The woman pilot in command of Indigo, landed the plane on its fragile nose wheel
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The woman pilot in command of Indigo, landed the plane on its fragile nose wheel
On January 11, when IndiGo Airlines’ flight 6E 333 had a bumpy touchdown at Goa International Airport, it was a close brush with disaster for over 100 passengers aboard the A 320. The woman pilot in command landed the plane on its fragile nose wheel — an erroneous manoeuvre that could have even led to the flying machine disintegrating and catching fire.
Alarmingly, an inquiry conducted later by the Director General of Civil Aviation ( DGCA) revealed that on 15 to 20 earlier occasions, Captain Parminder Kaur Gulati landed the aircraft at an angle indicating that the nose wheel may have touched the tarmac first. This is unheard of in aviation circles. Aircraft normally land on the main landing gear ( MLG), comprising the two sets of rear wheels. After these bigger — and sturdier — wheels touch the runway, the speed of the plane is reduced. This is followed by the already opened nose landing gear ( NLG) — the smaller front wheel just below the cockpit of the aircraft — coming in contact with the surface.
Flight 6E 333 took off from Indira Gandhi International Airport in Delhi and was bound for Goa. Abhas Gupta was Gulati’s copilot aboard the aircraft. Captain Gulati appeared to have been so oblivious to the abnormal and highly risky touchdown at the Goa International Airport that she just reported the incident as a “rough landing”. Not only did the steep descent leave the passengers’ hearts in their mouths, it went against the recommendations of aircraft manufacturer Airbus, too. This was not the end of the matter.
After the rough landing in Goa, Gulati and the engineer concerned merely carried out an inspection of the aircraft and reported that everything was normal. The airbus was, therefore, cleared to fly back to Delhi. The Indigo flight 6E 332 — with passengers on board — started its return journey to Delhi. But midway through, the plane’s electronic systems signalled a problem in the landing gear. The warning related to the nose undercarriage being internally damaged.
The electronic signal that flashed in the cockpit showed that the landing gear didn’t retract because it was stuck in the “ down position”. The Indigo aircraft had to then return to Goa to offload the passengers. Later, it took off from Goa without the passengers and landed at IGI Airport. The combined probe carried out by the DGCA, Airbus and IndiGo confirmed that the aircraft had landed on the NLG first, followed by the MLG. “This is a non- conventional landing,” the report accessed by M AIL T ODAY said.
Gulati’s flying history came under the scanner of the investigators. An analysis of the digital flight data recorder ( DFDR) of the aircraft she previously flew pointed out that in her 15- 20 earlier landings the ‘ touchdown attitude’ was 3.8 degrees, which went against the recommended attitude of 5.8 degrees. Though within the safety zone, this increased the chances of the nose wheel touching first, the report stated.
The standard glide angle followed by an aircraft during descent is 3 degrees and the nose of the aircraft should be at 2.5 degrees at the horizon level. Just before touchdown, the latter is increased to 5 degrees. However, in the IndiGo flight’s case, the pilot gave a negative pitch attitude and reduced the angle to 3.8 degrees resulting in the aircraft landing on the NLG. The report disclosed that the auto pilot was disconnected at 311 feet above ground level. At 100 feet, the captain gave a pitch- up command to ensure that the MLG touched the runway first.
“At the last moment (around 10- 20 feet), the captain gave a nose- down input. This resulted in a negative pitch attitude during touchdown,” the document revealed. The regulator (DGCA) and the investigation board recommended that the pilot should be sent on correctional training. IndiGo CEO Aditya Ghosh admitted that the pilot had landed the aircraft on its nose wheel. He further claimed that all the recommendations made by IndiGo pertaining to the incident had been accepted by the DGCA.
“Indigo conducted an investigation and the inquiry board recommended that the captain should be sent on training to correct her landing technique. She was also advised to undertake a cockpit resource management refresher course as well as a route check. She has already undergone these procedures,” Ghosh said.
Significantly, the lady captain has earlier been counselled for a serious error in the go- around approach during a landing at the IGI Airport. Commenting on the incident, aviation expert Captain A. Ranganathan said: “The nose wheel can’t take the impact of landing. The pilot’s landing on the plane’s nose could have led to serious consequences. The episode shows there was a deficiency in training.” Former DGCA Kanu Gohain also felt that it was a very serious incident since the NLG is the weakest part of the aircraft and not designed to handle its landing weight. For the passengers, it was nothing less than a miraculous escape.
Alarmingly, an inquiry conducted later by the Director General of Civil Aviation ( DGCA) revealed that on 15 to 20 earlier occasions, Captain Parminder Kaur Gulati landed the aircraft at an angle indicating that the nose wheel may have touched the tarmac first. This is unheard of in aviation circles. Aircraft normally land on the main landing gear ( MLG), comprising the two sets of rear wheels. After these bigger — and sturdier — wheels touch the runway, the speed of the plane is reduced. This is followed by the already opened nose landing gear ( NLG) — the smaller front wheel just below the cockpit of the aircraft — coming in contact with the surface.
Flight 6E 333 took off from Indira Gandhi International Airport in Delhi and was bound for Goa. Abhas Gupta was Gulati’s copilot aboard the aircraft. Captain Gulati appeared to have been so oblivious to the abnormal and highly risky touchdown at the Goa International Airport that she just reported the incident as a “rough landing”. Not only did the steep descent leave the passengers’ hearts in their mouths, it went against the recommendations of aircraft manufacturer Airbus, too. This was not the end of the matter.
After the rough landing in Goa, Gulati and the engineer concerned merely carried out an inspection of the aircraft and reported that everything was normal. The airbus was, therefore, cleared to fly back to Delhi. The Indigo flight 6E 332 — with passengers on board — started its return journey to Delhi. But midway through, the plane’s electronic systems signalled a problem in the landing gear. The warning related to the nose undercarriage being internally damaged.
The electronic signal that flashed in the cockpit showed that the landing gear didn’t retract because it was stuck in the “ down position”. The Indigo aircraft had to then return to Goa to offload the passengers. Later, it took off from Goa without the passengers and landed at IGI Airport. The combined probe carried out by the DGCA, Airbus and IndiGo confirmed that the aircraft had landed on the NLG first, followed by the MLG. “This is a non- conventional landing,” the report accessed by M AIL T ODAY said.
Gulati’s flying history came under the scanner of the investigators. An analysis of the digital flight data recorder ( DFDR) of the aircraft she previously flew pointed out that in her 15- 20 earlier landings the ‘ touchdown attitude’ was 3.8 degrees, which went against the recommended attitude of 5.8 degrees. Though within the safety zone, this increased the chances of the nose wheel touching first, the report stated.
The standard glide angle followed by an aircraft during descent is 3 degrees and the nose of the aircraft should be at 2.5 degrees at the horizon level. Just before touchdown, the latter is increased to 5 degrees. However, in the IndiGo flight’s case, the pilot gave a negative pitch attitude and reduced the angle to 3.8 degrees resulting in the aircraft landing on the NLG. The report disclosed that the auto pilot was disconnected at 311 feet above ground level. At 100 feet, the captain gave a pitch- up command to ensure that the MLG touched the runway first.
“At the last moment (around 10- 20 feet), the captain gave a nose- down input. This resulted in a negative pitch attitude during touchdown,” the document revealed. The regulator (DGCA) and the investigation board recommended that the pilot should be sent on correctional training. IndiGo CEO Aditya Ghosh admitted that the pilot had landed the aircraft on its nose wheel. He further claimed that all the recommendations made by IndiGo pertaining to the incident had been accepted by the DGCA.
“Indigo conducted an investigation and the inquiry board recommended that the captain should be sent on training to correct her landing technique. She was also advised to undertake a cockpit resource management refresher course as well as a route check. She has already undergone these procedures,” Ghosh said.
Significantly, the lady captain has earlier been counselled for a serious error in the go- around approach during a landing at the IGI Airport. Commenting on the incident, aviation expert Captain A. Ranganathan said: “The nose wheel can’t take the impact of landing. The pilot’s landing on the plane’s nose could have led to serious consequences. The episode shows there was a deficiency in training.” Former DGCA Kanu Gohain also felt that it was a very serious incident since the NLG is the weakest part of the aircraft and not designed to handle its landing weight. For the passengers, it was nothing less than a miraculous escape.
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just cannot believe that some commander can possibly do this, how hard is to pull back on the side stick, either there is something seriously wrong with this pilot or the news is not accurate.
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too young. too young.
This is what happened if you gave commands at very early age. The minimum should be at least 26 years old.
Doesnt mean that you're 22 years old but amassed thousands flying hours, you're ready for your command. You may have a commander pedigree but certain things in life,especially split second decision does not necessarily come with relevant experience.
26 to 35 years old with similar flying hours might have more life experiences that maybe useful when making decisions. The quick decisions.
experiences are gained not bought.
This is what happened if you gave commands at very early age. The minimum should be at least 26 years old.
Doesnt mean that you're 22 years old but amassed thousands flying hours, you're ready for your command. You may have a commander pedigree but certain things in life,especially split second decision does not necessarily come with relevant experience.
26 to 35 years old with similar flying hours might have more life experiences that maybe useful when making decisions. The quick decisions.
experiences are gained not bought.
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@Dirtybungs
Buddy whatever made you arrive at the conclusion of the magic number "26" for a command upgrade (especially when you are still under training for your commercial licence), but Mrs. Parminder is a good 38 yrs old and she has been flying for quite sometime now. May be that should make her a perfect captain in your opinion then.
There is no age to make mistakes, just as there is no age to start learning. And aviation is one sector where it is easier to loose proficiency and become complacent. I am glad that nothing major happened, the problem was diagnosed and corrective training imparted.
@speedbird1014
Heya Miss Speedbird, how is it going? A Very Happy Valentine's Day to ya!!!
LOFT
Buddy whatever made you arrive at the conclusion of the magic number "26" for a command upgrade (especially when you are still under training for your commercial licence), but Mrs. Parminder is a good 38 yrs old and she has been flying for quite sometime now. May be that should make her a perfect captain in your opinion then.
There is no age to make mistakes, just as there is no age to start learning. And aviation is one sector where it is easier to loose proficiency and become complacent. I am glad that nothing major happened, the problem was diagnosed and corrective training imparted.
@speedbird1014
Heya Miss Speedbird, how is it going? A Very Happy Valentine's Day to ya!!!
LOFT
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The standard glide angle followed by an aircraft during descent is 3 degrees and the nose of the aircraft should be at 2.5 degrees at the horizon level. Just before touchdown, the latter is increased to 5 degrees. However, in the IndiGo flight’s case, the pilot gave a negative pitch attitude and reduced the angle to 3.8 degrees resulting in the aircraft landing on the NLG. The report disclosed that the auto pilot was disconnected at 311 feet above ground level. At 100 feet, the captain gave a pitch- up command to ensure that the MLG touched the runway first.
Wow .. and here us idiotic pilots are sent by our companies for training to Boeing/Airbus facilities spending millions of $$$ !
Why cant the chaps in management simply get hold of some genius news reporters like this one above to impart training ?
They obviously know how to do all the flight planing, engine out stuff, total AC failure, rapid depressurization drills, landing in severe crosswinds .. the works !
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hahaha, thats ok, getting back to topic, at first it really seems hard to believe that a 38 year old commander (i am assuming she is accordingly experienced), can do such a mistake that even trainee pilots dont do.
It amazes me even more how did she even made it to the left seat, even after repeated nosewheel landings, why did not airlines took note of this earlier..!!
It amazes me even more how did she even made it to the left seat, even after repeated nosewheel landings, why did not airlines took note of this earlier..!!
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Landing methodology
Well we all know the "normal" landing technique, as laid out in the relative FCTM of either Airbus or Boeing.However, there are other methods used by many many individual pilots, even being endorsed by company policy, amazing as it may seem!.Here are one or two that ive encountered in my travels.
INDONESIA
Almost with out exception, when I was with one outfit in Jakarta, all the Captains would fly normally to about 50 feet then your guts would feel empty as they poked the nose down abruptly, then use the "extra" runway available to make a nice smooth touchdown and the first turnoff.......
ETHIOPIA
Almost without exception the locals there use a non-boeing method, of flying normally to about 30 feet then start adding lots and lots POWER throughout the flare.......Addis is nearly 8000amsl, but a large jet will not land with a lot of power on....when asked why they employ this method, the answer is "smooth landing".......the fact they landed 3000 feet in, and the overrun is a steep ravine doesnt seem to bother them.AMAZING!!!
INDONESIA
Almost with out exception, when I was with one outfit in Jakarta, all the Captains would fly normally to about 50 feet then your guts would feel empty as they poked the nose down abruptly, then use the "extra" runway available to make a nice smooth touchdown and the first turnoff.......
ETHIOPIA
Almost without exception the locals there use a non-boeing method, of flying normally to about 30 feet then start adding lots and lots POWER throughout the flare.......Addis is nearly 8000amsl, but a large jet will not land with a lot of power on....when asked why they employ this method, the answer is "smooth landing".......the fact they landed 3000 feet in, and the overrun is a steep ravine doesnt seem to bother them.AMAZING!!!
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then start adding lots and lots POWER throughout the flare......
Either way it is a poor technique and can have a major effect on landing distance caused by the extra float. At the same time it is amazing the number of pilots who hit the runway still with 60 percent N1 because they forgot to fully close the thrust levers at the flare.
Or they flared much too late and bashed the runway with the thrust levers still open. Then they wonder why they fight the interlocks for the reversers when the thrust levers are still open.
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Back in the days when I was flight instructing, I never released any pre-solo students for solo unless they could land properly on the main wheels. Students who landed three wheels or nose wheel first were never released for solo. This was how it was back then. Landing on the main wheels is something that you learn as a pilot right from your pre-solo days. 
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Back in the days when I was flight instructing, I never released any pre-solo students for solo unless they could land properly on the main wheels. Students who landed three wheels or nose wheel first were never released for solo. This was how it was back then. Landing on the main wheels is something that you learn as a pilot right from your pre-solo days.
This is really something thats been taught in very initial days of your flying career.
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Having flown military fast jets, helos, transports and commercial Boeings and Airbus past 18 yrs--- landing is conventional on all aircraft---mains first, surprised by comments thinking otherwise.
There is a de-rotation procedure utilized on widebody Airbus only after mains touchdown to allow smoother touchdown of forward wheels on the truck bogie.
There is a de-rotation procedure utilized on widebody Airbus only after mains touchdown to allow smoother touchdown of forward wheels on the truck bogie.