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the F/O to report that the variable headwind was encountered at
touchdown.
1.11.1.4 The CVR transcript also shows that the PIC instructed the F/O to report a
heavy landing. The F/O noted this in the aircraft technical log. However a
heavy landing was not reported to ATC at this time.
1.11.1.5 The CVR did not record any wind shear audio warning during the
approach and landing.
1.11.2 Flight Data Recorder
1.11.2.1 The aircraft was fitted with a Honeywell DFDR, part number 980-4100-
AXUS, which recorded 140 flight parameters.
1.11.2.2 The FDR shows an average wind speed, as recorded by the aircraft’s onboard
systems, of 20 kts down to an altitude of 1,000 ft. The maximum
wind speed recorded during this phase was 25 kts and the minimum was
15 kts. The wind direction was approximately 320
, gradually veering as
the aircraft descended.
1.11.2.3 Below 1,000 ft the average calculated wind speed reduced to 10 kts and
was still recording this figure at touch down. The maximum wind speed
recorded during this phase was 13 kts and the minimum was 8 kts. The
wind direction remained at approximately 320
.
10
1.11.2.4 The FDR samples wind speed and direction data at the rate of once per 4
seconds. Therefore gusts of very short duration may not register on the
recording.
1.11.2.5 During the approach the aircraft held a heading of 060
(magnetic), which
is exactly the same as the Runway direction. About 4 seconds before
landing, the heading reduced, reaching 055
at the first touchdown.
1.11.2.6 At touch down the wind speed, as recorded by the aircraft, was still 10 kts
but the system recorded a sudden change of wind direction of 055
from
320
to 015
. The DFDR recorded this change of wind direction only
once, in one 4-second frame. This frame spans from 6 to 2 seconds before
the initial touchdown. The system did not indicate any significant change
of wind speed about the time of this directional change. There were
significant amounts of aileron and rudder applied during this frame.
1.11.2.7 Approximately 20 seconds after the initial touchdown, during the deacceleration
phase, the recorded wind speed started to increase reaching a
peak of 47 kts at 30 seconds after the initial touchdown. As the recorded
wind speed reached 47 kts, a major change of wind direction was again
recorded. The recorded wind speed then reduced to 40 kts before climbing
to peak of 70 kts was the aircraft slowed to a standstill.
1.11.2.8 The DFDR shows that the aircraft did not maintain stabilised glide-slope
on the approach, between 3,000 and 300 ft. At 2,300 ft the aircraft was in
excess of 2.5 dots above the glideslope. At 300 ft the aircraft was almost 2
dots below the glideslope.
1.11.2.9 The DFDR shows that during the final phases of the approach the airspeed
reduced from 168 kts at 2000 ft to 144 kts at 350 ft, before increasing to
156 kts prior to the initial touchdown.
1.11.2.10 The DFDR showed that the Ground Spoilers, which are used to dump lift
on landing, only deployed for 2 seconds at the initial touchdown. It also
showed that the throttles were at 46% Throttle Resolver Angle (TRA) and
an engine power setting of 58% at the initial touchdown.
1.11.2.11 The DFDR did not record any wind shear warning during this approach
and landing.
1.11.3 Handling of Recorders
1.11.3.1 Both the CVR and DFDR were removed from JY-AGK and taken to
Jordan by Royal Jordanian Airline personnel on the evening of the event,
without consultation with, or the agreement of, the Irish Authorities.
1.11.3.2 A C60 cassette copy of the CVR was subsequently, on request, provided
by the Jordanian CAA to the Irish AAIU.
11
A transcript, with all crew conversations translated into English, was also
provided. However when the draft report was circulated to the crew, it was
found that the transcript was incomplete. A certified copy of the transcript
was provided on 20 March 2001. In this transcript it was noted that due to
noise and poor quality of the recording, some communication could not be
understood.
1.11.3.3 The FDR was forwarded from Jordan to Airbus Industries, in France,
where it was decoded. Airbus provided the investigation with print outs of
the FDR parameters.
1.12 Wreckage and Impact Information
Not applicable.
1.13 Medical and Pathological Information
Not applicable
1.14 Fire
There was no fire.
1.15 Survival Aspects
Not applicable
1.16 Tests and Research
Nil
1.17 Organisational and Management
Not Applicable
1.18 Additional Information
1.18.1 PIC’s Report
1.18.1.1 The PIC completed a standard AAIU Report, which was returned to the
　
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