Stabilized Approach And Flare Are Keys to Avoiding Hard Land(24)

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Feb. 6, 1997 St. John’s, Antigua Airbus A300-600R substantial 170 none
During a very-high-frequency omnidirectional radio (VOR) approach to Runway 07 in daytime VMC, the flight crew maneuvered the airplane to avoid traffic about 2,500 feet AGL.The flight crew said that the airplane was “slightly high” at 1,000 feet AGL.The report said that digital flight data recorder (DFDR) data indicated that at 500 feet AGL, airspeed was 143 knots — 15 knots higher than the “reference speed” — and that the engines were producing minimum thrust. Pitch attitude then increased from 0.5 degree nose-down to nine degrees nose-up, descent rate decreased from 1,700 feet per minute to 1,000 feet per minute, and glide path angle decreased from 5.8 degrees to 2.7 degrees. The airplane touched down on the main landing gear and bounced. Nose-up pitch attitude increased to 11 degrees, and the airplane’s tail struck the runway.The report said that the probable cause of the accident was the captain’s failure “to establish and maintain a stabilized approach (or perform a go-around)” and his excessive pitch application during recovery from the bounced landing. After the accident, the airplane operator told investigators that it had adopted a recommendation by Flight Safety Foundation that “companies should declare and support no-fault go-around and missed-approach policies.”

Appendix
Turbojet Airplane Hard-landing Accidents and Incidents, 1996–2002 (continued)

Date Location Airplane Type Airplane Damage Injuries
Feb. 14, 1997 Carajas, Brazil Boeing 737-200 destroyed 1 fatal, 4 serious, 52 minor/none
After a VOR approach to Runway 10 in daytime IMC with winds from 140 degrees at 10 knots, the airplane touched down hard, and the right-main landing gear collapsed. The airplane overran the runway, crossed a ditch and came to a stop in a wooded area.
Feb. 28, 1997 Kuala Lumpur, Malaysia Canadair Challenger 601 minor 9 minor/none
The flight crew conducted an ILS approach to Runway 33 in daytime IMC with local thunderstorm activity and heavy rain.The surface winds were reported from 250 degrees at 15 knots, but the airplane’s equipment indicated that the winds were from 210 degrees at 19 knots. During the landing flare, the airplane began to balloon (rise slightly in ground effect), and the pilot not flying apparently deployed the flight spoilers.The stall-warning system (stick shaker) activated, and the airplane touched down hard on the right-main landing gear and the nose landing gear, and bounced.The airplane then touched down on the left-main landing gear.The crew completed the landing without further incident and taxied the airplane to the parking area.The report said that the airplane flight manual prohibited use of flight spoilers below 300 feet.
March 22, 1997 Manaus, Brazil Boeing 747-200B minor 7 none
The first officer, the pilot flying, said that his vision was affected by glare from the rising sun during a landing in VMC but that he believed the airplane was in the correct landing attitude. The captain perceived that no flare was being performed, took control of the airplane and began a flare two seconds before touchdown. The report said that this action resulted in an increased sink rate. Descent rate was 1,100 feet per minute (18 feet per second) when the airplane touched down. A postflight inspection revealed wrinkles in the fuselage skin.
　
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