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nor were they queried by the controller, that they were in receipt of ATIS
‘Yankee’.
1155:52 The aircraft was 10 NM north of Melbourne, and the Departures Controller
instructed the crew to contact Melbourne Tower.
1156:05 The crew contacted the Melbourne Tower Aerodrome Controller.
1158:24 The Aerodrome Controller issued the crew with a clearance to land on
runway 16. The controller did not provide the crew with information about
the crosswind conditions, and the crew did not request that information.
Recorded information
Flight data recorder
The aircraft was equipped with a Honeywell Intl. Inc. Solid State Flight Data
Recorder (SSFDR). The flight path derived from the SSFDR was examined during
the investigation. Refer to Appendix C for the relevant SSFDR data plots for the
occurrence sequence. The SSFDR parameters examined by the Australian Transport
Safety Bureau (ATSB) included:
• wind speed (kts) and direction (degrees T)
• radar altimeter (RALT) in absolute altitude in feet above ground level
• autopilot engaged/disengaged status
• aircraft heading (degrees M)
• aircraft nose-up/down pitch angle
• sidestick lateral (roll) and longitudinal (pitch) ‘orders’6 from both crew members’
side sticks7
• rudder pedal orders
• aircraft roll (degrees)
• drift angle
• localiser and glideslope deviation8
6 In fly-by-wire aircraft, pilots provide ‘orders’ to the flight control computers. In turn, those
computers provide signals to transducers/servos/etc that then make ‘inputs’ to the aircraft’s
respective control surfaces.
7 The A340 was fitted with two cockpit-mounted side stick controllers which the crew used to control
the aircraft in pitch and roll.
– 11 –
• aircraft landing gear AIR/GROUND status
• vertical, lateral and longitudinal accelerometer ‘g’ loadings.9
The data revealed that no aircraft system anomalies had occurred that may have
contributed to the occurrence.
The data also revealed that the wind direction during the landing approach from 850 ft
RALT was about 250 degrees T, allowing for some minor variations. Wind speed
from between 850 ft and 400 ft RALT was about 23 kts, with a maximum 27 kts
occurring at 500 ft RALT. From 400 ft RALT, the wind speed reduced to about 20 kts.
About 6 seconds before touchdown, the recorded wind speed began to increase, and
reached a peak recorded speed of 40 kts about one half second before the right MLG
parameter transitioned from AIR to GROUND.
The aircraft’s heading remained relatively constant at about 168 degrees M from 850 ft
RALT, then increased to 175 degrees M, coincident with the 40 kt wind gust recorded
by the SSFDR at touchdown. The aircraft touched down with 15 degrees right yaw
(‘crab’), on a heading of 175 degrees M, and rolled in a 5-degree right wing low
attitude.
The drift angle indicated that the aircraft experienced about 8-degrees of left drift
during the final stages of the approach below 100 ft RALT. At about 20 ft RALT, the
left drift increased steadily until just prior to the aircraft touchdown.
The aircraft deviated to the right of the centreline of the runway 16 localiser, and
above the runway 16 glide slope between 250 ft and 100 ft RALT. Dual sidestick
inputs in roll occurred (Appendix C.2). They were mainly to the left, in what
appeared to be an attempt to bring the aircraft back on the runway centreline. Dual
sidestick inputs also occurred in pitch. Those dual pitch inputs were mainly nose
down, and commenced at about 90 ft RALT. Dual sidestick pitch inputs also
occurred during the flare, and were respectively full back stick on one side stick
controller, and two-thirds full forward stick on the other side stick controller.
During the landing flare, two-thirds full right rudder was applied, and the aircraft
heading began to deviate to the right. At 15 ft RALT, the right rudder pedal ‘order’
was released. Dual right sidestick was then applied, which resulted in a ‘global’10 roll
‘order’ of one-half full right stick, and was then immediately countered by
application of full left sidestick.
The aircraft was in an about 5-degree right roll angle at 5 ft RADALT, and the right
MLG parameter was the first to transition from AIR to GROUND at touchdown.
That was followed by the left MLG and the centre MLG both transitioning from AIR
to GROUND. The centre MLG then transitioned back from GROUND to AIR,
followed by the right MLG, as the aircraft rolled to an attitude of 5-degrees left wing
down, coincident with the touchdown. The left roll then reduced and the right MLG
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