![]() ![]() If you (for any value of "you") need a reminder for that, then you shouldn't be flying. Is he right? Would this be acceptable in a real lesson? He argues that we still need to do it to remember to reduce throttle and flare. Additionally (as noted by ymb1 in the comments), reducing throttle at 20ft height is probably not what you want to do in a C172. When landing a Cessna 172 you should already have one hand on the throttle, so there is no need for a reminder. The callout exists to remind the pilot flying of this (see this question for more details). When landing, the pilots have to manually retard the thrust levers to the IDLE detent. They typically remain in the CLB (climb) detent during the flight. ![]() On an Airbus, the physical thrust levers do not move with A/THR engaged.These will be used to automatically retard the thrust levers when landing, so no pilot input is necessary (see this answer for more details). A more conventional aircraft (like any Boeing) uses a servo motor to move the thrust levers when autothrottle is engaged.The RETARD callout in particular is only used on Airbus aircraft because the autothrottle works differently than in other aircraft: And this is before taking instrument errors or any time delay into account. With the correct QNH reference pressure and known airfield elevation (or you directly set QFE) one could read the height off the altimeter, but just one hPa difference (the range between two QNH values) corresponds to about 8m (26ft) height (this reduces to about 9ft when using inHg instead of hPa). A pressure altimeter is not accurate enough.A radio altimeter, which could directly measure the height, is not typically installed on a small aircraft.The main reason for this is that there simply is no way to measure it: It is not common to call out the height above ground level when landing in a small aircraft. ![]()
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