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Export Control Classification : EU_EC_Not_Listed.
Flight Operations Webinar This item is not listed against the
EC regulations in the EU/EU
A321neo at landing - In
service experience
Capt. Gilbert SAVARY - Head of Flight Operations & Training Policies
Gabriel MESSAUT - Flight Operations Analyst April 2024
Fabien ROZEN - Senior Flight Operations Engineer
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1. Introduction and focus on A321neo
2. Pitch in approach Vs 3 points landing
Agenda
3. Vertical acceleration at touchdown
4. Tailstrike at landing
5. Conclusion
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Introduction Pitch in Vertical g at Tailstrike at Conclusions
approach T/D LDG
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Introduction
❖ Objective of the webinar
➢ Focus on A321neo operations
➢ Provide in service experience figures
➢ Provide events overall assessment and contributing factors
➢ Remind Operational recommendations, techniques and mitigations
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Pitch Flare Laws - Design Description
- Pitch attitude demand control law with proportional and integrated terms with some damping
provided by load factor and pitch-rate feedback.
- Active when the A/C passes 50 ft RA and THS is frozen.
- 𝛳c (pitch attitude commanded at zero side stick) is optimised in order to restore "conventional"
A/C behaviour at entry into ground effect :
- Between 50 ft and 30 ft radio-altitude : 𝛳c = pitch attitude measured when A/C at 50 ft
- Below 30 ft, 𝛳c reduced to - 2° in 8 seconds
- Proportional control law with a behaviour similar to a DIRECT law, with some damping
provided by load factor and pitch-rate feedback (without integrator).
- Active when the A/C passes 100 ft RA and THS is frozen.
5
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Introduction Pitch in Vertical g at Tailstrike at Conclusions
approach T/D LDG
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A321neo pitch in approach - Effect of Approach speed
A321N dataset : 7 airlines 85k flights
> Some operators have tendency to add
few knots to the FMS approach speed
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A321neo pitch in approach - Effect of Approach speed
A321C dataset : 3 airlines 40k flights
A321N dataset : 7 airlines 82k flights
CONF 3 CONF FULL
A321C
> In conf FULL, the A321N approach pitch angle is lower than others.
> Higher speeds result in lower pitch in approach,
Rate of decrease: -1° for every 5kt added.
A321N
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A321neo pitch in approach - Effect of Gross weight
A321C dataset : 7 airlines 75k flights
A321N dataset : 8 airlines 85k flights
CONF 3 CONF FULL
A321C
> Lower gross weight results in lower pitch in approach,
Rate of decrease: -0.5° for every reduction of 10T. > Potentially limited by VMCL.
A321N
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EC_Not Technical
Operational Considerations - A321neo design specificities Key points
- Conf Full: Flaps deflection increased to 34° on NEO vs 25° on CEO, subsequently:
- Pitch attitude reduced on NEO vs CEO (order of magnitude: 1°)
- VAPP significantly reduced on NEO vs CEO (order of magnitude: 5 to 7kt)
• Flaps Full
- Conf 3: Same Flaps deflection on NEO & CEO, and VAPP slightly reduced on NEO (order of magnitude: 1 deflection
to 3kt). Pitch in approach are quite similar on NEO & CEO. increased
- On A321 NEO, VLS displayed on PFD is limited by VMCL (VMCL being the minimum speed to ensure • VMCL effect
controllability in case of engine failure). This VMCL limitation applies only in Conf Full at Low Weight.
CAS (kt)
VLS - VLS -
1.23*Vs1g 1.23*Vs1g
Conf FULL Conf FULL
(CEO) (NEO)
VMCL
VMCL
Not operational effect
~50 ~57 A/C gross weight
(tons)
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Operational Considerations - Vapp computation Key points
- VAPP = VLS + corrections (APPR COR).
- approach speed corrections driven by :
- Use of ATHR (+5kt)
• VAPP as computed
- Headwind / crosswind
- Ice accretion through EFB is
reliable
- The FMS computes a default VAPP value (Basic Vapp computation or reduced Vapp option)
VAPP = VLS + headwind correction. Refer to FCOM DSC 22_10-50-50 Other Speeds. • Avoid Unnecessary
VAPP corrections
- In the case of strong or gusty crosswind above 20 kt, the VAPP should be at least VLS + 5kt. The 5 kt
increment above VLS may be increased up to 15 kt at the flight crew’s discretion
- In the case of ice accretion, Refer to FCOM PRO-NOR-SUP-ADVWXR Adverse Weather - Minimum
Speed with Ice Accretion.
- The flight crew modifies the FMS default value as required after computing the VAPP with the
appropriate corrections above. Unnecessary VAPP increase must be avoided.
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Operational Considerations - CONF 3 Key points
• VLS is not limited by VMCL effect in CONF 3
• More energy and less drag is CONF 3
• Consider CONF 3
advantages
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Operational Considerations - References
• The operational documentation provides some guidelines for approach:
▪ FCTM PR-NP-SOP-160 - Landing Performance
▪ FCTM PR-NP-SOP-250 - Approach and Landing techniques
▪ FCTM PR-NP-SP-10-10 - Adverse Weather/Weather Turbulence/Landing
▪ FCOM DSC 22_10-50-50 Other Speeds.
▪ FCOM PRO-NOR-SUP-ADVWXR Adverse Weather - Minimum Speed with Ice Accretion.
• Several Safety First magazine articles related to approach phase can be found on the
dedicated website https://safetyfirst.airbus.com/
• Speed & Energy management:
https://safetyfirst.airbus.com/control-your-speed-during-descent-approach-and-landing/
• Prevention of Unstable Approaches:
https://safetyfirst.airbus.com/prevention-of-unstable-approaches/
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Introduction Pitch in Vertical g at Tailstrike at Conclusions
approach T/D LDG
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A321C dataset : 6 airlines 115k flights
A321neo Vertical acceleration at T/D - Split by aircraft type A321N dataset : 8 airlines 88k flights
A320C dataset : 6 airlines 1400k flights
A320N dataset : 3 airlines 355k flights
CONF 3 CONF FULL
MEDIAN VALUE MEDIAN VALUE
A320C
+1.23G +1.26G
+1.22G +1.27G A320N
> All aircraft types are identical in CONF3
> A321N conf FULL is +0.08G vs A321C
+1.23G +1.24G
A321C
+1.24G +1.32G
A321N
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A321neo Vertical acceleration at T/D - Reported events - Split by aircraft type
> A321NEO: The rate of reported hard landings is constant
and not converging with the other aircraft type values.
Rate of reported events
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Pitch Flare Laws - Statistical Analysis
A321C dataset : 4 airlines 67k flights
A321N dataset : 8 airlines 73k flights
A320C dataset : 6 airlines 1400k flights
A320N dataset : 4 airlines 355k flights
1. The median side stick starts to deviate from neutral
position close to:
=> 60ft RA for both A321 CEO & NEO 1
=> 50ft RA for both A320 CEO & NEO
2. For A320C/A320N/A321C which have a pitch rate law
=> progressive input trend.
For A321N which have a proportional control law
=> additional input needed below 20ft RA
Full back Full forward
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EC_Not Technical
Operational Considerations - Flare and touchdown Key points
• Ensure Approach stabilization
• Initiate the flare at the right height
• Stabilize the
• Set the thrust levers to idle at the right time to manage aircraft energy
approach down to
• Stay in the loop and fly the flare flare initiation
• Be ready to compensate any nose down movement (Ground effect or thrust
reduction) • Flare at the right
• Same flare technique as for other Airbus family aircraft height
• Manage the aircraft
energy
• Fly the flare
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Operational Considerations - References
• The operational documentation provides some guidelines for flare and touchdown:
▪ FCTM PR-NP-SOP- Landing - Flare and Touchdown
▪ FCTM PR-NP-SP-10-10 - Adverse Weather/Weather Turbulence/Landing
▪ FCOM PRO-NOR-SOP-18-A Stabilization Criteria
▪ FCOM PRO-NOR-SOP-19-A Manual Landing
• Several Safety First magazine articles related to flare and landing can be found on the
dedicated website https://safetyfirst.airbus.com/
▪ A focus on Landing Flare:
https://safetyfirst.airbus.com/a-focus-on-the-landing-flare/
▪ Speed & Energy management:
https://safetyfirst.airbus.com/control-your-speed-during-descent-approach-and-landing/
▪ Prevention of Unstable Approaches:
https://safetyfirst.airbus.com/prevention-of-unstable-approaches/
• Several WIN Videos can be found on the dedicated website https://airbus-win.com/ or the App
• Dealing with Hard Landing on A300 A310 - LINK
• Approach and Landing - Procedures and training recommendations - LINK
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Introduction Pitch in Vertical g at Tailstrike at Conclusions
approach T/D LDG
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Tailstrike events at landing - Pitch and roll angle at touchdown A321C dataset : 4 airlines 67k flights
A321N dataset : 8 airlines 87k flights
LG compressed * *see Ground Clearance
Domain in FCOM
LG extended *
> A321N has lower pitch angle at touchdown => more tailstrike margin / less 3 point landing margin
> A321N has more heterogeneity of pitch angles (from 0° to + 8.5°) vs A321C (from +1° to 7.5°)
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EC_Not Technical
Tailstrike at landing - Retex from reported events
(A320 vs A321) Key points
Yearly rate per • Decreasing trend
million cycles for A321 on yearly
(non-cumulative) rate from 2005 to
2020.
• Increasing trend for
A320 A321 on yearly
A321 rate from 2021
Cumulated rate per • Decreasing trend
million cycles since for A321 on
entry into service cumulated rate
since 2005
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Tailstrike at landing - Retex from reported events
(A321 CEO vs NEO) Key points
Yearly rate per million cycles
(non-cumulative)
A321 CEO
A321 NEO
• Close monitoring
Cumulated rate per million and analysis of rate
cycles since entry into service evolution to detect
any trends that
would require
further action
23
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Tailstrike events at landing - Retex from reported events Key points
Categorisation
● A total of 87 reported tailstrike events occuring at landing have been analysed in
the last 14 years (from 2010 to end 2023). • 87 events in the
last 14 years
- 47 events on A320
- 40 events on A321
• Half of A321NEO
events during go
● For A321NEO around or
rejected landing
○ 50% of tailstrike events occurred at landing.
○ 50% of tailstrike events occurred during a go around or a rejected landing.
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Analysis of tailstrike events at landing - Contributors Key points
• Pilot technique was identified as a contributor in majority of the events:
▪ Main observed contributors: • Nose up inputs
- Nose up inputs maintained after touchdown (~55%) after touchdown
- High pitch angle at touchdown (~40% on A320, ~55% on A321)
- Low speed at touchdown (~32%) • High pitch at
▪ When a tailstrike occurred further to a bounce landing, main contributors are: touchdown or
- Ground spoiler deployed during bounce (~71% of bounce events) during bounce
- High pitch angle during bounce (~75% of bounce events)
• Low speed at
• Significant wind gradient, crosswind or tailwind were observed in 39% touchdown
of the events.
• Ground spoiler
deployed during
• Aircraft system failures (radio-altimeter failures, loss of normal law) were a
bounce
contributor in 8% of the events (7 events).
Note: Several contributors may be observed on a same event
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Operational Considerations - Tailstrike avoidance Key points
• Do not Allow the speed to decrease well below VAPP before flare
• Avoid high sink rate, just prior reaching the flare height
• Do not Prolong hold off targeting a kiss landing • Stabilize the
• Perform the flare initiation at the right height approach down to
flare initiation
• Do not increase the pitch if bouncing at touch down
• Consider the threats of a Go-Around near the ground • Do not target kiss
landing
Design features available on all A321neo to help the PF:
- Pitch limit indicator on the Primary Flight Display at landing below 400ft AGL
• Flare at the right
- “Pitch Pitch” call out at landing when the pitch is greater than a threshold
height
• Bounce
management
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Operational Considerations - References
• The operational documentation provides some guidelines for tailstrike avoidance:
▪ FCTM PR-NP-SOP- Landing - Tail strike avoidance
▪ FCTM PR-NP-SOP- Landing - Flare and Touchdown
▪ FCTM PR-NP-SOP- Go-around
▪ FCTM PR-NP-SOP- Go-Around near the ground
▪ QRH ABN-MISC - Tail strike
• Several Safety First magazine articles related to tailstrike prevention can be found on the
dedicated website https://safetyfirst.airbus.com/
▪ “A320 - Prevention of tailstrikes”:
https://safetyfirst.airbus.com/app/themes/mh_newsdesk/documents/archives/a320-prevention-of-tailstrikes.pdf
• A WIN Video can be found on the dedicated website https://airbus-win.com/ or the App
• Go-Around : Some threats and Mitigations LINK
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Introduction Pitch in Vertical g at Tailstrike at Conclusions
approach T/D LDG
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Conclusion
➢ A321neo is a member of the A320 family
➢ Be aware of the A321neo specificities
➢ Apply SOPs and recommended techniques
➢ FLY
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Please log your questions
into the Q & A section of the
Airbus live event.
Introduction Pitch in Vertical g at Tailstrike at Conclusions
approach T/D LDG
Airbus Amber
Export Control Classification : EU_EC_Not_Listed.
This item is not listed against the
EC regulations in the EU/EU
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