FDM DIGEST – AIRBUS

ISSUE 01/ JAN 2023

LATERAL LOAD IN LANDINGS
 LATERAL LOAD IN LANDING

Introduction: Landing is a dynamic maneuver that requires pitch, lateral and directional control. Incorrect lateral inputs, especially in
crosswinds, may lead to excessive shear stress on the landing gear.
Factors contributing towards high lateral loads: Two common interrelated contributing factors are weather and flying technique.
• Weather(environmental conditions) including runway state and winds
• Flying technique are broadly:
• Control of the lateral trajectory during approach (crabbed approach)
• Flare and de-crab before touch-down
• Ground control In some situations

With little control on the environmental factors, emphasis on the existing SOPs and recommended flying techniques is the only viable
solution.

Recommended flying technique:

(Refer FCTM PR-NP-SOP-250 Flare & Touchdown, Rollout and FDM digest issue 2 & 4 of 2021)
The recommended de-crab technique is to use all of the following:
• The rudder to align the aircraft with the runway heading during the flare.
• The roll control, if needed, to maintain the aircraft on the runway centreline. Any tendency to drift downwind should be counteracted by an appropriate
lateral (roll) input on the sidestick.

In case of very strong crosswinds, the aircraft may be landed with a residual drift/ crab angle (maximum 5°) to prevent an excessive bank
(maximum 5°). Consequently, combination of the partial de-crab and wing down techniques may be required.

During rollout, Flight Crew to avoid setting side stick into the wind as it increases the weathercock effect.
 LATERAL LOAD IN LANDING
COMMON ERRORS
Incorrect approach
trajectory
Incorrect Flare technique
Incorrect crosswind
technique
Incorrect rudder inputs
(sequential opposite inputs
or over controlling)
Incorrect visual cues used
for landing
Incorrect assessment of
environmental conditions
Feet position and Incorrect
STL technique
MITIGATION
Large unwarranted stick inputs on disconnecting AP and immediate de-crab on acquiring visual references
should be avoided.
Recommended flare height should be adhered to; as a delayed flare provides less opportunity to de-crab. A
high/extended flare decreases aircraft energy and may result in the aircraft drift away from centreline. In
addition to incorrect flare height, no de-crab in strong winds, would result in touchdown with excessive crab.
In case of strong crosswind, during de-crab phase, the PF should be prepared to add small bank angle into
the wind (using the sidestick) to maintain the aircraft on runway centreline.
Note: Inadequate bank angle during flare may lead to the use of rudder for compensating the drift, which is an incorrect and
inefficient technique.
• Adherence to correct flare & landing technique and consciously avoid incorrect rudder inputs.
• Rudder should not be used to induce or counter roll, when normal roll control is available.
Instead of trying to look closer and trying to straighten the nose during landing, PF should look well ahead of
the aircraft and apply the appropriate rudder.
Understand all applicable operating environmental conditions. This must also be actively monitored by the
PM. Be alert to detect changes in ATIS and tower communication (i.e., wind direction shift, velocity and/or
gust increase)
It is suggested for PF to have his feet on pedals and be ready for immediate and possibly significant inputs
during the flare. STL brief must include the handover/ takeover phraseology and actions. Rudder must not
be locked. Input required, if any, should only be given after appropriate takeover of controls to avoid
simultaneous inputs from CM1 & CM2.
 LATERAL LOAD IN LANDING

Before Flare
Be correctly seated
Be aware of the landing conditions
Be Stabilized
Be Go-around minded

From Flare to Touchdown

Use proper flare and de-crab (if needed) techniques

Roll Out
‘Fly until you vacate the runway’
Continue to maintain the directional control by
being cognizant of weathercock effect, rudder
and reverser effectiveness to maintain centreline.
FDM DIGEST – AIRBUS
ISSUE 01/ Nov 2022
 HIGH PITCH AT TOUCH DOWN

There has been an increase in events of “Excessive pitch at touchdown”

in the last few months. This exceedance in a worst-case scenario could
lead to a tail strike.

It is, therefore, vital to understand the underlying causes which lead to

excessive pitch and the mitigating measures required to continue with
safe landing.

Pitch awareness features available on A320 & 321 are also reviewed.
 UNSTABLE APPROACHES
CAUSES:
• Large pitch attitude variations.
• Too low airspeed (below VAPP) translates to high angle of attack and high
pitch attitude.
• High sink rate close to ground, will require both high pitch rate and attitude
to arrest the sink rate for a normal touchdown

FLARE AND LANDING TECHNIQUE

• High flare can result in a combined decrease in airspeed and long float both
leading to high pitch.
• An early thrust reduction will also reduce speed and have similar effects on
the pitch.
• In the event of bounce at touchdown, there may be a tendency to increase
the pitch for a smooth second touchdown.
• Prolonged flare for an unwarranted attempt at smooth touchdown.

MISCELLANEOUS
• Weather related disturbances causing downward gusts or sudden onset of
tail wind component.
• Visual illusions, especially on runways with pronounced upslope/wider
runway.
 PITCH LIMIT AWARENESS FEATURES:
TAILSTRIKE LIMITS:

• “Pitch Pitch” audio caution.

A "PITCH-PITCH" synthetic voice sounds when the pitch attitude becomes

excessive. The "PITCH-PITCH" synthetic voice sound takes into account
the actual pitch value and the pitch trend. This can lead to "PITCH-PITCH"
synthetic voice sound to be triggered before any PM callout, or before
the pitch reaches a high attitude on the PFD.

• “Pitch” limit symbol on the PFD:

The pitch limit indicates the maximum pitch attitude to avoid the
tailstrike risk at landing. The indication is a fixed value corresponding to
the main landing gear compressed. The indication appears at 400 ft
radio height. The indication disappears, when there is no longer a risk of
tailstrike.

• Standard callouts and PM process.

o A320 -"PITCH" when pitch attitude becomes lower than -2.5° or

higher than +10°

o A321-"PITCH" when pitch attitude becomes lower than -2.5° or

higher than +7.5°
 MITIGATING ACTIONS:

• Fly a stabilized approach (IAS, ROD, flight path, Thrust)

• Closer to the ground, keep flight path steady. Target the

aiming point. Remember GS response will increase, do not
chase.

• Adjust thrust reduction height to environmental factors

(TWC or sink) and aircraft inertia.

• Avoid unnecessary prolonged flare in an attempt for

smooth touchdown. Further, related to high pitch, any
attempt to delay in lowering the nose wheel on to the
runway after touchdown can lead to a tail strike.

• Align with correct visual references during flare and touch

down. Look far, towards the end of runway for better depth
perception and ROD. Adequately brief and cater for visual
illusions (Upslope/wider runway)

• In the event of a bounce; maintain attitude for the second

touchdown. Do not add thrust. In case of high bounce
which is likely to result in depletion of all energy and a hard
touchdown, initiate a go around, maintaining the same
attitude.
 FDM DIGEST – AIRBUS ISSUE 06/ Oct 2021

EXECUTION OF VISUAL CIRCUIT

FDM events indicate a substantial increase in Unstabilised approaches while executing Visual
approaches.
Most of these events have occurred specially when the circuit pattern was joined from arrival route.
The objective of this digest is to provide guidelines on planning and execution of a visual circuit,
thereby ensuring safe operations.

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 FDM DIGEST – AIRBUS ISSUE 06/ Oct 2021

DISTANCE AND HEIGHT RELATIONSHIP

Circuit height, which is 1500 ft AGL, should be added to the airfield elevation and cross checked with
Radio Altimeter. There have been cases of wrong selection of circuit height on the FCU.
A time of 45 seconds on Downwind after crossing abeam the landing threshold translates to 2.25 Nm:

• Approx. GS of 180 kts: 180/60 = 3Nm/min

• 45 sec = 2.25 Nm
• Distance from threshold based on a RHS triangle = 3.4 Nm

2.5 Nm 3.4 Nm

2.25 Nm

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 FDM DIGEST – AIRBUS ISSUE 06/ Oct 2021

PLANNING THE CIRCUIT

• Practically it may not be possible to plan for a classic circuit. Invariably, the arrival route will lead to a direct
downwind or base leg.
• The end of downwind will be 3.4 Nm from the landing threshold in all cases of winds. Most optimum method
to keep track of this distance would be by selecting Landing threshold on the PROG page.
• Position of the VOR will vary and will require corrections to reach an accurate figure, pertaining to the
distance from threshold. It should not be the primary reference for position awareness on circuit.
• Radius of turn is about .75 Nm and the distance from threshold on rolling out after base turn should be
approx. 4.2 Nm.
• Draw a circle of 05 Nm centered at the threshold and a perpendicular radial from the Fix info option abeam
the landing threshold.
• Sequence the Flt plan from the threshold to have a relevant YOYO indication and use it to build and retain
awareness and accuracy.

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 FDM DIGEST – AIRBUS ISSUE 06/ Oct 2021

• Flight Crew should aim to achieve any of these combinations at the earliest, depending upon where
the circuit is joined:

o Abeam Landing threshold: Ht 1500 ft AGL/ Flaps 1/ S speed/ 2.5 Nm from landing threshold.
o End of Downwind: Ht 1500 ft AGL/ Flaps 2/ Spd managed & reducing/ 3.4 Nm from landing threshold.
o Beginning of Base leg: Be at approx. Ht 1300 ft AGL/ LG down/ Flaps 3/ Spd managed/ Approx. 4.2 Nm
from landing threshold
o Top of finals: Approx. Be at Ht 1100 ft AGL/ Landing configuration on perspective/ Spd managed reducing
to VAPP/ Approx. 3.4 Nm from landing threshold.

• These figures should be used as a benchmark to quickly establish within the circuit pattern. Plan to
fly at least two complete legs of the pattern.
• If unsure at any stage, go overhead and join circuit. Follow this technique preferably by night.
• Do not descend below 1500 ft AGL outside the 05Nm circle.
• Discuss and brief profile and strategy for the Visual approach.
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 FDM DIGEST – AIRBUS ISSUE 05/ AUG 2021

PREVENTION OF UNSTABILISED APRROACHES

Stabilised Approach : An approach flown in a controlled and appropriate manner in terms of configuration, energy and control of the
flight path from a pre-determined point or altitude/height down to a point 50 feet above the threshold or the point where the flare
manoeuvre is initiated, if higher.

A good landing is the result of a good approach which is built on adherence to SOPs.

The single most common factor in landing excursions is a continued unstable approach. As per the statistics most of the Unstabilised
approaches result in either a hard Landing/ long float or are a potential hazard for an imminent incident/ accident.

Stabilised Approach Criteria

PM will check deviation parameters and give standard callouts. The flight crew must initiate a go-around, unless only small corrections
are necessary to rectify minor deviations from stabilised conditions due, amongst others, to external perturbations.
(Refer Operations Manual Part B)
Refer PM support process for further guidance on PM duties and actions.

Note: If ATC requests a speed constraint that is not compatible with speed and thrust stabilization at 1000 ft AAL, a later speed and thrust stabilization is
acceptable, provided that:

- The aircraft is in deceleration toward the target approach speed

- The flight crew stabilizes speed and thrust as soon as possible and not later than 500 ft AAL
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 FDM DIGEST – AIRBUS
Factors:
Human error and procedural non-compliance
have been identified as primary contributing
factors to Unstabilised approaches. However,
there are many other factors, which include
both threats and errors, contribute to an
approach being Unstabilised but not limiting to:
ISSUE 05/ AUG 2021
• Loss of situational awareness; Poor visibility and visual illusions;
• Inadequate monitoring by flight crew;
• Inadequate energy management (Late descent clearance) early in
the arrival or approach; Incorrect sequencing of F-Plan in the FMS;
• Failure of automation requiring intervention;
• ATC requiring crew to fly higher, faster, or shorter routings; leading
to final intercept above approach slope;
• Late change of runway, including a parallel runway “SIDESTEP”;
• Terrain and obstacles near the airport;
• Flight crew fatigue; Commercial pressure to maintain flight
schedule.
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 FDM DIGEST – AIRBUS ISSUE 05/ AUG 2021

Avoidance:

• Know the stabilized approach criteria and aircraft state at all times, even when under radar control;

• Advise ATC when unable to comply with a clearance that would result in the aircraft being too high and/or too fast;

• Discussing the approach strategy during the approach briefing (Plan Based briefings). Anticipating late changes in the action plan for
the approach and landing phases (Threat & Error Management considerations)

• Accept changes of landing runway only when there is sufficient time to ensure a controlled and safe landing;

• Brief for the specific approach and any highlight the salient points including likely visual illusions;

• Avoid any changes in configuration below 1500’ for changes in environmental conditions. If mandated by the changes in weather,
consider discontinuing or Going-around and re-evaluate.

• For early detection of Unstabilised approach, crew to use all available clues like VDEV, yo-yo, energy circle (HDG/ TRK mode), PROG
page, manual calculations etc

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 FDM DIGEST – AIRBUS ISSUE 05/ AUG 2021

Mitigation:

Any approach that fails to meet or maintain the stabilized approach criteria constitutes an undesired aircraft state in the terminology of
TEM. In order to avoid this developing further into an unrecoverable ‘end state’ it is vital that the pilots act to adequately manage the
undesired aircraft state. The flight crew must:

• Recognize that the approach is unstable;

• Communication between PF and PM;

• PF to take timely actions to rectify the situation;

• PM to monitor the corrective action.

 Execute a go-around if the approach cannot be stabilized by the stabilization altitude/height or subsequently becomes Unstabilised;

 When required, execute a go-around even after touchdown if reverse thrust has not been selected.

 All Instrument Approaches shall be stabilized by 1000’ AAL and Visual Approaches by 500’ AAL on Baro. The term “Visual Approach”
implies that a visual pattern or a Radar vectored visual approach was planned, briefed, and is flown. The benefit of a lower
stabilization threshold shall not be availed by calling “visual” while on an Instrument Approach Procedure.
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FDM DIGEST – AIRBUS ISSUE 04/ JULY 2021

CROSS WIND LANDING TECHNIQUE

Approach phase : In crosswind conditions, it is recommended

to fly a crabbed-approach with wings-level and the aircraft
(cockpit) positioned on the extended runway centerline until
the flare.

Flare and Landing phase : The flare technique involves both

decrab and slight bank depending upon the crosswind intensity.

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 FDM DIGEST – AIRBUS ISSUE 04/ JULY 2021

For light crosswinds:

During the flare, rudder should be applied as required to align the aircraft with the
runway heading. Any tendency to roll downwind should be counteracted by an
appropriate input on the sidestick.

With higher crosswind (typically above 15 kt to 20 kt crosswind component):

 A safe crosswind landing requires:
• A crabbed-approach, and
• A partial decrab prior to touchdown, using a combination of bank angle
and crab angle (achieved by applying cross-controls). This should normally
not exceed 5 degrees of crab angle and 5 degrees of bank angle.
 A firm touchdown is desirable for all runway conditions.
 After touchdown, stick into the wind is to be avoided as it increases the
weathercock effect.

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 FDM DIGEST – AIRBUS ISSUE 04/ JULY 2021

Lateral control:
When aircraft touches down with residual crab angle, the aircraft tends to travel along the runway centerline.
The reverse thrust side force and crosswind component can combine to cause the aircraft to drift downwind side of the runway if
the aircraft is allowed to weathercock into wind after landing.
In addition, the crosswind component creates a side force due to both; the effect on fuselage & fin and use of reverse thrust
resulting in a drift downwind, with a crab angle.
As the anti-skid system will be operating at maximum braking effectiveness, the main gear tire cornering forces available to
counteract this drift will be reduced. (more so on a wet/ contaminated runway)
The main gear tyre cornering force are also very low in such cases to counteract the drift. The cornering forces reduce
considerably during high braking forces.
Recommended technique:
To correct back to the centreline, the pilot must reduce reverse thrust to REV IDLE and release the brakes.
This will minimise the reverse thrust side force component, without the requirement to go through a full reverser actuating cycle
and provide the total tire cornering forces for realignment with the runway centreline.
Rudder and differential braking should be used, as required, to correct back to the runway centreline.
When re-established on the runway centreline and direction, re-apply braking and reverse thrust as required.
After regaining runway centerline and direction, Max reversers can then be reapplied along with differential brakes. 3/4
 FDM DIGEST – AIRBUS ISSUE 04/ JULY 2021

Braking Force and Cornering Force vs Antiskid Directional Control During Crosswind Landing

It is important to follow the correct crosswind technique to ensure any undue excessive side loads on the landing gear.
The correct procedure also guards against unexpected events of runway excursion.
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 FDM DIGEST – AIRBUS ISSUE 03/ MAY 2021

VISUAL ILLUSIONS
Genetically speaking, humans are designed to maintain spatial orientation on the ground.
The flight environment is hostile and unfamiliar to the human body; it creates sensory
conflicts and illusions that make spatial orientation difficult, and, in some cases, even
impossible to achieve.
An illusion is a distortion of the senses, which can reveal how the human brain normally
organizes and interprets sensory stimulation.
Illusions may occur with any of the human senses. Visual illusions occurs
because vision often dominates the other senses.

Visual Illusions occur when the pilot's eye is deceived into making a faulty assessment of aircraft position or
orientation in relation to the external environment. To that effect:
Visual references provide the most important sensory information to maintain spatial orientation on the ground and
during flight, especially when the body and/or the environment are in motion.
So, it should not be any surprise that, when humans fly under conditions of limited visibility, they have problems
maintaining spatial orientation.
Various terrain features and atmospheric conditions can create optical illusions.

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 FDM DIGEST – AIRBUS ISSUE 03/ MAY 2021

RUNWAY WIDTH RUNWAY AND TERRAIN SLOPE

An unusually narrow or long runway can create an illusion that
the aircraft is higher than actual; if responded with nose down
pitch, will lead to a lower approach (ac below profile).
A wider-than-usual runway can create an illusion that the aircraft
is lower than actual, A pilot may respond by pitching the aircraft
nose up leading to a higher approach (ac above profile).
VABB 60 M(200 ft),

A down sloping runway can create the illusion that the aircraft is
lower than it actually is, if responded, will lead to a higher
approach (ac above profile).

An upsloping runway can create the illusion that the aircraft is

higher than it actually is, if responded, will lead to a lower
approach (ac below profile).

Same is true for flying around sloping terrain.

VOBL 27 R, VEBS 14 2/7
 FDM DIGEST – AIRBUS
WATER REFRACTION
The diffusion of light due to water particles on the
windshield can adversely affect depth perception.
Rain on the windscreen can create the illusion that
aircraft is flying at a higher altitude due to the horizon
appearing lower than it is. This can result in pilots flying
lower than normal on final approach.
The lights and terrain features one normally uses to
judge height above the runway during landing are less
effective.
ISSUE 03/ MAY 2021
HAZE
Atmospheric haze can create an illusion of being at a
greater distance and height from the runway. As a result,
the pilot will tend to be low on the approach.
Conversely, extremely clear air (clear bright conditions of
a high-altitude airport) can give the pilot the illusion of
being closer than he or she is, resulting in a high
approach, which may result in an overshoot or go
around."
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 FDM DIGEST – AIRBUS
Fog
Pilots who inadvertently enter fog or a cloud may feel like
they've suddenly pitched up. Pilots who do not recognize this
illusion may suddenly steepen the approach. Trust your
instruments!
ISSUE 03/ MAY 2021
Ground Lighting
Long, straight lights from something like a roadway might look like
a runway in low light conditions. Bright runway lights may create
the illusion that aircraft is closer to the runway than actual. When
this happens, pilots fly a higher than normal approach and flare.
VIJP R/W 27 has a road parallel to the R/W. there have been cases
where Approaches have been made aligning to the Road.
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 FDM DIGEST – AIRBUS ISSUE 03/ MAY 2021

BLACK HOLE EFFECT

Flying overwater approach or an approach over dark areas/ Featureless Terrain creates the illusion that the aircraft is at a higher
altitude than it is. A great example of this is the "black hole" approach, causing pilots to fly a lower-than-normal final approach.

VOGO R/W 08 at Night

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 FDM DIGEST – AIRBUS ISSUE 03/ MAY 2021

PREVENTION DURING LANDING - OPTICAL ILLUSIONS

• These illusions are primarily associated with landing. Maintain optimum proficiency in landing procedures.

• Anticipate the possibility of visual illusions during approaches to unfamiliar airports, particularly at night or in adverse weather
conditions. Study and become familiar with unique geographical conditions where flight is intended. Consult airport diagrams
for information on runway slope, terrain, and lighting.

• Since pilots must transition from reliance on instruments (within the aircraft) to visual cues (outside) for landing at the end of
an instrument approach, It is imperative they be aware of the potential problems associated with illusions, if need be, take
appropriate corrective action.

• Visual illusions usually induce crew inputs (corrections) that cause the aircraft to deviate from the vertical or
horizontal flight path.

• Visual illusions affect the flight crew’s situational awareness, particularly while on base leg and during the final
approach.

• Visual illusions can affect the decision process of when and how rapidly to descend from the minimum descent
altitude/height.

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 FDM DIGEST – AIRBUS ISSUE 03/ MAY 2021

• When flying at night or in reduced visibility, use and rely on flight instruments. Make frequent reference to the altimeter
during all approaches (day and night).

• Use PAPI/VASI systems for a visual reference or an electronic glideslope, whenever they are available.

• Utilize the visual descent point (VDP) found on many non precision instrument approach procedure charts.

• Recognize that the chances of being involved in an approach incident/ accident increase when some emergency or other
activity distracts from usual procedures.

• If a visual illusion is experienced during flight (most pilots do at one time or another), trust the instruments and ignore all
conflicting signals the body gives. Incidents/ accidents usually occur as a result of a pilot’s indecision to rely on the
instruments.

• If one of two pilots in an aircraft begins to experience a visual illusion, transfer control of the aircraft to the other pilot, since
pilots seldom experience visual illusions at the same time.

BIG PICTURE, in the Approach briefing should clearly highlight the possibility of an anticipated visual illusion (Landing into the
sun, approach over water at night). Good/ Adequate briefing for any visual illusion can go a long way in preventing any
unwanted exceedances (like Unstabilised approach, long float/ long landing or a hard landing)/ incidents.
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 FDM DIGEST – AIRBUS ISSUE 2/ APRIL 2021

HARD LANDINGS
Number of High G landings are still high and this event remains a cause for concern which needs to be addressed on priority.
The landing phase is a very demanding phase of flight. It requires good understanding of the recommended techniques and coordination between
the flight crew to achieve a safe and precise flare and landing under all conditions. The FCOM procedures and FCTM techniques provide necessary
guidelines to ensure a safe landing. One of the causal factor for hard landings on A321 is the fear of tail strike. Irrespective of increased fuselage
length, the landing technique for A321 remains similar as A320. Typical pitch value increment during flare and landing is approx. 4° on both
variants. With the similar flare & landing technique, the likelihood of having a tail strike on A321 is same as on A320 variant.

To avoid High G Landing:

a) Be stabilised
To achieve a safe flare an aircraft should be stabilised on approach, meaning that all the flight parameters meet the criteria, including:

• the aircraft is on its expected final flight path (lateral and vertical)
• speed is close to Vapp, and
• Bank angle within limits
If the aircraft reaches the flare height at the correct speed and is on the expected flight path, then a normal flare technique will lead to
a safe landing.

b) PM must call out any flight parameter deviation

Any deviation from the specified stabilisation criteria should prompt a call-out from PM. These calls should in turn lead to, at the very
least, an acknowledgment from PF; where necessary, a corrective action or a go-around should be initiated. Below minimums, DO NOT
chase the FD’s.
 FDM DIGEST – AIRBUS ISSUE 2/ APRIL 2021
c) Flare at an appropriate Height
Flare at the right time. The flare should be initiated around 30ft for A320 family aircraft in stabilised conditions. A delayed flare will, most
likely, result in a firm touchdown. When visual, Keep sight of the far end of the runway. Flare is not a technique to bring ROD to zero but to
arrest vertical speed to such levels that a safe landing can be achieved. (ROD ‘zero’ tantamount to aircraft flying parallel to the runway and it
may lead to long/ hard landing)
Some factors that may require an early initiation of flare are:
• Steeper approach slope (more than nominal 3°)
• Upward runway slope or rising terrain before the runway threshold (may cause visual illusion of being high)
• Tailwind, resulting in higher Ground Speed and hence ROD
• High Airport elevation; Higher TAS & Ground Speed and resultant ROD
 FDM DIGEST – AIRBUS ISSUE 2/ APRIL 2021

d) Flare correctly
• The PF should apply a progressive and gentle back stick order until touchdown. A weak flare will invariably lead to an incomplete flare
and a hard touchdown.
• The PF must avoid forward stick inputs once flare is initiated. The PF can gradually release the back stick input if needed. Any forward stick
input after flare is initiated will increase the risk of landing on NLG with hard impact.
• The PF must perform a go-around If a normal touchdown point cannot be reached.

e) Retard
• The 20 ft “RETARD” auto callout is a reminder, not an order. The PF can retard the thrust levers earlier or later depending on the
conditions.
• The PF must ensure that the thrust levers are at idle, by touchdown at the latest. This ensures automatic extension of the ground
spoilers, which in turn keeps the aircraft on ground and simultaneously avoids a bounce. A landing following a bounce may be firm,
if not controlled properly or if the bounce is high.
 FDM DIGEST – AIRBUS ISSUE 2/ APRIL 2021

f) Maintain the aircraft pitch in the case of a bounce

Light Bounce: The FCTM recommends to maintain the pitch attitude in the case of a light bounce at landing. The aircraft will make a second lighter
touchdown and the landing roll can continue.

High Bounce: The FCTM recommends to maintain the pitch attitude and initiate a go-around in the case of a high bounce. Maintaining the pitch
attitude and counteracting any pitch-up tendency due to the thrust increase, enables the flight crew to avoid a tail strike and ensure a softer
secondary touchdown should this occur. In the case of a high bounce, the PF must not attempt to land the aircraft by applying nose down input on
the sidestick.

g) Be Go-Around minded
The crew must perform a Go-Around if any parameter deviation becomes excessive, or if the aircraft is destabilized just prior to the flare. If the
effort required by the PF to achieve stability is equal to or greater than his ability, a Go-Around must be initiated.
 FDM DIGEST –AIRBUS ISSUE 1/MARCH 2021

EMERGING FDM TRENDS:

A) LONG TOUCHDOWN
• (Long touchdown is measured in terms of distance from threshold till the actual touchdown)

A total of 30 instances of long touchdown were recorded in January 2021

B) LONG FLOAT:
• (Long Floats are measured in terms of time from the time aircraft reaches 50’ during approach
till touchdown. So, essentially all Long Floats may not be long touchdown)

202 cases of long floats (123 in config 3 & 99 in config full) were captured in January
2021. Amongst these, a large number of cases were in HYD, DEL and BOM.

ERRORS/ROOT CAUSE(S):
1. High / incorrect flare and landing techniques
2. Visual illusions – upslope/downslope
3. Late thrust retardation
4. Dual input – no take over PB
5. Holding flare for smooth touchdown

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FDM DIGEST –AIRBUS ISSUE 1/MARCH 2021

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 FDM DIGEST –AIRBUS ISSUE 1/MARCH 2021

• TDZ is The portion of a runway, beyond the threshold, where it is intended that landing
aeroplanes first contact the runway.

• TDZ extends from 500’ up to 3,000’ ft beyond the landing threshold or to the ONE THIRD of
the runway length, whichever is less.

• The touchdown zone markings identify the touchdown zone for landing operations and are
coded to provide distance information in 500 feet (150m) increments. These markings consist of
groups of one, two, and three rectangular bars symmetrically arranged in pairs about the runway
centreline. The aiming point marking coincides with one of these pairs and is noticeably wider.

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FDM DIGEST –AIRBUS ISSUE 1/MARCH 2021