What do 50, 40, 30, 20, 10 and RETARD callouts mean?
What do 50, 40, 30, 20, 10 and RETARD landing callouts mean? Learn what they measure and the correct pilot action during the flare.
The 50, 40, 30, 20 and 10 callouts announce radio height in feet above the terrain beneath the aircraft during the final seconds before touchdown. “RETARD”, heard chiefly in Airbus aircraft, tells the pilot to move the thrust levers to idle during the flare; it does not mean brake or pitch down.
In real-world aviation and flight simulation, these automatic announcements come from an aircraft callout or warning system using radio-altimeter data. They are often described collectively as GPWS or EGPWS callouts, although the precise generating system depends on the aircraft.
What are the numerical landing callouts measuring?
The numbers report radio altitude in feet, not barometric altitude, airspeed, distance along the runway or seconds until touchdown. Before the threshold, the radio altimeter measures the terrain or objects directly below; once over the runway, it gives an approximation of height above the runway surface.
| Callout | Meaning | How it is used |
|---|---|---|
| 50, 40 and 30 | Descending through those radio heights in feet | Provides height awareness as the flare approaches; the exact flare technique depends on aircraft type. |
| 20 and 10 | Aircraft is very close to the surface | Helps the pilot judge the final flare and touchdown attitude without looking inside. |
| RETARD | Move the thrust levers to idle | Primarily an Airbus landing instruction, not another height announcement. |
Not every aircraft announces the same sequence. Some installations add 100 or 5 feet, omit selected values, or use different voices according to aircraft equipment and operator configuration. “MINIMUMS” is separate: it relates to the selected approach minimum rather than this fixed low-altitude sequence.
Does each number require a control input?
No: the numerical callouts are height information, not individual commands to change pitch or power. A mistake we see constantly is treating 50, 40, 30, 20 and 10 as a rigid countdown in which every number demands a new control movement.
The pilot should follow the flare technique specified for that aircraft while continuing to look towards the far end of the runway. The correct flare height varies with aircraft size, geometry, sink rate and operating procedure. At 10 feet, touchdown is close, but that is not an instruction to force the wheels onto the runway.
These callouts also arrive too late to rescue an unstable approach. If the aircraft is outside its stabilised-approach criteria, the correct response is a go-around under the applicable procedure, not an improvised flare based on the voice sequence.
What does RETARD mean on an Airbus?
On an Airbus, RETARD means move both thrust levers to the IDLE position. On the A320 family it is normally heard at about 20 feet radio altitude during a manual landing and around 10 feet during an automatic landing, although exact logic can differ across Airbus types and equipment standards.
With autothrust engaged during a normal manual A320 landing, the levers generally remain in the CL detent until the flare. At the RETARD callout, the pilot moves them to IDLE; our guide to A320 thrust-lever detents and the RETARD action explains that sequence in detail.
RETARD does not command reverse thrust, braking, spoiler deployment or a pitch reduction. Selecting idle too early can increase the sink rate; leaving thrust applied too long can cause floating or a long touchdown. Reverse thrust is selected only after touchdown and in accordance with the aircraft procedure.
Why do the callouts not match the altimeter?
The cockpit altimeter normally shows barometric altitude referenced to the selected pressure setting, while the landing callouts use radio height above the surface. At an airport 600 feet above sea level, for example, the barometric altimeter may indicate roughly 650 feet when the radio system announces 50.
A QFE setting can make the barometric altimeter read approximately height above an aerodrome, but terrain, antenna position and system calibration can still create differences. Our explanation of barometric altitude and height indications in MSFS covers the instrument distinction.
Uneven terrain, a runway on a plateau, sloping ground before the threshold or inaccurate simulator scenery can make the first callouts occur earlier or later than expected. Pilots should not alter a stable flight path merely to make them happen at a familiar visual point.
Why are landing callouts missing or incorrect in a simulator?
Missing callouts usually mean the chosen aircraft does not model them, the radio-altimeter or warning system lacks power, a GPWS control is inhibited, or the relevant cockpit-audio level is muted. Incorrect timing more often points to scenery elevation, terrain data or an add-on script.
- Confirm the aircraft supports them. A basic or older default aircraft may not include a complete radio-height callout system.
- Check aircraft state and controls. Ensure the avionics and warning systems are powered, GPWS is not inhibited and cockpit warning audio is audible.
- Test at an unmodified airport. If the timing becomes normal, conflicting runway or terrain elevations in add-on scenery are the likely cause.
- Look for duplicate callout systems. Running an aircraft’s built-in logic alongside a generic sound gauge can produce doubled, overlapping or out-of-sequence announcements.
For that specific legacy aircraft, our instructions for adding GPWS radio-height callouts to the default FSX 737 explain what the extra gauge changes and why those values represent height above terrain.