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nose-down. A vertical load of 1.65 G and lateral load of 0.195 G was
recorded at this point. The main gear then came into ground contact and a
vertical acceleration of 1.36 G was recorded.
At this point the ground spoilers deployed, the pitch attitude increased to
2.5
, an elevator nose down input of 11
was made and the aircraft
bounced again. During in this second bounce, it is probable that the main
undercarriage reached full extension of the shock absorbers and that the
aircraft did not become airborne again. However due to the pitch attitude
of 2.5
, the nose wheel was airborne. The aircraft then “landed” again and
a vertical load of 1.5 G was recorded. An elevator nose down input of
14
was made during this bounce and the nose wheel made ground contact
again, recording 1.2G.
With all three undercarriage legs on the ground, thrust reversers were
selected and the aircraft stopped normally. During the rollout the crew
reported to ATC that they experienced wind shear at touchdown.
The aircraft then cleared the runway. As the aircraft approached the
stand, the crew had a further discussion with ATC and stated that they
experienced a variable head wind of 47 kts at touchdown.
At 19.50 hrs, the staff of the company that was responsible for handling the
aircraft at Shannon reported to Shannon ATC that the aircraft would be
overnighting due to a damaged nose wheel. This was the only
communication concerning possible damage on heavy landing, received by
ATC. Shannon ATC then informed the AAIU that the aircraft was
overnighting due to a damaged nose wheel.
When ATC reported the event to the AAIU, it was initially regarded as a
minor incident, as it was understood that only a nose wheel (tyre) required
to be changed.
In the course of another unrelated investigation in Shannon on 5 January,
the AAIU looked at the A310, and noted considerable external damage to
the nose area of the aircraft. Because of the extent of the damage observed
an investigation was then launched.
1.2 Injuries to Persons
There were a total of 198 crew and passengers on the flight. No injuries
were reported.
3
1.3 Damage to the aircraft
The aircraft suffered considerable distortion of the main fuselage frames
immediately aft of the nose leg, in the lower half of the fuselage. These
frames are numbered 17 and 18. Distortion of the frame inner flanges was
of the order of a few centimetres. Bending was also noted on Frames 13 to
16A. The frame damage was between stringers 44 and 30. There was also
damage to the stringers and aircraft skin in this area.
Temporary repairs, including fitting of reinforcing straps to the fuselage,
were completed by Airbus specialists at Shannon over the subsequent
weeks. The aircraft was then flown, gear-down, to the Airbus facility at
Toulouse for extensive repairs.
1.4 Other Damage
There was no other damage.
1.5 Personnel Information
1.5.1 Aircraft Commander (PIC)
Male aged 46 years
Licence Airline Transport Pilot
A/C Types B707, A310
First Issued 4 December 1995
Valid Until 31 May 2000
Current rating A310
Instrument Rating Renewed 02 December 1999
Medical Certificate Class 1, issued 10 November 1999
Last Base Check 02 December 1999
Last Line Check 18 July 1999
Flying Experience Total All Types 7,087 hours
On type P1 2,727 “
Total on type 2,734 “
Total last 90 days 120 “
Last 28 days 31 “
4
1.5.2 First officer (F/O)
Male, aged 29 years
Licence CPL
A/C Types A310
First Issued 03 October 1990
Renewed 28 October 1999
Current rating A310
Instrument rating 22 July 1999
Medical Certificate Class 1 issued 06 September 1999
Last Base Check 20 November 1999
Flying Experience Total all types 2,553 hours
On Type 2,343 “
Last 120 days 168 “
Last 28 days 60 “
1.5.3 Crew Duty Time
Crew duty time of event 9 hours
Rest period prior to duty time more than 24 hours
1.6 Aircraft Information
1.6.1 Leading Particulars
Type Airbus A 310-300
Constructors Number 573
Date of Manufacturer 1991
Register Owner GATX/CL AIR
Operator Royal Jordanian Airlines
Certificate of Airworthiness Last renewed 6 September 1999
Total Aircraft Hours 27114
Total Aircraft Cycles 10661
Previous Inspection A2 on 27 November 1999
Next Inspection Due A3
Total Airframe Hours 27114.
Total Airframe Cycles 10661
Time Since Last Check 270
Cycles Since Last Check 85
Carried Forward defects
(at time of Occurrence)
Nil
Max take Off Weight 150,000 kg
　
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