Presented by:
Capt. Marc PARISIS
Head of Flight and Cabin Crew Training
Avoiding Hard Landings
Content
Hard Landings definition, detection, classification Avoiding Hard Landings
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Content
Hard Landings definition, detection, classification Avoiding Hard Landings
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Definition of Hard Landing : Pilots point of view
Pilots judge subjectively and comparatively the landings
as being: Soft Normal Firm Hard
Subjectively = modified or affected by personal views,
experience, or background Comparatively = In a relative manner; by comparison to something else
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Hard landing suspected: when the pilot decide that a structural examination is necessary
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Hard Landing information : Maintenances side
Maintenance uses objective data to classify the landings
Recorded
vertical acceleration at aircraft CG Recorded vertical speed using Radio Altimeter data
VERT ACC (g)
Severe Hard Landing Hard Landing
Limit values will depend of:
aircraft
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
types and standards Quality of recorded parameters
Normal Landing
VERT Speed
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Load Report
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
LOAD REPORT <15>
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Classification of the landing by maintenance
After a suspected hard landing:
Classification of the landing using the Load Report
Normal
landing = no actions required
Hard
landing confirmed = perform inspection
Hard Landing confirmed = AOG contact Airbus
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Severe Load
Report not available = perform inspection
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Hard Landing confirmed: Maintenance inspection
Inspection is divided in different phases
Phase 1: general inspection for primary damage and
indication of remote damage (mainly external)
If
damage = perform further inspection (phase 2) and required maintenance actions. If no damage = end of inspection
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
No damage = Aircraft can temporarily return to service
Grace
period (e.g. 30 days or 100 - 200 cycles) Waiting for further elaborated analysis of the event by Airbus Required structural strength is maintained Risk is only stress corrosion (e.g. gear not achieving full life)
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Identification of Hard Landing
Pilot:
Subjective judgment Maintenance: Objective but incomplete data
Maintenance
system only covers straightforward hard landing events
Rebounds, drift landing, landing with roll and high derotation on nose landing gear are not addressed by the current logic
Pilot
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
should provide additional information on landing conditions
Cockpit instrument indications, aircraft weight, quantity of fuel in each tank If the touchdown was on main gears or on main and nose gears, or fast derotation of the nose gear. If the landing was straight, drifting, unsymmetrical, bounced, If the crew heard a noise possibly related to a structural failure
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Identification of Hard Landing: New problem
The pilots perception judgment and reporting has proven
to be effective
However, the perception of the severity of the landing is
not so obvious for:
Long
aircraft
aircraft
Flexible
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Complex
landing gear system
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Future: Hard Landing Detector
Design of new automatic self-reliant system with specific
sensors and adapted high synchronized sampling rate
This future system should
Provide
a rapid and direct Go OR No Go and inspect decision for all circumstances Indicate which part of the aircraft has been impacted and to which level
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Medium term (during development of this self-reliant system)
Use
selected data from this system to enhance the pilots conventional evaluation and reporting of the landings (data should be provided in a suitable way to be used directly by the pilots)
April 2007
Avoiding Hard Landings - 15th Performance & Operations conference
Today situation
The primary source of identifying a suspected hard landing
is the flight crew
It is flight crews duty to detect and report a suspected hard
landing
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Airbus recommends the active use of the Load Report15
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Content
Hard Landings definition, detection, classification Avoiding Hard Landings
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Main sources of Hard Landings
Hard landings usually result directly from:
Non-stabilized
approaches Inappropriate approach speed Destabilization of the approach in the last 100 ft Incorrect flare techniques Incorrect derotation techniques (nose landing gear)
And subsequently from:
Reluctance
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
to perform a go-around Dual sidestick inputs Bounce at landing incorrect recovery techniques
Contributing
conditions are:
Crosswind, Windshear or downburst Limited runway
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Flying stabilized approaches
Rushed and non-stabilized approaches are one of the main sources of hard landings
Refer to the Flight Operations Briefing Notes
Flying Stabilized Approaches Aircraft Energy Management during Approach
If the aircraft is not stabilized at:
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
feet in IMC, or 500 feet in VMC, or as restricted by Operator policy/regulations, a go-around must be initiated.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
1000
Flying stabilized approaches
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Approach speed
Determination of approach speed
In
most cases, the FMGS provides valuable VAPP on MCDU PERF APPR page once tower wind and landing configuration has been inserted The flight crew can insert a higher VAPP in case of strong suspected downburst, or gusty crosswind greater than 20 knots but this increment is limited to 15 kt above VLS
Managed speed should be used
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Managed
speed provides Ground Speed mini (GS mini) guidance, even when the VAPP has been manually inserted Ground Speed mini function will keep the aircraft energy level above a minimum value, whatever the wind variations or gusts.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Destabilization of the approach in the last 100 ft
Common errors Descending below the final path ("duck under") Reducing the drift too early
Autopilot disconnection
Pilot
should disconnect the AP early enough to resume manual control of the aircraft and to evaluate the drift before flare.
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
High sink rate avoidance
In
the very late stages of the approach, priority should be given to attitude and sink rate. If normal touchdown distance is not possible perform a go-around
April 2007
Avoiding Hard Landings - 15th Performance & Operations conference
Flare techniques
Flare height varies with different parameters such as weight,
rate of descent, wind variations,
Avoid under flaring.
The
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
rate of descent must be controlled prior to the initiation of the flare (rate not increasing) Start the flare with positive backpressure on the sidestick and holding as necessary Avoid forward stick movement once flare initiated (releasing back-pressure is acceptable)
Retard thrust levers when best adapted
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Derotation techniques Fly the nose down
When the aircraft is on the ground, pitch and roll control
operates in Direct Law.
Derotation
is conventional
Fly the nose down smoothly, but with no delay
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Reluctance to perform a go-around
Go-around is possible at anytime until the selection of the
reverse
Even if a late go-around will not avoid the contact with the
runway it should soften it and could avoid a hard touch
Once the go-around has been initiated it must be
completed
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Reversing
a go-around decision is hazardous
e.g. F/o initiating a late go-around; Captain overriding and trying to land the aircraft
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Dual sidestick inputs
The basic task sharing principle for any aircraft operation is
that one pilot is PF at a time
If
the PNF feels he must intervene, he should press the Priority P/B while calling I have controls
Instinctive Dual Input: instinctive reactions on the
sidestick by the PNF surprised by the development of a dynamic situation In prolonged Dual Input situation : both PF and PNF will be aware of the dual input situation by the light and aural indicators.
it
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
is to the Captain to take over by pressing the Priority P/B while saying I have controls
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Bounce at landing
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Bounce at landing
Flight Operations Briefing Notes Bounce Recovery - Rejected Landing Bounce at landing
Maintain
pitch attitude (freeze and control the pitch) Keep thrust idle Do not increase pitch (tail strike) Complete the landing
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Strong bounce Go Around
Go
around maintaining pitch attitude Keep flaps ; keep landing gear Only when positive climb is properly established Flaps one step and Landing Gear up
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Crosswind landings
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Crosswind landings
Flight Operations Briefing Notes Landing Techniques Crosswind landings Final approach with crosswind drift correction with wings level (crabbed-approach)
During the flare, rudder should be applied as required to
align the aircraft with the runway. Any tendency to drift downwind should be counteracted by an appropriate roll input on the sidestick
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
In case of very strong crosswind, combination of the partial
de-crab and wing down techniques may be required
Aircraft
can be landed with a residual drift (max 5) to prevent an excessive bank (max 5)
April 2007
Avoiding Hard Landings - 15th Performance & Operations conference
Windshear Down burst: Apply FCOM procedures
Delay landing, or divert to another airport, until conditions
are more favorable
Select
the most favorable runway, in conjunction with the most appropriate runway approach aid Select Flaps 3 Use managed speed in approach phase
Recovery techniques
Set
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
thrust levers to TOGA. If the autopilot is engaged, use it (be aware that automatic disengagement may occur) Follow SRS orders. Do not change configuration Closely monitor the flight path and speed
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Avoiding Hard Landing Airbus documentation
Airbus Operational and Training documentation
FCTM FCOM Bulletin N819 Avoiding Hard Landings for LR
FCOM
Additional documentation
Flight
Operations Briefing Notes
An e-briefing for pilots dedicated to hard landing
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
prevention is available:
Specific
presentations Specific videos Operational and Training documentation references
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Conclusion
It is pilots duty to detect and report
a suspected Hard Landing
Hard landings usually result directly from:
Non-stabilized
approaches Inappropriate approach speed Destabilization of the approach in the last 100 ft Incorrect flare techniques Incorrect derotation techniques (nose landing gear)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
And subsequently from:
Reluctance
to perform a go-around Dual sidestick inputs Bounce at landing incorrect recovery techniques
Avoiding Hard Landings - 15th Performance & Operations conference
April 2007
Proprietary document. By taking delivery of this Presentation (hereafter Presentation), you accept on behalf of your company to comply with the following. No other property rights are granted by the delivery of this Presentation than the right to read it, for the sole purpose of information. This Presentation, its content, illustrations and photos shall not be modified nor reproduced without prior written consent of Airbus S.A.S. This Presentation and the materials it contains shall not, in whole or in part, be sold, rented, or licensed to any third party subject to payment or not. This Presentation may contain market-sensitive or other information that is correct at the time of going to press. This information involves a number of factors which could change over time, affecting the true public representation. Airbus assumes no obligation to update any information contained in this document or with respect to the information described herein. The statements made herein do not constitute an offer or form part of any contract. They are based on Airbus information and are expressed in good faith but no warranty or representation is given as to their accuracy. When additional information is required, Airbus S.A.S can be contacted to provide further details. Airbus S.A.S shall assume no liability for any damage in connection with the use of this Presentation and the materials it contains, even if Airbus S.A.S has been advised of the likelihood of such damages. This licence is governed by French law and exclusive jurisdiction is given to the courts and tribunals of Toulouse (France) without prejudice to the right of Airbus to bring proceedings for infringement of copyright or any other intellectual property right in any other court of competent jurisdiction.
