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None.
Figure 9 – FCOM, Standard Operating Procedures, page 5.
Technical Report nr 16/INCID/04
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2. ANALYSIS
2.1 DFDR
- The Copilot was the PF.
2.1.2 Approach from 1000 ft to flare
a. The approach was carried out with:
Autopilot off;
Both flight directors engaged;
Autothrotle engaged;
Slats and flaps were full extended;
Vapp was selected to 138 kt (which is Vref + 8).
b. The average wind direction was 260º, with a wind speed rather constant
(slight variations between 10 and 13 kt);
c. The average aircraft heading was 283º;
d. The runway 28 heading is 284º;
e. Consistently with the wind speed and the wind direction recorded, the difference
between the ground speed and the true air speed indicates that the approach
was performed with 11 kt average headwind;
f. The aircraft remained well aligned on the glide slope and localizer beam, with
a slight correction of a "half a triangle" high on the glide slope when about
200 ft, and just before landing the glide slope pointer was central and the vertical
speed indicated 700 fpm down).
The DFDR analysis indicated that:
- The aircraft had a mass weight of 65,5 tons registered for landing;
Technical Report nr 16/INCID/04
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2.1.3 From flare to main landing gear touchdown
Flare was initiated at 50 ft RA with a sharp half back stick input (7º nose up) maintained
for 5 seconds. The pitch attitude was stabilized at about 5º then slightly released
to be again applied half stick nose-up.
The RH gear touched first the runway, followed 2 seconds later by the LH gear, in a
smooth touchdown.
Ground spoilers start deployed. In between the RH and the LH gears touchdown,
¼th of side-stick nose down (+ 4º) was applied, leading to a negative pitch rate. As
this input occurred at the same time the ground spoiler extended, the result was an
aircraft sinking.
Just prior to the RH gear touchdown the PF applied full aft stick (-16º nose up).
2.1.4 From touchdown to tail strike
The PF maintained full stick nose up for one second from RH gear touchdown,
and then progressively reduced his input. Stick was however kept deflected nose
up for an additional second. This large nose up demand went simultaneously
with the ground spoilers extension which resulted in the pitch attitude building
up from about 5º to 9.9º, with the aircraft nose rearing up quickly.
The strike prevention requires flying the nose wheel into the ground without delay
but the PF had the side-stick fully pulled after touchdown.
At this point the Commander became conscious of the inconvenient aircraft nose
up pitch attitude, called “I HAVE CONTROL” and took over the flight controls.
However, the resulting pitch-up rate did not allow him to take over early enough
to correct the attitude and the tail struck the runway because there was no clearance
to the ground with such pitch when gear is compressed.
2.2 Flight Officer
This was the F/O’s 27th sector (of 30 planned) on his line training Syllabus, being
36 sessions the cadets average to a trainee pilot be considered fitted for the airline
flight.
Technical Report nr 16/INCID/04
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In spite of the fact he was making good progress in all areas, he showed some tendency
for a nose wheel de-rotation following a landing, predisposition he already
exhibited on Airbus training sessions.
2.3 Airbus Fly By Wire
The side-stick controls very powerful control surfaces through only a small range
stick of movement.
It is impossible for one pilot to know what side-stick inputs the other pilot has
made until he observes the response of the aircraft because their movement is not
linked together.
Each side-stick input is normally additive, (sum of the two inputs) although there
is a pushbutton disconnect switch which allows one pilot to override the other.
All these features mean that it can be difficult for the PNF to make corrections
during the landing phase.
Technical Report nr 16/INCID/04
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3. CONCLUSIONS
3.1 Findings
Both pilots possessed airline transport pilot’s licences and had valid medicals
issued by the appropriate authorities;
Limits concerning crew time, flying time and rest time were complied with;
The operator had fully complied with crew training and the flight crew were
properly qualified to undertake the flight;
Aircraft's technical records showed no previous entry which would have had
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