Lately I have been having a problem landing all (3) Fenix variants (MSFS 2024).  My landing rate has climbed to several hundred FPM and if I have to guess at when this problem started, it would be after the release of SU4.  I had looked at quite a few videos on this topic when I first purchased the Fenix A/C, in general I continue to use the same technique...stable ROD and constant speed, flare at 30' AGL, retard the throttles after the flare, etc. but the A/C seems to lose energy very quickly and hits the runway much harder than I would like in very calm weather conditions.  I tended to blame my landing technique for the problem but now that the PMDG B738 has been released for MSFS 2024, I did a couple of flights with this aircraft and these landings can make a IRL pilot jealous.  I also don't have this problem with the B777.

Where can I focus to improve the landings with the Airbus A/C ?  Is there anything that I should be doing differently in the last phase of the landing in the Airbus vs. the Boeing aircraft ?  Any thoughts you might have on where the problem might be is appreciated.

I also used to struggle with the Fenix busses. When I incorporated the same procedure you're describing, the last thing I do is -  once I hit 30 ft AGL - I ever so slightly raise the nose. The reason you're landing hard could be that Airbus pitch down deliberately at that exact moment. Airbus did this so pilots would naturally react by raising the nose ever so slightly to avoid a hard landing.

Hope this made sense.

At 30' AGL I pitch up slightly.....the flare.  How does what you're suggesting relate to what I already do ?
Thanks

I did some research on how real pilots land and watched simulator videos, and I figured out the best techniques:

• Weight: Use FMC data for the accurate aircraft weight to calculate the best VAPP.

• Altimeter: Set according to current weather (hPa or inHg).

• Wind: Observe wind speed and direction.

• Landing Speed: Use VAPP from the FMC +5 KT, adjusted using: (GUST – WIND) ÷ 2 (minimum 5 KT, maximum 10 KT).

• Autopilot: Disconnect at 1,000 ft AGL for stable handling; if visibility is zero, remain on autopilot.

• Minima: Ensure you are at the target speed and on the correct glide slope.

• Flare: 

  • Wide-body aircraft (e.g., B777): flare at 30 ft AGL.

  • Narrow-body aircraft (e.g., A320): flare at 20 ft AGL.

  • Monitor the AGL readings to ensure the descent is appropriate for wheel touchdown.

  • Reduce throttle to 0% over approximately 2 seconds. Wait for the nose wheels to touch down before deploying the reversers to avoid a hard impact on the nose gear.

 

1 hour ago, SylvesterSS said:

Landing Speed: Use VAPP from the FMC +5 KT, adjusted using: (GUST – WIND) ÷ 2 (minimum 5 KT, maximum 10 KT).

Not on the Airbus (which the OP is asking about).

I think the OP is asking about specific advice on how to fix the flare which is now going wrong for them post-SU4.

Generally, if the landing is hard, the problem is one or all of the following:

• You're flaring too little or too late
• You're pulling out the power too early
• You're too slow

Start the flare at 50'
Retard the thrust levers at 30' and be ready for the deliberate pitch-down described above
Small corrections as needed

Another idea worth looking into are the control settings. Test various sensitivity/reactivity slopes etc. Flightsim controllers vary so much and none are anywhere remotely close to the way real aircraft flight controls behave. At the end of the day settle on whatever feels best for your system and then just practice on one variant (each add-on behaves differently) until you get it as close as possible to a "good" landing, neither too floaty nor too heavy.

Thank you all for the feedback and will work with your recommendations.  I have one follow-up question on power management.

How do you manage the throttles the last 1000' AGL ? Auto-throttle or manual ?  At what point do you switch to manual ?  During the flare, is it auto-throttle or manual ?

Thanks again.

It's generally standard operating procedure in Airbus aircraft to fly the approach with auto thrust on and managing the speed, and just retard the throttles during the flare, which will disengage it.

Edited December 22, 2025Dec 22 by Tom Wright

15 minutes ago, Tom Wright said:

It's generally standard operating procedure in Airbus aircraft to fly the approach with auto thrust on and managing the speed, and just retard the throttles during the flare, which will disengage it.

This is what I have been doing so my focus has to be elsewhere....thanks.

On 12/22/2025 at 10:43 AM, Tom Wright said:

It's generally standard operating procedure in Airbus aircraft to fly the approach with auto thrust on and managing the speed, and just retard the throttles during the flare, which will disengage it.

A few questions regarding  retarding throttles in the Airbus (Fenix):

• When auto thrust is engaged, do the throttles have to be fully in the IDLE position for the engines to go idle or does the movement of the throttles from the CLB to the IDLE position start the throttle retard process ?
   
• Should I always wait for the "RETARD, RETARD....." enunciation before bringing the throttles to the IDLE position or can I start retarding the throttles at 30' AGL even before the enunciation is heard ?   I have confirmed that throttles are calibrated correctly but sometimes I hear the enunciation even after retarding the throttles so this is a sequence of events question.
   
• How do I make the throttles IDLE position "wider" to make sure the throttles are retarded with certainty without having to be exactly at the IDLE detente ?  Increase the Dead Zone ?

Per my OP, my Airbus landings are improving but I am not there yet.  I think the timely retarding of the throttles is part of my problem.  I am assuming that in the current Fenix implementation of the "RETARD, RETARD......" enunciation, there is no problem with its timing in relation to the flare.  Please let me know if otherwise.

It’s also impossible to consistently have smooth landings as any pilot in real life will tell you.  So cut yourself some slack here.  A solid 200-350fpm landing is typical in a lot of flights in real world.  I’ve heard real world airline guys say that they really only care about G load and anything under 2.0 is not even a worry.

 

As far as technique, I pull the power at 30 ft and then actually try and level off for a few seconds before allowing the plane to settle into the runway.  It’s probably because I’ve flown a 172 for 600 hours IRL that I do it this way but it yields consistent 150-300 FPM touchdown well under 1.5G.  If you immediately start to flare at 30 you actually will drive the mains into the ground causing a pretty firm touchdown.

On 1/19/2026 at 1:02 AM, zachlog said:

A few questions regarding  retarding throttles in the Airbus (Fenix):

• When auto thrust is engaged, do the throttles have to be fully in the IDLE position for the engines to go idle or does the movement of the throttles from the CLB to the IDLE position start the throttle retard process ?
   
• Should I always wait for the "RETARD, RETARD....." enunciation before bringing the throttles to the IDLE position or can I start retarding the throttles at 30' AGL even before the enunciation is heard ?   I have confirmed that throttles are calibrated correctly but sometimes I hear the enunciation even after retarding the throttles so this is a sequence of events question.
   
• How do I make the throttles IDLE position "wider" to make sure the throttles are retarded with certainty without having to be exactly at the IDLE detente ?  Increase the Dead Zone ?

Per my OP, my Airbus landings are improving but I am not there yet.  I think the timely retarding of the throttles is part of my problem.  I am assuming that in the current Fenix implementation of the "RETARD, RETARD......" enunciation, there is no problem with its timing in relation to the flare.  Please let me know if otherwise.

Pulling them out of the climb gate they will start to throttle back with your movement, but they're only idle if in the idle detent.

You can retard the thrust levers whenever you choose, the callout is just an advisory call. You may wish to retard them earlier if you're a little bit fast or there's a slight tailwind, for example. You will hear it whenever the thrust levers are not idle after 20ft.

You can adjust deadzones through the calibration settings in the Fenix MCDU.

 

 

Also, this video was really helpful for me...