What mistakes pilots should avoid during landing flare?
The Landing Flare, in a fixed wing aircraft, is the one most difficult task a pilot executes on routine basis.
The landing flare is transition phase between the final approach and the touchdown on the landing surface. This sub-phase of flight normally involves a simultaneous increase in aircraft pitch attitude and a reduction in engine power/thrust, the combination of which results in a decrease in both rate of descent and airspeed.
What is landing flare?
The flare process requires that the pilot adjust the aircraft attitude and power settings from those maintained during final approach to values which are appropriate for landing. To be successful, these adjustments must occur at a height above the landing surface that will vary based on the size, weight and performance criteria of the aircraft and the prevailing environmental conditions. In most aircraft, pilots are required to make all height assessments based solely on external visual clues. On modern aircraft, a radio altimeter further assists pilots in making that assessment at which to initiate a flare.
If executed correctly, the flare will result in the aircraft touchdown at correct speed in correct zone with a firm contact with ground. If not executed correctly, the flare could result in a hard landing, the collapse of the landing gear, a tailstrike or in a runway overrun or excursion.
Why is it most difficult?
Flare technique is based on judgement which comes with experience and constantly requires review in real time. The aircraft is close to ground which is the most critical aspect and as a pilot we do not have any option but to land or go around. In those few seconds pilot takes infinite decisions which culminate into successful landing. As an instructor, I always told my pupil pilots that no two approach and landing is same.
There are numerous potential threats that can affect the outcome of the landing flare manoeuvre. According to the Boeing Aircraft Aviation Safety department, landing accidents, in jet powered aircraft, have resulted in approximately 20% of aviation fatalities. Potential threats are very well documented and do not require further elaboration. In addition, Safety Management System and FOQA have further strengthened and enhanced safety. But...
What is missing?
Despite all the technological advances and safety measures, landing accidents and incidents are still occurring. I thought of factors which have been missed out or may be causal to the situation apart from those documented.
Availability of Flight Director and Auto Pilot have dramatically reduced the pilot work load and reduced their job to of a system manager. Because of systems like: precision approach (ILS, GPS), AFCS, Auto throttle, Auto reverser, Auto Brake; managing approach has become simpler and reduced pilot job to just monitoring and managing. The number of Unstabilised approaches has reduced thus reducing the number of accidents.
The pilots on hand experience of being on controls of aircraft is reducing with advances in technology.
Pilots get an opportunity to fly manually at six monthly simulator check flights only. Is that adequate?
Managing flight path of aircraft has transformed into simple task of keeping dot and cross aligned. Just like in a video game.
From playing the role of monitor-manager during the 99% of flight to actively taking decisions at the critical moment of landing flare is something for which pilots are ill prepared.
During the entire flight pilot is monitoring and managing flight looking at synthetic displays while during landing flare pilot is required to shift his focus from the screens to outside world which suddenly looks so scary. Without a proper scan pattern, the pilot gets lost in the new environment and the brain stops responding to the sensory inputs leading to illusions and becomes numb.
What should they be doing?
The preparation for landing commences with obtaining the weather at destination, preparing cockpit and briefing on the threat areas which includes weather, airfield conditions, aircraft configuration etc. The workload is shared and responsibility and duty assigned so as to avoid confusion.
- Listen out on radio for other aircraft transmissions regarding weather.
- Use weather radar to update the picture.
- Follow AFCS on controls once established on final approach course. Disconnect AFCS at 500 ft AGL and fly manually. Getting the feel of control and their response will further increase your preparedness for landing flare.
- Look out of window. Do not forget to look outside and gradually increase the frequency as you keep coming down. This will help prepare a mental picture and decision making would be that much simpler.
- At any cost do not break the scan and communication with other pilot. I keep scan cycle which is simple - Attitude, ASI, Altimeter, Power and after few scan glance outside. As aircraft comes closer to ground increase the frequency of glance outside.
- Flying manually and seeing the real world prepares you for landing more than anything else, which can never be substituted. You will find that you are that much more prepared for a decision and in most cases it will be right. Having decided to continue for landing it has to be executed correctly. Sometimes this could be more daunting.
- Below 100 ft AGL concentrate on the landing flare. Shift your glance to a comfortable distance (1000 - 1500 m) ahead of you along the centre line. Be smooth and gradual. Shifting focus ahead and on centre line will help you keep the nose straight and at correct pitch attitude so as to prevent ballooning. Peripheral vision will also aid in rate at which to manipulate power and control inputs.
- If after flare you observe that runway has disappeared than it is either case of excessive pitch or excessive ballooning. Execute a Go-around immediately.
At almost any point during the final approach, flare or even touchdown, the pilot(s) might determine that the landing should not be continued and that a rejected landing should be carried out.