Airbus Hard Landing

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
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
Hard landing suspected: when the pilot decide that a structural examination is necessary
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
types and standards Quality of recorded parameters
Normal Landing
VERT Speed
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Load Report
LOAD REPORT <15>
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
Severe Load
Report not available = perform inspection
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
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)
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
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
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
Complex
landing gear system
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
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
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 recommends the active use of the Load Report15
April 2007
Content
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
to perform a go-around Dual sidestick inputs Bounce at landing incorrect recovery techniques
Contributing
conditions are:
Crosswind, Windshear or downburst Limited runway

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:

feet in IMC, or 500 feet in VMC, or as restricted by Operator policy/regulations, a go-around must be initiated.
1000
Flying stabilized approaches
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

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.
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.
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
Flare techniques
Flare height varies with different parameters such as weight,
rate of descent, wind variations,
Avoid under flaring.

The
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
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
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
Reversing
a go-around decision is hazardous
e.g. F/o initiating a late go-around; Captain overriding and trying to land the aircraft
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
is to the Captain to take over by pressing the Priority P/B while saying I have controls
April 2007
Bounce at landing
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
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
Crosswind landings
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
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
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
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 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

prevention is available:
Specific
presentations Specific videos Operational and Training documentation references
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)
And subsequently from:

Reluctance
to perform a go-around Dual sidestick inputs Bounce at landing incorrect recovery techniques
April 2007
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Presented by:

Capt. Marc PARISIS

Avoiding Hard Landings

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Avoiding Hard Landings - 15th Performance & Operations conference

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Avoiding Hard Landings - 15th Performance & Operations conference

Definition of Hard Landing : Pilots point of view

Subjectively = modified or affected by personal views,

Avoiding Hard Landings - 15th Performance & Operations conference

Hard Landing information : Maintenances side

Severe Hard Landing Hard Landing

Limit values will depend of:

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

types and standards Quality of recorded parameters

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

LOAD REPORT <15>

Avoiding Hard Landings - 15th Performance & Operations conference

Classification of the landing by maintenance

Classification of the landing using the Load Report

landing = no actions required

landing confirmed = perform inspection

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Report not available = perform inspection

Avoiding Hard Landings - 15th Performance & Operations conference

Hard Landing confirmed: Maintenance inspection

Phase 1: general inspection for primary damage and

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

No damage = Aircraft can temporarily return to service

Identification of Hard Landing

Subjective judgment Maintenance: Objective but incomplete data

system only covers straightforward hard landing events

should provide additional information on landing conditions

Avoiding Hard Landings - 15th Performance & Operations conference

Identification of Hard Landing: New problem

However, the perception of the severity of the landing is

landing gear system

Avoiding Hard Landings - 15th Performance & Operations conference

Future: Hard Landing Detector

This future system should

Medium term (during development of this self-reliant system)

Avoiding Hard Landings - 15th Performance & Operations conference

It is flight crews duty to detect and report a suspected hard

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

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Avoiding Hard Landings - 15th Performance & Operations conference

Main sources of Hard Landings

And subsequently from:

Crosswind, Windshear or downburst Limited runway

Flying stabilized approaches

Refer to the Flight Operations Briefing Notes

If the aircraft is not stabilized at:

Flying stabilized approaches

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Avoiding Hard Landings - 15th Performance & Operations conference

Managed speed should be used

Destabilization of the approach in the last 100 ft

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

High sink rate avoidance

Avoiding Hard Landings - 15th Performance & Operations conference

Avoid under flaring.