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Avoiding Hard Landings
文本框:
Capt. Marc PARISIS
Head of Flight and Cabin Crew Training
Presented by:
Content
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Hard Landings definition, detection, classification
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Avoiding Hard Landings
Content
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Hard Landings definition, detection, classification
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Avoiding Hard Landings
Definition of Hard Landing : Pilot’s point of view
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Pilots judge subjectively and comparatively the landings as being:
Soft – Normal – Firm – Hard
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Subjectively = modified or affected by personal views, experience, or background
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Comparatively = In a relative manner; by comparison to something else
“Hard landing suspected”: when the pilot decide that a structural examination is necessary
Hard Landing information : Maintenance’s side
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Maintenance uses objective data to classify the landings.
Recorded vertical acceleration at aircraft CG
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Recorded vertical speed using Radio Altimeter data
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Limit values will depend of:.
aircraft types and standards
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Quality of recorded parameters
VERT ACC (g)
VERT Speed
Normal Landing
Hard Landing
Severe Hard Landing
Load Report
LOAD REPORT <15>
Classification of the landing by maintenance
After a suspected hard landing:
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Classification of the landing using the Load Report
Hard Landing confirmed: Maintenance inspection
Inspection is divided in different phases
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Phase 1: general inspection for primary damage and indication of remote damage (mainly external)
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If damage = perform further inspection (phase 2) and required maintenance actions.
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If no damage = end of inspection
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No damage = Aircraft can temporarily return to service.
Grace period (e.g. 30 days or 100 - 200 cycles)
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Waiting for further elaborated analysis of the event by Airbus
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Required structural strength is maintained
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Risk is only stress corrosion (e.g. gear not achieving full life)
Identification of Hard Landing
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Pilot: Subjective judgment
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Maintenance: Objective but incomplete data
Identification of Hard Landing: New problem
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The pilots’ perception judgment and reporting has proven to be effective
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However, the perception of the severity of the landing is not so obvious for:
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Long aircraft
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Flexible aircraft
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Complex landing gear system
Future: Hard Landing Detector
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Design of new automatic self-reliant system with specific sensors and adapted high synchronized sampling rate
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This future system should.
Provide a rapid and direct “Go” OR “No Go and inspect” decision for all circumstances
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Indicate which part of the aircraft has been impacted and to which level
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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)
Today situation
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The primary source of identifying a suspected hard landing is the flight crew
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It is flight crew’s duty to detect and report a suspected hard landing
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Airbus recommends the active use of the Load Report15
Content
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Hard Landings definition, detection, classification
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Avoiding Hard Landings
Main sources of Hard Landings
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Hard landings usually result directly from:.
Non-stabilized approaches
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Inappropriate approach speed
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Destabilization of the approach in the last 100 ft
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Incorrect flare techniques
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Incorrect derotation techniques (nose landing gear)
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And subsequently from:.
Reluctance to perform a go-around
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Dual sidestick inputs
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Bounce at landing incorrect recovery techniques
Flying stabilized approaches
Rushed and non-stabilized approaches are one of the main sources of hard landings
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Refer to the Flight Operations Briefing Notes “Flying Stabilized Approaches” “Aircraft Energy Management during Approach”
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If the aircraft is not stabilized at:.
1000 feet in IMC, or
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500 feet in VMC, or
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as restricted by Operator policy/regulations,
a go-around must be initiated.
Flying stabilized approaches
Approach speed
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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
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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
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Managed speed should be used.
Managed speed provides Ground Speed mini (GS mini) guidance, even when the VAPP has been manually inserted
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“Ground Speed mini” function will keep the aircraft energy level above a minimum value, whatever the wind variations or gusts.
Destabilization of the approach in the last 100 ft
Common errors
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Descending below the final path ("duck under")
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Reducing the drift too early
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Autopilot disconnection.
Pilot should disconnect the AP early enough to resume manual control of the aircraft and to evaluate the drift before flare.
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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
Flare techniques
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Flare height varies with different parameters such as weight, rate of descent, wind variations, …
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Avoid under flaring..
The rate of descent must be controlled prior to the initiation of the flare (rate not increasing)
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Start the flare with positive backpressure on the sidestick and holding as necessary
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Avoid forward stick movement once flare initiated (releasing back-pressure is acceptable)
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Retard thrust levers when best adapted
Derotation techniques – Fly the nose down
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When the aircraft is on the ground, pitch and roll control operates in Direct Law..
Derotation is conventional
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Fly the nose down smoothly, but with no delay
Reluctance to perform a go-around
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Go-around is possible at anytime until the selection of the reverse
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Even if a late go-around will not avoid the contact with the runway it should soften it and could avoid a hard touch
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Once the go-around has been initiated it must be completed.
Reversing a go-around decision is hazardous–
e.g. F/o initiating a late go-around; Captain overriding and trying to land the aircraft
Dual sidestick inputs
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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”
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“Instinctive” Dual Input: instinctive reactions on the sidestick by the PNF surprised by the development of a dynamic situation
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In prolonged “Dual Input” situation : both PF and PNF will be aware of the dual input situation by the light and aural indicators..
it is to the Captain to take over by pressing the Priority P/B while saying “I have controls”
Bounce at landing
Bounce at landing
Flight Operations Briefing Notes “Bounce Recovery - Rejected Landing”
Bounce at landing
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Maintain pitch attitude (freeze and control the pitch)
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Keep thrust idle
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Do not increase pitch (tail strike)
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Complete the landing
Strong bounce →Go Around
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Go around maintaining pitch attitude
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Keep flaps ; keep landing gear
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Only when positive climb is properly established–
Flaps one step and Landing Gear up
Crosswind landings
Crosswind landings
Flight Operations Briefing Notes “Landing Techniques – Crosswind landings”
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Final approach with crosswind drift correction with wings level (crabbed-approach)
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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
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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°)
Windshear – Down burst: Apply FCOM procedures
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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
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Select Flaps 3
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Use managed speed in approach phase
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Recovery techniques.
Set thrust levers to TOGA.
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If the autopilot is engaged, use it (be aware that automatic disengagement may occur)
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Follow SRS orders.
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Do not change configuration
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Closely monitor the flight path and speed
Avoiding Hard Landing – Airbus documentation
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Airbus Operational and Training documentation.
FCOM – FCTM
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FCOM Bulletin N°819 “Avoiding Hard Landings” for LR
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Additional documentation.
Flight Operations Briefing Notes
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An e-briefing for pilots dedicated to hard landing prevention is available:.
Specific presentations
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Specific videos
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Operational and Training documentation references
Conclusion
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It is pilot’s duty to detect and report a suspected Hard Landing
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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 to perform a go-around
.
Dual sidestick inputs
.
Bounce at landing incorrect recovery techniques
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