ILS Landing tips?

[Nerbulus]

Hey there,
I’ve been simming for some time now but never quite managed to get that butter landing.
On an ILS approach, when do I flare? It seems I always flare too late. Additionally, do I cut power to idle when I cross the runway threshold?
I am pretty sure I flare much too late in the landing. I only start the flare a few feet off the ground, resulting in a bounce.
Other than flaring, what should I do with the throttle?
Thanks for any tips.

[Pieter2427]

@Nerbulus

when do I flare?

30-50 ft

@Nerbulus

Additionally, do I cut power to idle when I cross the runway threshold?

In a Cessna that’s the usual. In an airliner… Meh, you’ll plunge into the ground. Gradually throttle back to idle during flare works better (Or when the A320 says “Retard”)

[Nerbulus]

Thanks a bunch. So in the a320, start flaring at 30-50 on the GPWS and gradually throttle back to idle once you cross the runway (and go to idle when it says retard)?

[AwesomeBlack533]

In general, when you pass the threshold of the runway you start to idle back and pitch up. In normal conditions that’s around 50ft above the runway

[kvuo75]

@Nerbulus

Thanks a bunch. So in the a320, start flaring at 30-50 on the GPWS and gradually throttle back to idle once you cross the runway (and go to idle when it says retard)?

google “a320 fctm”

ALL
PITCH CONTROL
When reaching 50 ft, auto-trim ceases and the pitch law is modified to flare law.
Indeed, the normal pitch law, which provides trajectory stability, is not the best
adapted to the flare manoeuvre. The system memorizes the attitude at 50 ft, and
that attitude becomes the initial reference for pitch attitude control. As the aircraft
descends through 30 ft, the system begins to reduce the pitch attitude at a
predetermined rate of 2° down in 8 second. Consequently, as the speed
reduces, the pilot will have to move the stick rearwards to maintain a constant
path. The flare technique is thus very conventional.
From stabilized conditions, the flare height is about 30 ft. This height varies with
different parameters, such as weight, rate of descent, wind variations…
Avoid under flaring.
– The rate of descent must be controlled prior to the initiation of the flare (rate
not increasing)
– Start the flare with positive backpressure on the sidestick and holding as
necessary
– Avoid forward stick movement once Flare initiated (releasing back-pressure is
acceptable)
At 20 ft, the “RETARD” auto call-out reminds the pilot to retard thrust levers. It is
a reminder rather than an order. The pilot will retard the thrust levers when best
adapted e.g. if high and fast on the final path the pilot will retard earlier. In order
to assess the rate of descent in the flare, and the aircraft position relative to the
ground, look well ahead of the aircraft. The typical pitch increment in the flare is
approximately 4°, which leads to -1° flight path angle associated with a 10 kt
speed decay in the manoeuvre. A prolonged float will increase both the landing
distance and the risk of tail strike.