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have the airplane inspected.”
Leborgne said that the preflight inspection pro-cedures and postflight inspection procedures recommended by Airbus do not include spe-cific information on checking for hard-landing damage.
Carbaugh said that airline pilots typically do not conduct postflight inspections and that a postflight inspection might not reveal signs of a hard landing. Deformation of a tail skid from
a tail strike, distortion of the “doghouse” (the boxlike structure that supports the nose gear)
from a hard nose gear touchdown, fuel leaks, popped rivets or cracks or wrinkling of fuselage skin might be apparent. Other damage, such as a strut that is cracked but not leaking, might not be apparent.
“you’re not going to crawl up and down the axle and take a look at that stuff,” he said. “Maintenance personnel will do that kind of inspection.”

John Ferrante, manager of line maintenance for American Airlines, said that he would not rec-ommend that flight crews perform a postflight inspection to confirm whether or not a hard landing occurred.27
“Pilots are not trained to do that,” he said. “in some
cases, they would not have access to areas that
might be damaged. For example, if the airplane
was landed hard on the nose gear, the crown skin, which is above and behind the cockpit, might show signs of structural damage. Probably the best indication to pilots of a possible hard landing is the airplane’s sink rate on touchdown. If there is any question about it, we might download the recorded data to help us determine whether an
inspection is in order.”
Ferrante said that the economic consequences to an airline from a hard landing depend on many factors, such as labor costs and down time on the airplane. He said that a Phase I visual inspection
typically requires 1 1/2 hours to two hours and
that the more-detailed Phase II inspection requires about eight hours, plus any time required to repair damage.
Carbaugh said that the cost to repair hard-landing damage to an airplane can amount to millions of dollars. Some older airplanes have been “written
off ” (permanently removed from service) after
hard landings.
“Spars, landing-gear components and other parts
were broken, and the expense to repair the older airplanes was more than the expense to write them off,” he said. “The insurance companies preferred to pay the two million to write them off than the three million to fix them.”

Stabilized Approach Reduces Risk
S
afety specialists agree that conducting a stabi-lized approach significantly reduces the risk of a hard landing.
“Hard landings usually result from nonstabilized
approaches conducted in difficult situations,”
Carbaugh said. “Crews need to know that just prior to touchdown, the go-around option is there for them. If things are not going well, and you’re not
　
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