During flare, PF will have to apply a progressive and gentle back stick order until touchdown. (Diect quote from FCTM). No pumping required (really!). If you feel you have flared too much the action to take is to release the backward pressure and not as one of the other commentators has pointed out pitch down at 10'. Lol, that is rather dangerous and may result in a nose wheel strike and those wheels are not really rated for the loads the main landing gear experience.
-At 20' the retard call is given and is a reminder, not a command (unless in a cat3b autoland). As long as TL are at idle at toughdown to allow for spoiler deployment and holding a little thrust till then is warranted you can do that. Different circumstances require different retard heights, retarding at 30' feet may be necassary when landing in a wet runway to improve landing performance but generally on a normal landing at sea level with a headwind and moderate temps, 20' is a pretty good height to retard Thrust Levers(TL).
Your video does have a good coverage of flare law but is still inaccurate with the practicalities of flying. I would suggest deleting this video and re-uploading it after you've read up on the FCTM.
Disclaimer: I'm not an Instructor on the A320 family. In all cases the current FCOM and FCTM are the sole authority on procedures, unless your company ops procedures say otherwise and are more restrictive, over what I've said here and any errors I may have done in doing so. Please ask your company instructors to clarify any doubts you have on your SOP and don't follow what you see on YT.
Your technique sounds perfect to me. This is what should be done. Everything from not rounding out at 50' until and unless you have some abnormal situation like steeper glideslope. And applying gradual progressive back pressure at or little after 30 ft callout. Cutting the throttle at 20' or after but definitely before main gear touchdown. I guess that much depends upon your energy state.
So, yeah! Your comment is very much helpful.
Thanks👍🏻
I thought when you put the GEAR DOWN it goes into from Normal to Direct Law, correct me if I'm misunderstood the concept
That is only if in alternate law. Check out our flight control laws video available at 1StepPrep.com
No… under normal circumstances, still normal law
Joe really is the kind of captain i imagined an airliner pilot would be.
I just became a pilot 😳
“Pumping” the yoke/stick is terrible technique and goes against airmanship 101. Constant/increasing back pressure for conventional aircraft and slight increase in pitch then flying the nose wheel onto the runway for the bus is proper and correct.
In FLARE mode it's conventional so you have to 'pump' or constantly adjust back pressure for the round out... looking forward to you disagreeing
@@Auspiciousblackcatwrong. But what would I know, I only flew the bus for my previous airline and am currently a legacy CA.
@@prorobo Nice FLEX. That MUST mean I only have 5 hours of total time. Hope you have a nice profit sharing day next spring :) 💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵💵
@@prorobo When I read "legacy CA" I immediately thought of the Erin Brockovich scene where the PGE lawyer flexes that they were a multi-billion dollar corporation. Yes captain, 👨✈
@@Auspiciousblackcat not a billionaire, but again, have flown the bus and fly for a living making $300k+. Keep playing that flight sim from your mom’s basement though. 👍
Man! You really helped me a lot, such a pure bliss ❤ Thanks captain
Excellent! We're glad to hear that. If we can help you further please let us know at 1StepPrep.com
Sorry for the "maybe" stupid question (I'm only a Sim Player) - but why do you look at the end of the runway while landing?
It enhances your peripheral vision to increase your ability to judge sink rate. In other words you have a better idea of descent rate without looking at the VSI.
because your eyes have a problem discerning rate closure to a flat surface when looking directly at it-if you look at the far end of the runway,your eyes can see the change of angle of the runway easily
Try this in the sim.
Keep looking on the aiming marker until touchdown. Trust me you'll slam the bus on the ground.
Now, transition your view to end of the runway. Now when you'll make even a slight pitch up movement, you'll be able to see and judge that well. Not even that, your Peripheral vision will help you see when you'll level off, that is prevent you from floating.
Try it👍🏻
I can only imagine how many load reports are gonna be printed by the airplane after people watch this ..... 😂 j/k, enjoy flying and be safe everyone!
I thought the video speed is 2x😂 anyways, nice video!
When in doubt flare too much and too early…..
Great explanation cap
Why am I watching this I don't even fly the A320
I got '' NET '' so here i am.
You guys realise most of your free viewers could be flightsim enthusiasts?
It's possible!
I have landed various Airbus for over ten years… And after watching this Sesame Street Pirate I have cancer. :/
God damn it man, dont tell people to "Pump the stick" that is such a horrible and rookie mistake.
therealspudnic what’s your method?
Dude used 10mins to answer the question.. i’ll summarize it in 5 seconds “ at 30’ RA retard the thrust lever follow by a gentle few degrees flare” 😆
Mus Azman Better understand than simply do it without any clue why it works
Definitely laboured that point
But dude! It's harder to do than said. It much depends upon what you see, where you see and how you judge it!
Retired airline pilot 25 years flying Boeing 737/57/67 aircraft. I don’t think you have ever been in the cockpit as a pilot. You do not mention one of the most important components of flying any aircraft, TRIM.
An airline pilot of 25 years and you don't know the A320 AUTO TRIMS? That's why there's no mention of it.. you don't trim it manually. Sounds like you're the one who's never been in a cockpit. Maybe it's that you're commenting on an A320 landing video having only flown Boeing.. go figure.
You don't "pump" apply pressure to control pitch attitude
No - It's a pump.
Airbus is end of aviation. Is why I hate it
B737 driver
"End of aviation" . Boeing pilots always with their drama. I love seeing the approach videos with wind where you it looks like you're riding a bull that's trying to throw you off the plane. The trim wheel noise is cute too.
Something’s wrong here. This guy is too young to have this much knowledge
Pumping is not a correct landing technique...
Absolutely! Pumping isn't a "technique". BUT.. watch any pilot land and you'll notice a constant variation in back pressure input. The word "pumping" isnt used to describe a technique but rather to better illustrate the periodic back pressure inputs used in the flare.
I agree-but then,I only have 14,000 hours-don't "pump"-apply back pressure to arrest the descent rate-look at the end of the runway and you will discern the rate of change of the runway angle easily to allow a controlled flare
In the bus you will see a pump happening. In any airplane you will witness a small pumping action... Think about it.
Ok boomer....
Thank you !