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? Increasing runway slope.
Increasing runway slope and/or rising terrain in front of the runway will affect the radio altitude callouts down to over flying the threshold used by the flight crew to assess the height for the start of flare possibly causing flare inputs to be late. The visual misperception of being high is also likely.
Note that the cumulative effect of any of the above factors combined for one approach will require even more anticipation to perform an earlier flare.
 

  NORMAL OPERATIONS
LANDING
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

If the flare is initiated too late then the pitch changes will not have sufficient time to allow the
necessary change to aircraft trajectory. Late, weak or released flare inputs increase the risk of a hard landing.
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 ( or "prompt") 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. When best adapted, the pilot will rapidly retard all thrust levers: depending on the conditions, the pilot will retard earlier or later. However, the pilot must ensure that all thrust levers are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown. 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. Do not allow the aircraft to float or do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. A prolonged float will increase both the landing distance and the risk of tail strike.
LATERAL AND DIRECTIONAL CONTROL
FINAL APPROACH
In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft (cockpit) positioned on the extended runway centerline until the flare.
FLARE
The objectives of the lateral and directional control of the aircraft during the flare are:
? To land on the centerline
? And, to minimize the lateral loads on the main landing gear.
The recommended de-crab technique is to use:
? The rudder to align the aircraft with the runway heading during the flare; and
? The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.
In the case of a strong cross wind, the aircraft may be landed with a residual drift (up to about 5 °) to prevent an excessive bank.
　
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本文鏈接地址：A318/A319/A320/A321 機(jī)組訓(xùn)練手冊(cè) FCTM Flight Crew Training Manual(112)