Hard landing/bounce on 320 fleet
 

320 is known for its directly noninterconnected sidesticks, casing some difficulty in correcting.

If you don not mind share please your expierence on this topic: interesting own cases, company politics on correcting abnormal landings, flying with newcomers.

Also it would be nice to find out more about load report VRTA. What is VRTA relation with actual load, that is figure indicating how many times weight on touch more than landing one, that is without load in air due to rotation.

Thanks.

If you need to correct the other pilots landing then state clearly and LOUDLY "I have control", press and hold your sidestick priority button and take whatever corrective action is necessary. That really is the only acceptable sequence if you need to make a sidestick input, anything else with lead to a messy arrival.

Here you can find information about how to handle "bounce" landings and additional landing technique.

Airbus - Corporate Information - Ethics & Commitments - Safety first library

How long does it take the 'priority' button to work...it seems to be a press and hold function? If seconds are vital...

Yes, I agree there is no another way exept for priority p/b. But it is rather long method sometimes. Moreover another pilot in mess presses it also often. That is why I arise this problem, and often the only way is to make a GA.

And what about VRTA in load report?

FOUNDER, thanks for reference, but it is pity - no new info.

By double pressing the ap/priority button you gain priority over the other side stick. An aural 'priority left/right' is heard, red arrow to the side of the fcu pointing to which side has control over the other/green on side which has prioriy. If the button is held down for 20-30 secs you lock out the other side stick for the remainder of the flight and can only be reset on the ground. (p45 button). Only used in extream cases but was mentioned during my type rating as only using this in-case of side stick malfunction. Hope this helps........

Thanks, on our fleet the last pressed this button has control, but to latch priority he has to hold it more than 40 sec. And to cancel this condition just touch any "magic" button again any time.

But VRTA - what is it actually? What is the max allowable and respective measures for aircraft/crew?

VRTA - Vertical Acceleration at the time of touch down is recorded in load report #15. In my assessement the landing could be classified in the following manner:-

1.1 g very smooth
1.1-1.2 smooth
1.2-1.3 average
1.3-1.4 firm
1.4-1.5 very firm
>1.5 hard
>2.0 very hard requiring hard landing checks.

Any comments/corrections anyone?

I have such figure of VRTA as 2.6, after which check is required. And having hard landing expierence on other types I tell you that according to own feelings real 1,5 on others is more than 2 on 320. And sometimes it is opposite feelings. I would like to say that load report VRTA sometimes does not correspond to own feelings. You may land smoothly but VRTA is 1,5 and vice verse. It seems to depend on pitch change rate before touchdown.

"How long does it take the 'priority' button to work...it seems to be a press...."
 

This is an inappropriate public venue to share flight control operation in this detail.

Terrorists frequent forums like PPRUNE to further educate themselves on aircraft opeartion.

Please don't feed their sick agendas.

My carrier lost two aircraft on 9/11. We are very sensitive about this.

If this guy needs detailed info, let him secure it thru official channels.

scudbus258: Your SSC take-over theory is incorrect. It is the autothrust that can be locked out by holding the 'instinctive disconnect switches' until after the flight, nothing to do with the side stick.

The SSC indeed can be reactivated by pressing the button on the other stick in flight. The latching is there in case the other chap/chapette is slumped on the stick / side stick failure. Pressing and holding gives priority straight away.

BigFootDriver - I can assure you a good working knowledge of the airbus stick logic is unlikely to enhance any hijack scenario... Personally I would worry more about the people who are being recruited up through airlines who are currently worrying captains with regards to their various views on life and beliefs, but, ahem. help the pro diversity figures companies seem to strive for. A different story entirely.

Anyway for us the check this in a post flight report format. Maintenance post flight report, CFDS etc etc etc

BFD:

1. All and any detailed information about airplane operation is already on the Internet free of charge for anyone. It's of no use that you come here trying to censorship a professional discussion. Beside, when matters of true concern regarding security are inappropriately discussed, the moderators will intervene.

2. Next time when referring to 9/11, perhaps mention the loss of human lives or the distress for survivors instead of the two planes that "your company" has lost. That will put yourself in a better light.

Well said el

v

Big foot, no disrespect but no airplanes got hijacked do to information supplied on a pilot forum.

Let me continie according to theme.

Suppose a scenario:
low flare and the first touch is the result of uncompleted flare, thrust well above idle. Bounce up to 5 feet. What are you going to do? RW length is enough.

TOGA :ok:

NV

just a little info from my technical captain, that information taken from the onboard system available for pilots is not accurate regarding vertical g-loads at touchdown, since the measurements are taken at different position or time.

sorry can not remember all the details exactly.

just wanted to share this info.

Let me continie according to theme.

Suppose a scenario:
low flare and the first touch is the result of uncompleted flare, thrust well above idle. Bounce up to 5 feet. What are you going to do? RW length is enough

If by enough you mean, let's say 1500-2000 ft and favourable conditions exist..i MIGHT attempt to recover..another smoother touchdown then it is time to salvage one presumably wounded ego

99.9999% of the cases it's best to go around for another better planned approach and landing....
btw..do you get the load report as part of the pfr ?