Hard Landing Inspection: What criteria for write-up

ZapBrannigan

ZapBrannigan

If it ain’t a Boeing, I’m not going. No choice.
Let's say you really prang it on. What criteria would you use to decide whether or not to write up the aircraft for a hard landing inspection? Is there a definition somewhere or other criteria to help you to make that decision. Obviously you wouldn't want to pass an airplane off to another crew that was potentially damaged, but I have been made to understand that a hard landing inspection is a bigger deal (time / expense) than I thought.
 
ZapBrannigan said:
Let's say you really prang it on. What criteria would you use to decide whether or not to write up the aircraft for a hard landing inspection? Is there a definition somewhere or other criteria to help you to make that decision. Obviously you wouldn't want to pass an airplane off to another crew that was potentially damaged, but I have been made to understand that a hard landing inspection is a bigger deal (time / expense) than I thought.
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For the -900, which has the landing characteristics of a rock, I have found guys do write it up. The process usually requires a FDR download (which means at the outstation, pull it out, send it to MSP, download, Send back, lose 24 hours of aircraft usage at the outstation). I'm sure every plane is different on this. We have memo's on definition of hard landing, which are vague. For our type of ops, it's a pain. If you feel like you pounded the plane to pieces get it checked out.

God knows I've smacked every plane I've flown at least once. Nothing has fallen off yet.
 
ZapBrannigan said:
Let's say you really prang it on. What criteria would you use to decide whether or not to write up the aircraft for a hard landing inspection? Is there a definition somewhere or other criteria to help you to make that decision. Obviously you wouldn't want to pass an airplane off to another crew that was potentially damaged, but I have been made to understand that a hard landing inspection is a bigger deal (time / expense) than I thought.
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Oh you know, wrinkles where there were no wrinkles before... ELT going off... lack of landing gear where there previously were landing gear. ;)

That's a really good question... I don't really know if there is an established criteria. If you feel like your landing was bad enough that damage may have occured, write it up I guess. I think it would have to be a really bad landing though ;)
 
ZapBrannigan said:
Let's say you really prang it on. What criteria would you use to decide whether or not to write up the aircraft for a hard landing inspection? Is there a definition somewhere or other criteria to help you to make that decision. Obviously you wouldn't want to pass an airplane off to another crew that was potentially damaged, but I have been made to understand that a hard landing inspection is a bigger deal (time / expense) than I thought.
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The inspection varies depending on aircraft type and how the manufacturer wrote the MM. However, in answer to your question, if the thought crosses your mind, you should write it up. That simple.
 
Thanks. The ones where there is obvious visible damage to the airplane are no-brainer's. I was thinking of those situations in which the impact was sufficient that you decided to write it up and have it inspected before another crew flies it. (Nobody wants to pass off a potentially compromised airplane to another crew only to find out 2 or 3 legs later that there were issues)
 
ZapBrannigan said:
Thanks. The ones where there is obvious visible damage to the airplane are no-brainer's. I was thinking of those situations in which the impact was sufficient that you decided to write it up and have it inspected before another crew flies it. (Nobody wants to pass off a potentially compromised airplane to another crew only to find out 2 or 3 legs later that there were issues)
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Still think your best bet is to hire me. Or Smooth Lander J, it's in his name afterall.
 
Sort of in the same realm, but I remember seeing a vertical speed threshold that requires an inspection after an over weight landing.
 
It is not just VS, it also depends on the g loading before touchdown and the delta for the Vgmax during the landing, plus bank angle and several other not as significant factors.
 
seagull said:
It is not just VS, it also depends on the g loading before touchdown and the delta for the Vgmax during the landing, plus bank angle and several other not as significant factors.
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As part of FOQWA (however you abbreviate it) if you deploy the reversers before the nosewheel is down (ignoring the POM) they'll put it down as a hard landing. My understanding is THAT hard landing has no MX function, just a "hey stupid read you book -CP" function. Will no more in a few months.
 
If I am FAR reading 25.473 correctly FAR 25 airplanes must be able to touch down up to a rate of 10fps...

Common sense would seem to apply with this. If you are questioning the landing call mx and get them involved for their opinion prior to putting it in the book.
 
On the times a hard landing was suspected by the crew, there was an FDR pull, and I got involved with "ZOMGAOG!!!," roughly four out of five times the indication from the FDR is that the maintenance manual hard landing criteria were met. So, go with your gut and try not to land too hard ... or, float too much ... or let the tail touch the ground.

And what seagull said is correct. Each type has its own criteria for how to define a hard landing. Some use the accelerometers, some use vertical speed at touchdown, some modulate the limit with a weight or body attitude schedule.
 
Personally I'll write up any overweight landing...MX then will ask if the touchdown was greater or less than 6fps. In both cases the aircraft gets inspected, but there will be a more extensive inspection for the greater vertical speed landing.

Happened to me a year or two ago for a medical diversion, landed about 2,000lbs overweight. Rolled it on, contract MX came out, looked at the gear and we were good to go.
 
The airbus will automatically report if a landing exceeds a certain limit. A really good CA can get at least 4 reports before turning off the runway!!!!
 
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