. Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions

. Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-around.

Flare  The flight crew should adapt the flare height to the aircraft inertia: It is imperative that the aircraft reaches the flare height at the appropriate airspeed and flight path angle. 
The aircraft should be “in trim” at the start of the flare. For A300/A310/A300-600 aircraft, the flight crew should avoid the use of pitch trim during the flare, or after touchdown.
During the flare, the flight crew should concentrate on the pitch and roll attitude, using external visual cues.
Finally, the flight crew should set the pitch rate to zero prior touchdown.
Landing
The flight crew should avoid “holding off the aircraft” in an attempt to make an excessively smooth landing.
Immediately after main landing gear touchdown, the PF should release the back pressure on the sidestick (or control column, as applicable) and fly the nose wheel smoothly, but without delay, on to the runway.
The PNF should continue to monitor the attitude.
“PITCH, PITCH” auto callout (synthetic voice, if installed) triggers when pitch becomes excessive during flare and landing.
The Pitch Limit Indication on the PFD (if installed) can also help flight crew awaraness,  because it indicates the pitch limit before a tailstrike (Figure 3).
Bouncing at Touchdown
In case of a light bounce, the flight crew can apply the following typical recovery technique:

. Maintain a normal landing pitch attitude:

. Do not increase pitch attitude, as this could cause a tailstrike

. Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate. Note: Spoiler extension may induce a pitch-up effect.