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during the initial touchdown in Malawi. The data were not available to the flight crew or the SMM. After the accident, the airline programmed the airborne communications addressing and report-ing system equipment aboard all airplanes in the fleet to provide printouts for the flight crew of vertical accelerations of 1.8 g or more recorded during touchdown.
Based on the accident investigation, AAIB recom-mended that the U.K. Civil Aviation Authority
(Caa) consider “methods for quantifying the
severity of landings based on aircraft parameters recorded at touchdown” to aid flight crews in deter-mining the need for hard-landing inspections.
The recommendation was not accepted. In re-sponse, the U.K. CAA said, “Reliance on flight crew judgment is the widely accepted and proven method of determining whether a hard landing has occurred. In the subject incident, the flight crew identified correctly that a hard landing had occurred and called properly for a hard landing inspection. The [CAA] therefore believes that mandating the fit-ment of equipment that would allow frequent access to flight recorder data which would aid flight crew judgment that a hard landing has occurred is not justi-
”21
fied.

Backup Data Help Identify Problems

I
n an ASRS report, the first officer of a Douglas DC-9 freighter said that his company was check-ing recorded flight data to determine whether he had been involved in an unreported hard landing in the airplane.
“No landing I was involved in [with] this aircraft
could be reasonably classified as ‘hard,’” the first
officer said. “[My company] does not define ‘hard landing’ in their general ops [operations] manual or aircraft ops manual, nor do they train their [flight crews] in recognition or reporting of same. I am further concerned that [the company] is removing the aircraft’s flight data recorder to investigate this matter. The flight data recorder does not appear to be designed for recording
landing quality.”22

Airbus and Boeing publish vertical-acceleration
“thresholds” that, when recorded by flight-data-
monitoring equipment, should prompt a hard-landing conditional-maintenance inspection.
Airbus AMMs recommend that a hard-landing inspection be performed when the flight crew reports a hard landing and the digital flight data
recorder (dFdR), or equivalent data-monitoring
unit, indicates that the vertical speed on touchdown exceeded 10 feet per second and/or vertical accel-eration exceeded a specific value, based on airplane
type and landing weight. The vertical-acceleration
threshold for an a340-300, for example, is 1.75 g at less than maximum landing weight.23

The vertical-acceleration thresholds in Boeing
aMMs vary from 1.8 g for the B-747 models to
2.2 g for the B-737 models (when recorded by dFdRs that record 16 samples per second; differ-ent values are published for dFdRs with different sampling rates).24
　
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