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8 The localiser and glideslope formed part of the Melbourne runway 16 instrument landing system
(ILS) radio navigation aid.
9 A 3-axis linear accelerometer located close to the aircraft’s empty aircraft centre of gravity provided
the ‘g’ loading parameters.
10 In the case of dual sidestick inputs, the demand ‘orders’ from both pilots’ side sticks are
algebraically-summed as a ‘global’ electronic demand ‘order’ to the flight control computers.
– 12 –
transitioned back to GROUND one half second later. The left MLG remained in the
GROUND parameter after the initial touchdown.
Successive full left and right rudder pedal inputs were recorded following the second
transition of the right MLG parameter back to GROUND.
The dual sidestick inputs during the landing approach resulted in ‘global’ flight
control ‘orders’ that exceeded the single stick ‘orders’ of either pilot. While both
pilots’ roll inputs during the latter stages of the approach were in the same direction,
the magnitude of the pilot in command’s inputs was less than that of the copilot until
the landing flare, at which stage they exceeded those of the copilot. The magnitude of
the pilot in command’s pitch inputs was less than those of the copilot until the
landing flare, at which stage they almost equalled those of the copilot (Appendix
C.3).
Touchdown vertical 'g' loading was about 1.7 ‘g’, and lateral 'g' loading was about
0.4 'g' to the left, indicating that the aircraft was in a right sideslip but sliding
(skidding) to the left (see Appendix C.4).11
The global acceleration data provided by the 3-axis linear accelerometer provided
information about the aircraft and landing gear ground loads during the occurrence
landing sequence. The aircraft manufacturer reported that the aircraft and landing
gear loads had remained below the design limit loads during the landing. The
manufacturer reported that, while it was not possible to accurately assess how the
total ground loads were shared between the four wheels of the left MLG, the tyre
burst was not as a consequence of the landing gear design limit loads having been
exceeded.
Cockpit voice recorder
The aircraft was equipped with a Honeywell Inc. Cockpit Voice Recorder (CVR).
The CVR data revealed that the side stick ‘DUAL INPUT’ synthetic voice warning
was triggered by the flight warning system (FWS) shortly after the aircraft passed
through an absolute altitude of 100 ft during the final stages of the landing approach.
The warning was triggered twice more prior to touchdown, again at touchdown, and
then about seven seconds after touchdown.
In addition, in the latter stages of the landing approach, the FWS activated
‘HUNDRED ABOVE’ and ‘MINIMUM’ radio altitude callouts during the approach,
and a ‘THRUST RETARD’ callout was recorded during the flare.
Air traffic system radar data
The Melbourne ATS radar data was examined to correlate the aircraft ground track
and speed with the SSFDR data to calculate the wind speed and direction at the
threshold of runway 16 during the aircraft landing flare.
A plot of the calculated wind speed and direction is included at Appendix C.5.
11 Sideslip – flight manoeuvre in which controls are deliberately crossed, for example, an aircraft
banked to the right with left rudder applied. Skidding is the opposite of slip where an aircraft slides
outwards because of insufficient bank or excess rudder application.
– 13 –
Organisational information
Operator’s A340 Flight Crew Operating Manual
Crosswind landings
The operator’s A340 Flight Crew Operating Manual (FCOM) contained information
about the crosswind landing technique for the aircraft as follows:
The preferred technique is to use the rudder to align the aircraft with the
runway heading during the flare, while using lateral control to maintain the
aircraft on the runway centerline.
Routine use of into wind aileron is not recommended, because sidestick
deflection commands the roll rate until touchdown.
In strong crosswind conditions, small amounts of lateral control may be used to
maintain the wings level. This lateral stick input must be reduced to zero at first
main landing gear touchdown.
The FCOM included information that an engine podstrike or wingtip strike would
occur if the aircraft roll angle exceeded 10 degrees.
Landing distance
The FCOM contained information on the actual landing distance required for the
A340. Based on the actual landing weight of 245 tonnes, the autoland landing
　
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