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the elevator while the trim system is operating.
if excessive nose-up trim is applied, the airplane
will pitch up and touch down hard on the main landing gear or on the main landing gear and nose landing gear.42
“Flight crews should trim the airplane during the
approach but not in the flare,” Boeing said.
Be Prepared for a Bounce
T
he FSF ALAR Task Force said that bounced landings usually result from loss of visual references, excessive sink rate, late initiation of the flare, excessive airspeed or a power setting on touchdown that prevents automatic extension of ground spoilers.43
The task force said that to recover from a light bounce — five feet or less — the flight crew should
do the following:

. “Maintain or regain a normal
landing pitch attitude (do
not increase pitch attitude
because this could lead to a
tail strike);

.
“Continue the landing;

.
“use power as required to

soften the second touch-
down; and,

. “Be aware of the increased
landing distance.”

 

If the airplane bounces more than five feet, a go-around should be conducted because insufficient runway might remain for a safe landing, the task force said. The following
go-around procedure is recommended:
. “Maintain or establish a normal
landing pitch attitude;
. “[activate] the go-around levers/
switches and [advance] the throttle levers to the go-around thrust posi-tion;
.  “Maintain the landing flaps configu-ration or set a different configuration, as required by the aircraft operat-
ing manual (aoM)/quick reference handbook (QRh);
.
“Be prepared for a second touchdown;

.
“Be alert to apply forward pressure

on the control column and reset the pitch trim as the engines spool up (particularly with underwing-
mounted engines);
. “When safely established in the go-
around and when no risk remains of touchdown (steady, positive rate
of climb), follow normal go-around
procedures; and,
. “Re-engage automation, as desired, to reduce workload.”
Fly the Nose Gear Onto the Runway
T
ransport category airplanes are de-signed with enough nose-down el-evator authority to control the airplane’s tendency to pitch up when maximum power is applied for a go-around. The nose-down elevator authority is sufficient to cause structural damage if the airplane is derotated rapidly after the main land-ing gear touch down and the nose landing gear strikes the runway.44
Data recorded by Boeing during normal landings and during landings in which structural damage was caused by hard nose-landing-gear touchdowns show that the latter involved application of nose-
down pitch control (Figure 3).
　
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