[heavy jet]

Recent increases in reported landing incidents indicate a need to
review proper landing techniques. The reported incidents involved
short landings, hard landings or tail strikes during the landing
flare. It appears that many of these incidents could have been
prevented. This article discusses the key elements that lead to
a good landing.
All proper landings have one thing in common - A STABILIZED
APPROACH. The airplane must be stabilized on speed, and on the
planned approach profile well before crossing the threshold.
Speed variations of plus or minus five knots from the target
speed are generally acceptable without need for rapid or large
thrust changes. Speeds lower than Vref result in higher than
normal pitch attitudes. At normal landing weights, being ten
knots slower results in being about three degrees pitch attitude
higher. This is an important consideration because as pitch
attitude increases, aft body clearance at touchdown decreases.
Also, for the same pilot eye height, main gear height over the
threshold decreases with increasing pitch attitude. This may
result in touching down short of the runway. We will not go into
any more detail on stabilized approaches but will concentrate on
important aspects of the flare technique.

A properly executed flare is essential to a good landing. It is
important to flare at the right altitude, and hold the correct
pitch attitude through touchdown. A high flare, or early thrust
reduction, results in bleeding off speed, requiring an increase
in pitch attitude to prevent a subsequent high descent rate. If
flare begins too early, the airplane may float resulting in
increased landing distance. The nose high pitch attitude also
increases the possibility of a tail strike. If flare occurs late,
a hard landing may result. The optimum flare usually only
requires increasing pitch attitude by about two or three degrees.
Use of stabilizer trim during flare should be avoided due to the
potential of causing an increase in pitch attitude which would
require forward control column pressure to avoid tail strike.
Even if pitch attitude does not increase prior to touchdown, retrimming
may change the airplane's pitch response to normal
control column inputs while lowering the nose resulting in
unanticipated or rapid changes in attitude.
Let us now consider thrust effects during the flare maneuver. On
some airplanes, a rapid thrust reduction may result in a more
pronounced downward pitching tendency requiring a rapid control
column input to prevent a high descent rate, which might also
result in increasing pitch attitude at touchdown. It's much
easier to be precise if thrust is reduced slowly, controlling the
rate of thrust reduction so that the thrust levers reach idle
just at, or near, the time of main gear touchdown. In addition,
if pitch attitude is still increasing at touchdown, or worse yet
being trimmed nose-up, the pitch attitude may continue to
increase after touchdown. Don't anticipate a nose down pitch
change after touchdown. An early nose up control column input to
compensate for the anticipated pitch change may cause a pitch
attitude increase.
There is one more aspect of the flare maneuver that should be
mentioned - the view out the cockpit windows. Cockpit windows in
the newer generation jetliners, such as the 757 and 767, have
more downward visibility compared to older airplanes. The
increased downward vision provides an advantage in sighting the
runway on low visibility approaches, but may result in less
awareness of pitch attitude because more of the runway remains in
view at high pitch attitudes. Because of this increased
visibility, the need for pitch corrections as a result of
disappearing runway may not be readily apparent. So, don't depend
entirely upon such visual cues for awareness of pitch attitude.
In summary, a bad landing is usually the result of making more
than one mistake. Being high and fast, or being slower than
Vref, over the threshold can lead to rapid pitch and thrust
adjustments during the flare. Remember, the key elements in the
flare are timing and control. Large, rapid changes which require
large rapid corrections aren't usually appropriate close to the
ground. So, if a stabilized approach is not evident as touchdown
approaches, a go-around should be considered. Going around is
not necessarily indicative of poor performance, but rather good
judgment.

[sudanair700]

Thanks brother...realy good post...we can do safly and somthly landing jsut when maintain on profile ...thanks