Wandering further into the goldmine

The current document remains valid and available to all customers. The brochure can be updated but we would appreciate your detailed feedback based on in service experience.

The limit pitch angle to touchdown on the NLG first is -1.4 deg (nose down). This value needs to be corrected with the runway slope, if any. However, correct identification of the touchdown point is required.

There are no immediate developments in relation to the FDR/QAR parameters recorded.

Significant differences exist between operators, however it can be noted that most events are related to unstabilized approaches and landing: high IAS in approach, non stabilized or de-stabilized path, high remaining power at touchdown. In climb, attention must be given to automation mode and speed management, especially in icing conditions (eg, no pitch hold or vs mode use, mini speed at VmHB+10).

We are going more and more towards using flight data for a broader scope than pure operational safety. That includes maintenance for simple tasks, for instance determining directly if the VMO exceedance / high loads in flight should lead to a maintenance inspection or not (ie, integration of MP workflow into FDM).

Our current strategy is to utilize existing safety and operator conferences to share FDM best practices. Specific support is available in addition to the training catalogue courses. We do not anticipate leading a separate group.