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Heavy rain and surface wind gusts between 50 knots and 80 knots were reported at the airport. During the first ILS approach to Runway 23, the flight crew conducted a missed approach because the airplane was not aligned with the runway.Witnesses said that after the second approach, the airplane’s right wing struck the runway during the landing flare.The airplane then touched down hard, and the fuselage separated behind the wing root.
Feb. 12, 2000 San Salvador, El Salvador Boeing 757-200 substantial 161 none
The report said that an improper flare resulted in a bounced landing.The flight crew said that the nose landing gear touched down more firmly than the main landing gear and that a postflight inspection of the airplane revealed no abnormalities.The crew flew the airplane to Atlanta, Georgia, U.S.; another flight crew then flew the airplane to Los Angeles, California, U.S. After landing the airplane in Los Angeles, the crew observed that the fuselage was buckled near the nose-gear door. Further examination revealed that structures inside the wheel well were bent and fractured.
April 14, 2000 Guayaquil, Ecuador Lockheed L-1011 substantial 4 none
The airplane was substantially damaged during a hard landing on Runway 21 at Simon Bolivar International Airport in nighttime VMC.
May 9, 2000 Maui, Hawaii, U.S. Lockheed L-1011 substantial 370 none
The flight crew conducted an ILS approach to Runway 02 in daytime VMC with winds reported from 060 degrees at 22 knots,
gusting to 27 knots. About 40 feet AGL, a high sink rate suddenly developed and the captain increased power and nose-up pitch. All
three flight crewmembers said that the touchdown was harder than normal but not one that they would classify as a hard landing.
Several flight attendants said that the airplane “slammed down” onto the runway and that two ceiling panels were dislodged. Eight
flight attendants received medical evaluation of reported neck pain and back pain, and subsequently were released from a medical
facility near the airport. During a postflight inspection of the airplane, the flight engineer found damage to the lower rear fuselage.
A maintenance inspection revealed damage, consistent with a tail strike, to the pressure bulkhead and to several bell frames and
stringers in the aft fuselage. The report said that at the airplane’s landing weight, VREF was 138 knots and that, with head wind–
correction factors, the target approach speed was 150 knots. During the 10 seconds before touchdown, airspeed decreased from 143
knots to 130 knots. The report said that the probable cause of the accident was “the captain’s failure to maintain the proper wind-
adjusted VREF airspeed.”

May 22, 2000 Taipei,Taiwan, China Boeing MD-11 minor 2 none
Nighttime VMC prevailed, but there were reports of wind shear at the airport. After an ILS approach to Runway 05L, a high sink rate developed during the landing flare, and the airplane touched down hard and bounced. The pilot flying apparently applied nose-down pitch control, and the airplane touched down hard on the nose landing gear. The crew conducted a go-around, and the airplane’s tail struck the ground during rotation. The crew then landed the airplane without further incident.
　
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本文鏈接地址：Stabilized Approach And Flare Are Keys to Avoiding Hard Land(30)