This dude could be a great salesman for vacation timeshares.

As an Airbus pilot myself, this is a great video, I always come back to Joe's various videos every few months to refresh my knowledge of things. Outstanding stuff.

1000 hrs in 319/321. I made the best landings by applying forward stick below the 10’ call out rolling the main gear on every time! Pulling back in the flair you’d ram the main gear into the runway making a hard Airbus landing! Once I got used to just the opposite I was surprise the nose gear had plenty of (pitch) room instead of the thought of landing on the nose gear first! It was the same on the B727. A little nose down pressure at the right time you would roll the main wheels on the runway! Took about 3 months to figure it out after 10,000 hrs on the B757/767!

I appreciate this. Watched it before but it's even more useful after actually flying the bus.

WHAT A BOSS!!! Thank you soo much! Absolutely helpful!

Watching this for FS2020.

I really enjoyed watching this video, even though I dont fly the A320 lol 😂... I’ve had training before with Juan Dominguez and joe and I really enjoyed the experience and the top notch quality instruction we had! Highly recommended 🙌🏻🙌🏻🙌🏻👏🏻👏🏻👏🏻

Good tutorial, as a new pilot on the 320 I found that your technique helped me achieve better Landings for me and the PAX !

The 320 gives you ZERO feel in the stick during flare - unlike Boeing 777 & 787 that have artificial feel units which are quite good. If you try and wait until you have no more resistance in the side stick you’re gonna smash it on every time ! You gotta flare the 320 with your eyes not what you feel in the stick. I wish someone would’ve told me that - I could’ve avoided a great deal of embarrassment.

Great explanation! Thank you.

Great tips thank you

I like the way you teach, really helpful for the beginner like me! Thanks capt

Hi Joe, I'm about to do my A320 type rating and was wondering if you can discuss how to do a fully managed approach for a NPA ( VOR or LOC) and for RNAV. Thanks - Ed

Thank you !

All Ryanair pilots need to watch this

6:14 Best part..... Be easy man....

thank you !

Joe, great video but I think the term pumping in relation to the flare is a bit misleading...perhaps more of an emphasize on “squeeze and hold” back on the stick would be better as this leads to a pilot thinking about a steady smooth input during the flare to touch down in the proper target area of the threshold ....when I flew the 320 many moons ago, I used to suggest to my low experience FOs that what I primarily wanted to see the most was accurate touchdown targeting, which would likely not lead to a pure greaser....but, the greaser was lower on our priority as we often flew into wet limited length runways in Europe and the emphasis was on stopping performance by getting the wheels on pavement ASAP to get braking action as soon as possible....at the moment, I fly 747-400s into places like San Diego (about 2600m Rwy) and the same “squeeze” technique still applies, but once again it’s all about setting your touchdown target and accepting that they aren’t all going to be greasers to keep the operation safe....I haven’t seen any of your other videos but would be most interested if you did a presentation on runway overruns and how to avoid them (though perhaps you’ve already covered this?)....there have been too many over the last couple of years and they are so preventable.....all the best!

Hi Joe could you also help with the ground prep for airbus a320 vor and ils and raw data approches

A minor point (until the day it isn't) but if all of your landings involve "pumping the elevator", well, you're probably doing it wrong :-) Read the FCTM

Hi question. If coming in for example at 700 ft per min. At 50 feet, do I pull a little then at 30 start flaring? Or at 50 still maintain pitch

Man! You really helped me a lot, such a pure bliss ❤ Thanks captain

Great video! But I am confused, why do you have to pump the control column on a plane that's not an Airbus, but you don't have to pump as much on an Airbus?

Great explanation cap

I m going to get my PPL before touch 50yrs old. Another 3 years to go. Is it ok at the age ?

I thought when you put the GEAR DOWN it goes into from Normal to Direct Law, correct me if I'm misunderstood the concept

Joe really is the kind of captain i imagined an airliner pilot would be.

Slow down Joe…… ya makin ma head spin bruh 😉Excellent knowledge and explanation but please slow down a bit. Cheers

I can only imagine how many load reports are gonna be printed by the airplane after people watch this ..... 😂 j/k, enjoy flying and be safe everyone!

I'm a 737 driver and in the 737 I'm the fare mode. So I know what you are talking 😆

This guy looks like a typical DMV 'shark ' attorney.

I thought the video speed is 2x😂 anyways, nice video!

Yuo forgot one thing, tanks for watching…😊

I just became a pilot 😳

Reducing to idle at 30ft is putting yourself at risk of tail strike if you are looking for a smooth landing.

Sorry for the "maybe" stupid question (I'm only a Sim Player) - but why do you look at the end of the runway while landing?

Pumping is a life saving technique to achieve lower landing rates. I'm not a real life Airbus pilot (sadly), but I fly a study level A320 and pumping the stick always saved me when i felt like the plane was gonna touchdown way too fast. It really helps to cut that extra energy in half and kiss the runway. My average went down from like 190-250 fpm landings to 50-150. I didn't know it was a real life technique, though. That's amazing! And as I didn't know the technique, i used to call it "jerking" the stick when explaining it to p3d friends struggling with their landing rates. Pumping sounds a lot better ngl. It's perfect for floaters as well, despite not being something a pilot would do, i guess, as it could be dangerous. Perks of flight simulation, i guess. Float for a couple hundred meters, touchdown with a sub 100 fpm landing, and then brag about it XD By the way, i cut the throttles at 50, pre-flare just a tad, and start pumping at 30-25 depending on weather and runway length. Sometimes I don't even pump. The pre-flare at 50ft often cuts the energy decently enough, but it's also very risky sometimes because it could slow down it way too much and make you drop like a brick while pitching up like a mofo to try and make it less of an impact. When it's timed correctly, though, it's often an effortless sub 200 on TDZ.

Unless you claim you know more than the people who wrote the FCTM, your technique and explanation are inaccurate. -Flare height is 30 ft, it increases or decreases based on various factors. All that 'Arresting Sink Rate at 50 feet' talk you gave was BS. Your instructors will specifically tell you not to do that, as that will mean you are now touching down on the RWY farther than you had planned to and thus are eating up precious rwy length and decreasing LDA (Landing distance avail). Big No No. - During flare, PF will have to apply a progressive and gentle back stick order until touchdown. (Diect quote from FCTM). No pumping required (really!). If you feel you have flared too much the action to take is to release the backward pressure and not as one of the other commentators has pointed out pitch down at 10'. Lol, that is rather dangerous and may result in a nose wheel strike and those wheels are not really rated for the loads the main landing gear experience. -At 20' the retard call is given and is a reminder, not a command (unless in a cat3b autoland). As long as TL are at idle at toughdown to allow for spoiler deployment and holding a little thrust till then is warranted you can do that. Different circumstances require different retard heights, retarding at 30' feet may be necassary when landing in a wet runway to improve landing performance but generally on a normal landing at sea level with a headwind and moderate temps, 20' is a pretty good height to retard Thrust Levers(TL). Your video does have a good coverage of flare law but is still inaccurate with the practicalities of flying. I would suggest deleting this video and re-uploading it after you've read up on the FCTM. Disclaimer: I'm not an Instructor on the A320 family. In all cases the current FCOM and FCTM are the sole authority on procedures, unless your company ops procedures say otherwise and are more restrictive, over what I've said here and any errors I may have done in doing so. Please ask your company instructors to clarify any doubts you have on your SOP and don't follow what you see on YT.

“Pumping” the yoke/stick is terrible technique and goes against airmanship 101. Constant/increasing back pressure for conventional aircraft and slight increase in pitch then flying the nose wheel onto the runway for the bus is proper and correct.

I got '' NET '' so here i am.

Retired airline pilot 25 years flying Boeing 737/57/67 aircraft. I don’t think you have ever been in the cockpit as a pilot. You do not mention one of the most important components of flying any aircraft, TRIM.

When in doubt flare too much and too early…..

You guys realise most of your free viewers could be flightsim enthusiasts?

Why am I watching this I don't even fly the A320

You don't "pump" apply pressure to control pitch attitude

God damn it man, dont tell people to "Pump the stick" that is such a horrible and rookie mistake.

I have landed various Airbus for over ten years… And after watching this Sesame Street Pirate I have cancer. :/

Dude used 10mins to answer the question.. i’ll summarize it in 5 seconds “ at 30’ RA retard the thrust lever follow by a gentle few degrees flare” 😆

Airbus is end of aviation. Is why I hate it B737 driver

Something’s wrong here. This guy is too young to have this much knowledge

Pumping is not a correct landing technique...

Ok boomer....