FLARE, THRUST REDUCTION AND TOUCHDOWN
Use the applicable landing technique and a progressive flare while monitoring alignment, energy and touchdown position. Keep the developing visual picture in context with the aircraft's response. Smoothness is desirable, but prolonging the float to obtain it can compromise the landing position. [13, PDF pp. 185-187] [13, PDF pp. 185-196]
In a normal landing, reduce thrust appropriately for the levers to be at IDLE by touchdown. Understand the RETARD reminder in its actual landing context rather than applying a memorised timing regardless of wind, height and aircraft response. The thrust selection supports the landing being flown. [13, PDF pp. 185-196]
After main-wheel touchdown, control nosewheel lowering and maintain direction. The A321 requires its own appreciation of fuselage geometry and tail clearance. Keep flying the rollout before assessing the quality of the touchdown; the replay can wait until the aircraft no longer needs the runway. [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.