FLARE, THRUST REDUCTION AND TOUCHDOWN
During the flare, a progressive pitch change adjusts the flight path for touchdown while we maintain alignment and watch where the aircraft is going to land. Let the developing runway picture and aircraft response guide the applicable technique. The objective includes touchdown position as well as a controlled arrival on the main wheels. Holding the aircraft off in pursuit of an exceptionally soft touchdown can carry it farther along the runway while leaving the stopping work ahead. Use the technique for the actual airframe and conditions. Our attention belongs to the whole landing, including the runway that remains after contact. [13, PDF pp. 185-187] [13, PDF pp. 185-196]
For a normal landing, reduce thrust appropriately so that the levers are at IDLE by touchdown. The RETARD callout is a reminder associated with that thrust-lever task. Understand it in the context of the landing being flown rather than treating a remembered sound or height as a complete control technique. Wind, height and the aircraft's response still need to be monitored as the thrust comes back. The useful relationship is between the flight path we are flying, the thrust selection supporting it and the intended touchdown. That relationship continues to matter even when the runway has filled most of the windscreen. [13, PDF pp. 185-196]
After main-wheel touchdown, control the lowering of the nosewheel and maintain direction. The longer A321 deserves particular attention to its fuselage geometry and tail clearance; a technique that ignores the airframe can use up that clearance quickly. Continue flying the aircraft through the transition onto the runway. The landing has now become a ground-control and stopping task, with spoiler deployment, reverse and braking to monitor. A small disappointment about smoothness can wait. Touchdowns are easier to admire once the aircraft has stopped. For now, direction and deceleration still need the attention that got us here. [13, PDF pp. 185-196]
IN PRACTICE: Fly the transition from final approach to touchdown
Before you begin: This is a normal manual landing from a stable approach, with the required visual reference. Autoland is a separate planned method, not an assumption for this exercise.
1. Make the manual handover at the briefed point
Action. Disconnect the autopilot as briefed for the manual landing and confirm the handover while preserving the established path and speed.
Check. The aircraft remains stable as manual control takes over. The runway picture and flight instruments still agree. [14, PDF pp. 1139-1154] [13, PDF pp. 185-196]
2. Keep the threshold picture honest
Action. Continue the established approach to the threshold, using the visual aids and approach information together. Avoid a late steepening of the path to chase an earlier touchdown point.
Check. The aircraft crosses towards the intended landing area with adequate wheel clearance and a controllable descent. [13, PDF pp. 185-196] [13, PDF pp. 185-187]
3. Shift the view and begin the flare smoothly
Action. As the flare develops, look well ahead along the runway and apply the smooth aft-sidestick input needed to reduce the descent rate. Adjust to the actual approach conditions instead of copying a fixed pitch picture.
Check. The descent rate reduces while runway alignment and the intended touchdown area remain in view. [13, PDF pp. 185-187]
4. Bring thrust to idle in time
Action. Reduce the thrust levers during the flare as suited to the actual conditions, and ensure both are at IDLE no later than touchdown. Treat RETARD as the reminder described in the manual.
Check. Thrust is removed in time for normal ground-spoiler operation and the aircraft can settle onto the main gear. [13, PDF pp. 185-187]
5. Control alignment through main-gear contact
Action. Use rudder and the necessary roll correction to keep the aircraft aligned and on the centreline. After main-gear touchdown, lower the nose smoothly rather than holding it high for drag.
Check. Main-gear and then nose-gear contact occur under control, ready for effective directional control and stopping. [13, PDF pp. 185-187] [13, PDF pp. 185-196]
6. Hand the attention to the rollout
Action. Check that the stopping systems deploy and that deceleration begins. Maintain runway directional control as the task changes from flying the flare to stopping the aircraft.
Check. The aircraft is firmly on the runway, decelerating and tracking the centreline. [13, PDF pp. 188-193] [14, PDF pp. 1153-1154]
Complete when: The aircraft has touched down in the intended landing area, the nose is being lowered under control, and the rollout scan has begun.