Load Report on A320 Family
Thread Starter
Joined: Apr 2007
Posts: 100
Likes: 2
From: the blue yonder
Load Report on A320 Family
Hello, Guess the topic has been discussed a lot (Google searches leading me back to PPRUNE) However, it still hasn't scratched my curiosity itch yet. so here it goes
1. How does the BUSS calculate the Load Factor Report upon landing, is the VRTA on the report basically Force=Mass x Acceleration?
2. Assuming A320 and A321 are flown exactly the same way down to the flare and landing, will the heavier the aircraft (assuming here the A321) generate a higher load report?
3. Does that last-minute pitch-up order on the sidestick just before touchdown (trying to really butter a landing) impact the load report i.e. High load report or VRTA by the system although the touch down was smooth.?
Thanks
1. How does the BUSS calculate the Load Factor Report upon landing, is the VRTA on the report basically Force=Mass x Acceleration?
2. Assuming A320 and A321 are flown exactly the same way down to the flare and landing, will the heavier the aircraft (assuming here the A321) generate a higher load report?
3. Does that last-minute pitch-up order on the sidestick just before touchdown (trying to really butter a landing) impact the load report i.e. High load report or VRTA by the system although the touch down was smooth.?
Thanks
Joined: Jun 2005
Posts: 251
Likes: 28
From: in my own little world.
this is my understanding but I have no doubt there are people more knowledgable.
the airline can set when a load report is triggered, but it starts (I only know airbus 320 not 321) at around 1.7g for a heavy aircraft anything after 2 g and its serious. there are various grades of inspection, an amber load report say at 1.7 on a light aircraft will just require an external check, the next level up needs the gear doors opened so its a bit more of an inspection and 2g its going into the hangar and the pilot is having tea without biscuits. then there is lateral load this can normally be triggered by not kicking off the drift in the flare and straightening the aircraft out once on the roll - bad, very bad and imo poor airmanship because if you can't straighten it before the touchdown you should be baulking the landing. in terms of item 3 not I don't think so however if you look at a load report one of the parameters is the pitch and the max pitch input.
the airline can set when a load report is triggered, but it starts (I only know airbus 320 not 321) at around 1.7g for a heavy aircraft anything after 2 g and its serious. there are various grades of inspection, an amber load report say at 1.7 on a light aircraft will just require an external check, the next level up needs the gear doors opened so its a bit more of an inspection and 2g its going into the hangar and the pilot is having tea without biscuits. then there is lateral load this can normally be triggered by not kicking off the drift in the flare and straightening the aircraft out once on the roll - bad, very bad and imo poor airmanship because if you can't straighten it before the touchdown you should be baulking the landing. in terms of item 3 not I don't think so however if you look at a load report one of the parameters is the pitch and the max pitch input.
Joined: Mar 2012
Posts: 2,605
Likes: 154
From: Having a margarita on the beach
this is my understanding but I have no doubt there are people more knowledgable.
the airline can set when a load report is triggered, but it starts (I only know airbus 320 not 321) at around 1.7g for a heavy aircraft anything after 2 g and its serious. there are various grades of inspection, an amber load report say at 1.7 on a light aircraft will just require an external check, the next level up needs the gear doors opened so its a bit more of an inspection and 2g its going into the hangar and the pilot is having tea without biscuits. then there is lateral load this can normally be triggered by not kicking off the drift in the flare and straightening the aircraft out once on the roll - bad, very bad and imo poor airmanship because if you can't straighten it before the touchdown you should be baulking the landing. in terms of item 3 not I don't think so however if you look at a load report one of the parameters is the pitch and the max pitch input.
the airline can set when a load report is triggered, but it starts (I only know airbus 320 not 321) at around 1.7g for a heavy aircraft anything after 2 g and its serious. there are various grades of inspection, an amber load report say at 1.7 on a light aircraft will just require an external check, the next level up needs the gear doors opened so its a bit more of an inspection and 2g its going into the hangar and the pilot is having tea without biscuits. then there is lateral load this can normally be triggered by not kicking off the drift in the flare and straightening the aircraft out once on the roll - bad, very bad and imo poor airmanship because if you can't straighten it before the touchdown you should be baulking the landing. in terms of item 3 not I don't think so however if you look at a load report one of the parameters is the pitch and the max pitch input.
Joined: Jul 2006
Posts: 1,100
Likes: 111
From: Somewhere over the rainbow
My outfit is quite conservative and anything about 1.79 is considered an hard landing and must be reported even tho no maintenance action is required below 2.6G on A321 assuming below max landing weight. Heavier the aircraft and higher will be the G load. At least that’s what I observed on our fleet. Never heard of landing over 1.79G on A319 in our fleet but A321 very often and A320 quite rare.
And yes, pulling the stick at the last second will compress the main gears and increase the chance of higher G load.
And yes, pulling the stick at the last second will compress the main gears and increase the chance of higher G load.
Joined: Sep 2008
Aviation Qualifications: ATPL
Posts: 935
Likes: 52
From: Scotland
Note that the G limits are only valid for a touchdown on main wheels only in a normal pitch attitude. Any flat or nose wheel first touchdown must be repeated no matter what the G load.
2.6 G/VS 10 fps relates to the CS25 design load for the MLG which is 600 fpm at structural MLW. There are such requirements on the NLG and any nose first contact may involve significant structural damage.
2.6 G/VS 10 fps relates to the CS25 design load for the MLG which is 600 fpm at structural MLW. There are such requirements on the NLG and any nose first contact may involve significant structural damage.
Joined: Jun 2005
Posts: 251
Likes: 28
From: in my own little world.
this may be of interest, also sets out the red/amber/green thresholds. Maintenance action after 1.7g in our fleet no - Engineering inspection most definitely .
"A high load event printed report, or LOAD<15> report can be customized and configured according to the operator’s preferences. Airbus recommends that airlines check their fleet has a consistent configuration to produce the LOAD<15> report at the required time on all of their aircraft."
https://safetyfirst.airbus.com/app/t...me.php?p=63867
"A high load event printed report, or LOAD<15> report can be customized and configured according to the operator’s preferences. Airbus recommends that airlines check their fleet has a consistent configuration to produce the LOAD<15> report at the required time on all of their aircraft."
https://safetyfirst.airbus.com/app/t...me.php?p=63867
