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Determination of approach speed
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In most cases, the FMGS provides valuable VAPP on MCDU PERF APPR page once tower wind and landing configuration has been inserted
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The flight crew can insert a higher VAPP in case of strong suspected downburst, or gusty crosswind greater than 20 knots but this increment is limited to 15 kt above VLS
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Managed speed should be used
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Managed speed provides Ground Speed mini (GS mini) guidance, even when the VAPP has been manually inserted
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“Ground Speed mini” function will keep the aircraft energy level above a minimum value, whatever the wind variations or gusts.
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Destabilization of the approach in the last 100 ft
Common errors
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Descending below the final path ("duck under")
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Reducing the drift too early
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Autopilot disconnection
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Pilot should disconnect the AP early enough to resume manual control of the aircraft and to evaluate the drift before flare.
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High sink rate avoidance
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In the very late stages of the approach, priority should be given to attitude and sink rate. If normal touchdown distance is not possible perform a go-around
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Flare techniques
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Flare height varies with different parameters such as weight, rate of descent, wind variations, …
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Avoid under flaring.
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The rate of descent must be controlled prior to the initiation of the flare (rate not increasing)
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Start the flare with positive backpressure on the sidestick and holding as necessary
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Avoid forward stick movement once flare initiated (releasing back-pressure is acceptable)
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Retard thrust levers when best adapted
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Derotation techniques – Fly the nose down
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When the aircraft is on the ground, pitch and roll control operates in Direct Law.
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Derotation is conventional
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Fly the nose down smoothly, but with no delay
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Reluctance to perform a go-around
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Go-around is possible at anytime until the selection of the reverse
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