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In case of very strong crosswind, combination of the partial de-crab and wing down techniques may be required
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Aircraft can be landed with a residual drift (max 5°) to prevent an excessive bank (max 5°)
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Windshear – Down burst: Apply FCOM procedures
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Delay landing, or divert to another airport, until conditions are more favorable
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Select the most favorable runway, in conjunction with the most appropriate runway approach aid
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Select Flaps 3
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Use managed speed in approach phase
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Recovery techniques
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Set thrust levers to TOGA.
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If the autopilot is engaged, use it (be aware that automatic disengagement may occur)
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Follow SRS orders.
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Do not change configuration
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Closely monitor the flight path and speed
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Avoiding Hard Landing – Airbus documentation
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Airbus Operational and Training documentation
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FCOM – FCTM
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FCOM Bulletin N°819 “Avoiding Hard Landings” for LR
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Additional documentation
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Flight Operations Briefing Notes
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An e-briefing for pilots dedicated to hard landing prevention is available:
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Specific presentations
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Specific videos
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Operational and Training documentation references
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Avoiding Hard Landings - 15th Performance & Operations conference April 2007
Conclusion
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It is pilot’s duty to detect and report a suspected Hard Landing
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Hard landings usually result directly from:
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Non-stabilized approaches
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Inappropriate approach speed
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Destabilization of the approach in the last 100 ft
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Incorrect flare techniques
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Incorrect derotation techniques (nose landing gear)
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And subsequently from:
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Reluctance to perform a go-around
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Dual sidestick inputs
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Bounce at landing incorrect recovery techniques
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