|Title:||Hard landing, BAe 146-200, G-JEAJ|
|Micro summary:||This BAe 146-200 landed hard, bounced and then rolled out. Damage to the underbelly was discovered.|
|Event Time:||2000-06-08 at 1710 UTC|
|Publishing Agency:||Aircraft Accident Investigation Board (AAIB)|
|Publishing Country:||United Kingdom|
|Site of event:||London City Airport|
|Departure:||Edinburgh Airport, Edinburgh, Scotland|
|Destination:||London City Airport, London, England|
|Airplane Type(s):||BAe 146-200|
|Type of flight:||Revenue|
|Executive Summary:||The aircraft was being flown from Edinburgh to London City Airport and the aircraft received radar vectors for a landing on Runway 10. In accordance with company operating procedures, which require all landings at London City to be carried out by the commander, he was the handling pilot. The weather given was surface wind 140°/08 kt, variable between 100° and 180°; CAVOK, temperature +22°C, dew point +9°C, QNH 1013 mb. |
An autopilot coupled approach, which was stabilized in the correct landing configuration at 119 kt (Vref+ 5 kt) with speed brakes 'open' was flown. The autopilot was disconnected at 1,700 feet radio altimeter height and the commander used the visual cue of the runway Visual Approach Slope Indicators for the final approach. He cross checked these with the ILS presentation and was monitored by the first officer. The approach checks were completed and the aircraft flared at about 100 feet. At that point the aircraft developed an abnormally high sink rate which could not be reduced and the aircraft landed heavily in the area of the runway indicating numbers short of the normal touchdown point.
The aircraft bounced and the first officer called for a go around, but the commander could see that the aircraft would land prior to the limit of the touchdown zone and informed the first officer of his intention to continue the landing. The aircraft landed heavily a second time and the lift spoilers were selected. Only the green hydraulic system spoilers deployed and the first officer informed the commander and called for maximum braking which was applied initially and subsequently reduced when a normal roll out was assured. The aircraft was brought to a stop within the landing distance available.
Neither ATC or the crew was aware of the aircraft having suffered any damage and it was taxied from the runway to its allocated parking stand. In view of the heavy landing the commander and an engineer carried out an inspection of the tail area and located the damaged underbelly section.
|Learning Keywords:||Operations - Bounce|
|Operations - Hard Landing|
|Consequence - Damage - Airframe or fuselage|
|Close match:||Botched landing, Accident to Boeing 757-200 G-BYAG at Girona Airport on 14 September 1999|
|Hard Landing, Royal Jordanian Airlines Airbus A310-300 (JY-AGK) at Shannon Airport, Ireland, December 17, 1999|
|Tailstrike on landing, Airbus A321-231, G-MIDA, 14 August 1998|
|Bounce and Hard landing, Boeing 757-232, June 2, 1999|
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