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June 16, 2002 Kansas City, Missouri, U.S. McDonnell Douglas DC-9-82 substantial 123 none
The first officer, who was receiving IOE training as a captain, hand-flew a night visual approach with the autothrottles engaged. The airplane was descending through 100 feet AGL when the check airman observed that airspeed was slightly below VREF and told the first officer not to allow the airspeed to slow further. At 40 feet AGL, the check airman observed that the throttles were at idle and that the autothrottles were engaged.“He determined that the only action to take was to ensure that the nose of the airplane was not raised [in an effort] to cushion the landing,” the report said.The jump seat occupant said that the flare appeared to begin when the airplane was “a little high” and that pitch attitude then was reduced; a high sink rate developed, and an additional pitch change was made, resulting in a “firm” landing. A postflight maintenance inspection revealed damage to the tail skid and adjacent structure.
Aug. 9, 2002 Lisbon, Portugal Airbus A320-210 minor 126 minor/none
The flight crew conducted an ILS approach to Runway 03 in daytime VMC with surface winds from 360 degrees at 14 knots. The first officer was the pilot flying. The airplane touched down hard on the left-main landing gear, then on the right-main landing gear, and bounced. The captain took control of the airplane. The second touchdown also was hard, but the landing was completed without further incident.
Aug. 18, 2002 Olbia, Sardinia, Italy Learjet 35A substantial 2 minor/none The report said that the airplane was substantially damaged in a hard landing.
Aug. 22, 2002 London, England British Aerospace BAe 125-800 minor 3 none
The first officer, who had 219 flight hours in type, was the pilot flying during the approach to RAF Northolt in daytime VMC. The flight crew accepted an ATC request to conduct a precision approach radar (PAR) approach to facilitate controller training and were given radar vectors to land on Runway 25.Winds were variable at three knots.The report said,“The crew calculated the threshold speed to be 117 knots, and the commander provided instructional assistance to the first officer, who was unfamiliar with the PAR procedure.”The report said that the correct threshold speed for the airplane’s landing weight was 124 knots. Radio transmissions indicated that the crew maintained the 3.5-degree glide path until the airplane was 1.5 nautical miles (2.8 kilometers) from touchdown. The airplane drifted slightly below the glide path and then drifted “well above” the glide path. The airplane was about seven feet AGL during the flare when the stick-shaker activated and the left wing dropped rapidly. Recorded DFDR data indicated that airspeed was 101 knots just before touchdown. The airplane touched down hard on the left-main landing gear. A postflight inspection revealed damage to the left wing tip fairing and flap.
AGL = Above ground level  ATC = Air traffic control  CRM = Crew resource management  DFDR = Digital flight data recorder   GPWS = Ground-proximity warning system  ILS = Instrument landing system  IOE = Initial operating experience   IMC = Instrument meteorological conditions  NA = Information not available   VMC = Visual meteorological conditions   VOR = Very-high-frequency omnidirectional radio   VREF = Landing reference speed
　
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本文鏈接地址：Stabilized Approach And Flare Are Keys to Avoiding Hard Land(37)