The Landing Flare, in a fixed wing aircraft, is the one most difficult task a pilot executes on routine basis.
The landing flare is a 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 the final approach to values that 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 the correct speed in the correct zone with a firm contact with the 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 the judgement which comes with experience and constantly requires review in real-time. The aircraft is close to the 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, the pilot takes infinite decisions that culminate in a successful landing. As an instructor, I always told my pupil pilots that no two approaches and landing are the same.
There are numerous potential threats that can affect the outcome of the landing flare maneuver. 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, the 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 maybe causal to the situation apart from those documented.
Availability of Flight Director and AutoPilot has dramatically reduced the pilot workload and reduced their job to a system manager. Because of systems like precision approach (ILS, GPS), AFCS, Autothrottle, 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 the flight path of aircraft has transformed into a 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, the pilot is monitoring and managing flight looking at synthetic displays while during the landing flare pilot is required to shift his focus from the screens to the 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 the destination, preparing the cockpit, and briefing on the threat areas which include weather, airfield conditions, aircraft configuration, etc. The workload is shared and responsibility and duty assigned so as to avoid confusion.
- Listen out on the radio for other aircraft transmissions regarding weather.
- Use weather radar to update the picture.
- Follow AFCS on controls once established on the 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 the 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 the scan cycle which is simple – Attitude, ASI, Altimeter, Power, and after a 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 centerline. Be smooth and gradual. Shifting focus ahead and on the centreline will help you keep the nose straight and at correct pitch attitude so as to prevent ballooning. Peripheral vision will also aid in the rate at which to manipulate power and control inputs.
- If after flare you observe that runway has disappeared then 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.
