Y’all I think you are over complicating it, I just fly the plane based on how the plane feels.
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First I use APPR, then I land manually.
I guess if you keep APPR until you are in flaps full, say at 1000gy AGL, let things stabilize gently before hand flying the landing, there should not be any problem. Or is there?
Every human being lives differently the very same things others live. 
I reduce the speed to 200 knots and then set FLAPS 1, then I lower the speed to 180 knots and set FLAPS 2. I activate the PPL when it stabilizes, then reduce the speed to 160 knots, FLAPS 3, and finally lower the speed to 140 knots and FLAPS Full. That’s where the ballooning effect starts.
And this happen when I have 58% of load
did you use any trim at or ?
Yes, I used between 25% and 30%
Wow man that’s too much , I have myself heavier ZFW that you on all of my A320 family and don’t have to use that much of trim.
At least 15% is enough for the A320 and 321, I use over 30% for the A319 because on touchdown the spoilers brakes down the lift soo hard that I have to add more trim to do a soft nosewheel touchdown.
And conbine to that, you keep steady approach speed 130-140 (145kts for the A321) with flaps Full (depending on the weather factors)
Really? Okey I"ll try ir later but when I use 25%/30%, it help me to hace the aircraft control.
Of course but I can garanty you 25-30% for the A320 and 321 is too much, have to stabilize your approach with Trim and Power (Not only Trim)
Okey men, thank you very much.
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This is an excellent explanation:
Aircraft Control in the Airbus A320: 1G, the Auto-trim and Stability - Thea320insider.com
The A320 auto trims for pitch stability. In general for aircraft though, lowering flaps requires increased pitch down input both because of:
(so, AOA needs to be reduced), but also because flap extension changes the center of lift relative to the center of gravity producing a pitch torque.
Auto trim takes that out, but it isn’t instantaneous, so pilot input for the pitch change with flap lowering should be expected to some degree.
However, I just tested:
Through gradual full flap lowering and retraction (with appropriate change in speed) I had little problem keeping the pitch constant with control input (more accurately perhaps: managing the pitch adjustment necessary to maintain desired vertical speed). Part of this is irl pilot training where you learn to internalize this control input compensation.
In general, I’m not sure I have experienced this much different from what’s experienced irl:
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That’s some might fine information, sheds light on how the A320 works.
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