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Manufacturer: Airbus
Model: A310-300
Nationality: Jordanian
Registration: JY-AGK
Place of Accident: Shannon Airport, Ireland
Year of Manufacturer: 1991
Date/Time : 16.09 hrs UTC; 27 December 1999
SYNOPSIS
While landing in Shannon, the aircraft bounced and landed heavily on the
nose wheel, causing extensive damage to the forward fuselage frames in
the nose wheel area.
The Jordanian CAA appointed an Accredited Representative, Mr Shukri
Absi, who assisted the AAIU in this investigation.
1. FACTUAL INFORMATION
1.1 History of the Flight
The aircraft, operating as flight number Royal Jordanian RJ 263 was on a
regular scheduled public transport flight from Amman-Jordan, to
Shannon-Ireland, thereafter routing onwards to Chicago. The F/O was the
designated handling pilot (PF) for the Amman-Shannon sector. The
aircraft conducted a right hand approach to Runway 06 at Shannon.
During the descent to 3,000 ft, ATC gave the aircraft a right turn onto
030, to intercept the localiser for Runway 06. This instruction was
accepted by the Pilot-In-Command (PIC). At 3000 ft., the leading edge
slats were set to 15 and flaps were at 0. Engine power setting was 62%
N1. ATC then informed the aircraft that they were 10 miles from touchdown.
The F/O pointed out “very red WX radar Active CB activity to the
left” (of their flight path).
1
The PIC then informed ATC that he wanted to go on a right heading of
040. ATC informed the aircraft “I won’t be able to intercept you from
that heading. Let me know when you can take a vector for the approach”.
PIC answered “No problem we just take a break to the left and intercept,
just give me thirty seconds ”. ATC replied “OK”. At this point the PIC
took the controls and manually flew the aircraft to intercept the ILS.
Engine power was then reduced to approx 30% and a right turn was made
onto a heading of 055, and the ILS was captured. At 2,600 ft., the leading
edge slats and flaps were extended to 20. During the descent from 3,000
ft to 2,100 ft the vertical load factor fluctuated between 0.8 and 1.15 g,
and lateral loads fluctuated between 0.035 and 0.02 g. These fluctuations
were consistent with air turbulence. The glide slope was not correctly
maintained during this period.
At 2,300 ft the undercarriage was lowered, power increased briefly to
47% and pitch attitude was increased. The power was then reduced to
30%.
At 1,900 ft, the slats were extended to 25 and flaps to 40. Fluctuations
of vertical G increased from 0.75G to 1.25G while lateral loads were
0.055G to 0.085G. There were significant aileron and rudder inputs. At
about 300 ft power was increased to 64%, and was then varied between
72% and 56% for the remainder of the approach. The speed increased,
reaching 156 kts (Vref +20 kts) when the aircraft was at 60 ft. Between
350 ft and 60 ft, the rate of descent was approximately 965 ft/minute. The
vertical accelerations reduced slightly during this phase to a range of
0.75G to 1.1G and the lateral accelerations ranged from -0.05G to 0.05G.
The aircraft pitch oscillated between 0.5 and 4, finally stabilising
between 2 and 2.5. The heading of 055 was maintained, and the
aircraft systems recorded a wind of 320 at 10 kts.
In the later stages of the approach, at a radio altimeter indication just
above 300 ft, approximately 30 seconds before the initial touch-on, the
auto call alert called “Glide Slope” three times.
Between 60 ft and the ground the rate of descent was approximately
500 ft/minute. Engine power was increased from 56 % to 62% N1. The
flare was initiated at an altitude of about 18 ft. as indicated by a change in
elevator deflection. During the flare the pitch increased from 2.5 to 5.5.
Just before touch down, the aircraft rolled 5 left. This was countered by
a right aileron input, which resulted in a 3 right wing down attitude. 4 of
left rudder were also applied at about the point of touchdown. The aircraft
touched on at 4.5 pitch, at 146 kts (Vref +10) initially on the right main
leg with 3 right roll and 58% N1. A vertical load factor of 1.9 G and
lateral load factor of 0.32 (sideslip to the right) was recorded during the
touch down.
2
The aircraft then bounced on both main wheels. The ground spoilers,
which had opened on the initial touchdown, retracted. While airborne
during this bounce the throttles were briefly advanced and an elevator
input of 9 nose down was made. The aircraft pitch angle decreased from
5.5 at a rate of 6/sec. The aircraft then landed on the nose wheel, with a
nose pitch-down rate still of 6/sec., and an aircraft pitch angle of 3 to 4
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