I like to disconnect the autothrottle at the fenceline, then give the throttles a little, quick, manual goose to get the idle down to the 20's. This eliminates the tendency to float in ground effect. Usually my landings are so soft, the passengers are reluctant to unfasten their seat belts.

Assign your control axis via FSUIPC, much smoother & more feeling this way.30-20f ra smoothly retard your power & simultaneity pitch up approx. 3 deg looking out at 2/3 on the RWY.Greasers are fun & practice makes it :(

I have to admit I have difficulties landing this plane.I always have the tendency to float or worse to fly back up. Not sure why, speed is good (Vref + 5), i retard the thottles at around 20ft. Didnt get into these sort of issues on the (MD-11, J41, or LDS 767).Am I expected to retard the throttles sooner or push the nose down?

Hi Guys,This is what a 737-800 pilot told me. As with all aeroplanes (including the scarebus) All good landings start with a good approach. VERY IMPORTANT!!: Cross the tresshold at 50 AGL and at speed (Vref + wind correction)for flap 30 landings chop the power at 30 AGL and pull back slightly. then let her settle. Ground effect will take care of the restFlap 40 is flare at 30 AGL then chop the power. same as aboveThese techneques work quite well with the NGX too. When I say chop I mean smoothly reduce to idle. Also to bear in mind greasers are good for showing off and when appropriate. Short runway or harsh weather it's a no no.Be Professional guys!

Hi Guys,This is what a 737-800 pilot told me. As with all aeroplanes (including the scarebus) All good landings start with a good approach. VERY IMPORTANT!!: Cross the tresshold at 50 AGL and at speed (Vref + wind correction)for flap 30 landings chop the power at 30 AGL and pull back slightly. then let her settle. Ground effect will take care of the restFlap 40 is flare at 30 AGL then chop the power. same as aboveThese techneques work quite well with the NGX too. When I say chop I mean smoothly reduce to idle. Also to bear in mind greasers are good for showing off and when appropriate. Short runway or harsh weather it's a no no.Be Professional guys!

Not quite sure when is appropriate ;) nice long runway, good weather, float the aircraft and find you have a BSCU fault on roll out..

Not quite sure when is appropriate ;) nice long runway, good weather, float the aircraft and find you have a BSCU fault on roll out..

Hi Rob,Two things:1. I never said "float the aircraft". You can pull off a smooth landing well within the first 300-500m of the runway. if you come into a 1800m runway like Inverness. Flare and hit the deck (you get the point) Reversers out and start the stopping program. Another small technique in the real aircraft is when you are a foot or so above the runway just release the back pressure a little. This will raise the mains and she settles like a dream.2. Reversers are more effiecent that most think. if you have 3000m of runway they will easily stop the aircraft without touching the brakes at all

Hi Rob,Two things:1. I never said "float the aircraft". You can pull off a smooth landing well within the first 300-500m of the runway. if you come into a 1800m runway like Inverness. Flare and hit the deck (you get the point) Reversers out and start the stopping program. Another small technique in the real aircraft is when you are a foot or so above the runway just release the back pressure a little. This will raise the mains and she settles like a dream.2. Reversers are more effiecent that most think. if you have 3000m of runway they will easily stop the aircraft without touching the brakes at all

Dude relax, your an A320 F/O right? You know what a BSCU fault is right? And why are we talking about reversers? They are not even factored into landing perfomance calculations.Regards

The HUD is also a great tool as well provided you have everything really set up correctly. You will find that you can glide along the runway at 2-3 feet or so for a couple of seconds and it will settle right in there.

Really??? You are asking to go off the end!Let's say you float for 3 seconds. At 140 kts this equates to 708 ft of runway you just ate up - and your wheels aren't even on the deck yet!There is no floating involved - just a nice reduction in vertical speed. Anything below 200 ft/min will be quite friendly to the passengers.http://en.wikipedia.org/wiki/Air_France_Flight_358Best regards,Robin.

Dude relax, your an A320 F/O right? You know what a BSCU fault is right? And why are we talking about reversers? They are not even factored into landing perfomance calculations.Regards

Hi Rob,I am indeed both relaxed and an A320 first officer. I think we are getting on the same page.For the BSCU fault the second channel would just take over. If both channels fail we would get a ding and do the "loss of braking" memory checklist. Call ATC and get a tow truck. Nothing to it really. Interesting topic actually. For normal landings we take the actual landing distance and multiply it with 1,67 to get Landing Distance Required. *IF* we had a BSCU fault (Anti-skid) we would have to multiply actual landing distance with 1,5. So we could actually still land on our original runway. Not a lot of margin if you float it. This is also without reversers and no autobrake.Kind regards,

Cool, glad we're on the same page :( Your initial comments we're spot on, my reference to floating the aircaft was not directed at you , rather at the whole topic in general.Regards

Well this thread turned airbus fairly fast... :mellow:As regards to the original question, practice really is the only way to master it and get a feel for it. And you'll never get a 100% landing every time, that just doesn't happen, not in real life and not in the sim, the main thing is, as has been said in most posts here, is to get the thing on the ground as soon as possible without being overly forceful on the LG...Capt. Rónán O Cadhain.

thanks for all the replies, with all the advise I managed to make a -50fps landing! Its not bad in my opinion but Im going to try harder :DI would not do it with terrible conditions however, when I did that nice landing I had 9L at EGLL and nice weather so it was perfect. So just to confirm, I did it like slowly flare at 50 rad alt and retard at 10 rad altNext is the 747, harder for meAny advice on the saitek yoke? I think thats what has been bringing me down, it is not like the real on, do I need to make it more sensitive?

Greasing or not. I saw 2 situations:1: Visiting Brussels Tower. Bad weather: heay rain, wind, short runway in use. Every single aircraft that landed that period, precisely touched down within the 2 first big blocks making a positive landing.2: been 6 weeks in Vegas (driving by the airport twice a day), always beautifull weather, not too much wind and long runways: I saw an enormous amount of 737's landing there (mostly SouthWest I think?), almost none landing within the first blocks, almost all of them were holding off (a lot or even going up or bouncing a bit) or call it greasing.I guess it's pilots' judgement: not to jeopardise safety but if possible be gentle on the gear, tires and brakes.Bert Van Bulck

Edited January 30, 201214 yr by rocketfs

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Edited January 30, 201214 yr by martin-w

I guess it's pilots' judgement: not to jeopardise safety but if possible be gentle on the gear, tires and brakes.

One reason some land 'long' is to cut down on taxi time, it the terminal is at the far end of the airport and the runway is long enough.