014 Safety First #20 | July 2015

PROCEDURES
Lateral runway excursions upon landing

Lateral runway
excursions upon
landing
Lateral runway excursions upon landing have long been
rather low on the safety issues list. With the remarkable
improvements in other areas, they are getting higher up and
deserve careful attention. The analysis of real cases allows for
drawing interesting lessons on these events and reinforcing
prevention.

MATTHIEU MAYOLLE SAMUEL PELLET XAVIER LESCEU

Stability & control Product Safety Test Pilot
engineer enhancement analysis
engineer

Safety first #20 July 2015 - 1/14

 Safety statistics show that runway excursions have become
one of the most common types of accident worldwide. If
significant effort was put on the prevention of longitudinal
runway excursions, it turns out that lateral runway excursion
events are becoming a growing concern. Addressing them
efficiently requires a good understanding of how they originate
and what contributes to their occurrence.
This article will focus on the most safety critical veer off cases in
terms of likelihood and severity consequences, namely: lateral
runway excursions upon landing. It presents the outcome of a
thorough analysis of a number of real cases and reviews the
best operational practices to prevent lateral runway excursions
upon landing.

LATERAL RUNWAY EXCURSIONS

UPON LANDING: A GROWING
SAFETY CONCERN?

What are we talking about?

In the frame of this article, a lateral landing path, but many of these never
runway excursion is: any aircraft get- divert sufficiently to leave the runway
ting off runway markings, whether it surface and therefore never become
gets off the runway concrete or not. classified as incidents or accidents.
This implies that events at take-off and However, analysis of such “minor”
during taxi (e.g. during U-turns on the events in the future may well be bene-
runway) are not considered here. ficial as we seek more data and infor-
mation on this complex issue.
This definition is as valid as any other
for describing facts. However, when it The events where aircraft get off run-
comes to enhancing safety and more way markings need to be categorized
specifically prevention, this definition according to what contributed to their
is of little help. Indeed, the analysis of occurrence, thus what can be done
lateral runway excursion events corre- to prevent them.
sponding to this definition combines
situations that are so different in terms Generally speaking, the most safety crit-
of their underlying phenomena that it ical (as a result of likelihood and sever-
is extremely challenging to derive effi- ity of consequences) veer off events
cient mitigation measures. are the lateral runway excursions upon
landing where the aircraft goes off run-
Of course there will be many cases way markings at touch-down, or during
where aircraft trajectories divert from the roll-out phase. This article will focus
the runway centerline and the desired more particularly on them.

Safety first #20 July 2015 - 2/14

PROCEDURES
Lateral runway excursions upon landing

Statistics say a word

For decades, accident statistics have example, 15% of RE accidents cause
kept highlighting the three same acci- fatalities, and are the third source of
dent types at the top of the list of fatal accidents. Yet, RE have become
contributors, namely: Loss Of Control the main source of hull losses.
In-flight (LOC-I), Controlled Flight Into A closer look at the evolution of the
Terrain (CFIT) and Runway Excursion figures and tendencies over the past
(RE). If virtually all CFIT and LOC-I acci- 20 years shows that CFIT and LOC-I
(fig.1) dents lead to both fatalities and hull have significantly decreased whereas
Evolution of the three main loss, other accident categories gene- Runway Excursion remains relatively
accident categories from 1995 rate mainly only material damage. As an stable (fig.1).

0.30

0.25

0.20

0.15

0.10

0.05

0
1996 1998 2000 2002 2004 2006 2008 2010 2012 2014

Over the last decade, a huge effort was concern. Is it because of or thanks
put on runway overrun to prevent them. to the progress made on the runway
As a matter of fact, among the runway overrun front? Because they are more
excursions, not only did they use to be reported than before? For other rea-
the most frequent ones, but also their sons or any combination of reasons?
consequences are statistically more Difficult to say, but through the events
severe than that of lateral excursions. reported to Airbus by airlines, the trend
The main issue addressed was then is clear: the number of lateral runway
related to the management of aircraft’s excursions is increasing.
energy given the aircraft performance,
deceleration, runway state… Therefore it is worth to try and reinforce
prevention, and to start with, under-
In recent years, lateral runway excur- stand what lies behind real events.
sions have emerged as a growing safety

Safety first #20 July 2015 - 3/14

WHEN REALITY HELPS SHAPE
THE SCOPE TO CONSIDER:
AFTER TOUCH-DOWN, YES,
BUT NOT ONLY…

Thanks to airlines support, 31 in-ser- bigger and the results more robust.
vice lateral runway excursion events
were reported to Airbus over a 2012- They were studied with a main question
July 2014 period. A first analysis with in mind: is there a global or common
a prevention objective in mind led to signature for these events that could
distinguish between several lateral allow us to learn some generic preven-
runway excursions categories due to tion lessons? Interesting insights could
there being a variety of issues identi- be drawn from this work as we shall
fied and therefore, a variety of potential see later.
corrective actions.
When searching for common contrib-
Within the defined scope of lateral uting factors, two main families came
runway excursion upon landing, 25 out:
events from the initial 31 were consid- - weather environmental conditions
ered as relevant and usable. - flying technique

Of course, the events studied were These two aspects were found in a
only those reported to Airbus and number of events, most of the time in
therefore, they represented a limited combination with one another, but with
sample. However, they were corrobo- variations as to their detailed nature. A
rated by a study of the lateral runway closer look at these two fields allowed
excursion events reported to Airbus for refining the understanding of the
from 2007, making the sample much underlying phenomena.

Safety first #20 July 2015 - 4/14

PROCEDURES
Lateral runway excursions upon landing

Weather environmental conditions

Three main environmental factors came 22 events out of 25 analyzed involved a
out of the analysis: wet or contaminated runway. In 19 out
(fig.2) - Runway state, wet or contaminated of the 25, there were at least two of the
Categorization of RE events
- Turbulences or cross-wind aforementioned environmental factors
according to contributing
weather conditions factors - Visibility deterioration in the situation (fig.2).

Dry runway (3) Wet or Contaminated runway (22)

Visibility
deterioration (12)

A330-A340-
A350 Family /
A380

A320
Family

Lack of
control of
the lateral
trajectory
before Touch
Down

Contaminated
(SNOW or
FLOODED)

Turbulences
or Crosswind (12)

Safety first #20 July 2015 - 5/14

Awareness Problem
before Touch Down (1)

Lack of control of
the lateral trajectory
before Touch Down
(12)

A330-A340-
A350 Family /
A380

A320
Family

Visibility
deterioration

Long flare
(Δt ≥ 8s)

No or insufficient Poor control High approach

decrab before on ground (13) speed (1)
Touch Down (7)

Flying technique (fig.3)

Categorization of RE events
according to contributing
Regarding the flying technique in the A major outcome of the analysis is flying technique factors
environmental conditions mentioned the significant contribution of the air-
earlier, three areas were identified phase, before touch-down, to lateral
as contributing factors to the events runway excursions.
occurrence:
- Control of the lateral trajectory before The next question, and more precisely,
touch-down THE question is: With these insights
- Flare and decrab before touch-down from real events, how to enhance pre-
- Ground control vention of lateral runway excursions? If
there is nothing we can do to change
In some situations, as illustrated in environmental conditions, it seems
(fig.3), there was a combination of worth going back to some operational
them. best practices.

Safety first #20 July 2015 - 6/14

PROCEDURES
Lateral runway excursions upon landing

PREVENTING LATERAL RUNWAY

EXCURSIONS UPON LANDING:
BEST OPERATIONAL PRACTICES

As stated earlier, handling issues turn What is the appropriate landing tech-
out to be a significant contributor to nique and why? Let’s prepare for land-
lateral runway excursion events upon ing and review the technique, including
landing, especially under some difficult some explanations behind the scene,
environmental conditions such as wet with a special focus on the conditions
or contaminated runway or cross wind that were highlighted by the lateral run-
or turbulence. way excursion events analysis.

Landing technique: general principles

The appropriate landing technique, what- information and awareness (e.g. environ-
ever the weather conditions, is a “whole” mental conditions), state of mind & pre-
that combines a variety of dimensions: paredness and handling skills.

1/ Before flare
Be stabilized
Be aware of the landing conditions Be stabilized
until the flare. If not,
go-around. If landing with crosswind or on a con- In a number of events, there was
taminated runway rely on specific a localizer deviation away from the
techniques, the first thing to make sure centerline. Beyond the lateral control
of is that: before touch-down, it is essential that
- the crosswind, if any, is and remains the aircraft be on the correct lateral
within the limits of the aircraft and vertical flight path at the correct
- the runway state allows for a safe configuration and speed up to the initi-
landing and the runway braking coef- ation of the flare.
ficient is known.
 e Go-Around minded, as long as
B
Be correctly seated needed
As long as
reversers are not During cruise, sometimes a long one, Experience shows that some pilots
pilots may move their seat a bit. Yet, are increasingly reluctant to initiate a
selected, a go- upon landing, the full deflection of go-around as the aircraft gets closer
around is always all flight control and braking may be to the ground, even if the aircraft is not
needed to control the situation. There- well aligned with the runway. Neverthe-
possible. fore, make sure the pilot seat is in a less, from a safety viewpoint, initiating a
position (both horizontally and vertically) go-around close to the ground or even
to allow for those full deflections should after a bounced landing is always better
they be necessary. This is a key prelim- than performing an unsafe landing.
inary condition to a safe landing.

2/ From flare to touch-down

Use proper flare and decrab (if needed) flying techniques

Landing in the correct zone, with the In the case of crosswind, this requires
right alignment and at the right energy specific techniques that will be detailed
level is a good summary of what a pilot in the next section in this article.
should aim at. Easier said than done?

Safety first #20 July 2015 - 7/14

3/ After touch-down

“Fly” until you vacate the runway

Do not relax immediately after touch- makes the day more difficult. Indeed, a
down. There is still work to do. number of physical phenomena come
into play requiring specific actions
A number of lateral runway excursions to be managed. More details about
resulted from poor ground control in these phenomena and how to main-
the rollout phase. This is obviously tain ground control with crosswind is
more often the case when a crosswind provided in next section in this article.

Landing with crosswind

As general principles, the landing - Be
 go-around minded as long as
technique mentioned earlier remains needed
valid. However, it is worth getting a bit - Use
 proper flare and decrab flying
further into details and background techniques
explanations when crosswind is in- - “Fly” until you vacate the runway
volved in the landing conditions such
as those underlined hereafter: Let’s examine how these three princi-
- Be aware of the landing conditions ples translate into practice in case of
- Be correctly seated crosswind … and why.
- Be stabilized

Be stabilized

In crosswind situations, the major approach to correct for the crosswind

difference in technique lies in how to component on the final trajectory to
keep the aircraft on the correct lateral the runway. Adopting a crab angle
flight path. In order to do so, it is nece- allows the pilot to keep the aircraft tra-
ssary to fly a wings level and crabbed jectory along the runway axis (fig.4).

A CRABBED APPROACH (fig.4)

Aircraft attitude during
a crabbed approach

Crab angle

Runway axis

Safety first #20 July 2015 - 8/14

PROCEDURES
Lateral runway excursions upon landing

But what does correct lateral flight izer antenna, under the radome, at the
path mean precisely? What part of center of the nose of the aircraft below
the aircraft needs to be aligned with the cockpit (fig.5), “correct lateral
the runway axis? The answer is the flight path” means localizer centered
same whether the approach is flown or nose of the aircraft trajectory aligned
(fig.5) manually or not, in visual conditions with the runway axis, thus ensuring the
Location of the localizer
or not. The reference is the cockpit. pilot’s eye is aligned with the runway
antenna Considering the location of the local- axis.

The localizer
antenna
is located
under
the radome
in the center
of the
aircraft

Some common tendencies to be avoided.

Experience shows that in some situa- -  When initially becoming visual
tions, some pilots have tendencies to below a low cloud ceiling
destabilize the aircraft approach trajec- - When performing the decrab in the
tory, especially along the lateral axis. It flare.
happens mainly in these 3 cases: Let’s revisit the first two cases, see what
- When disconnecting the Auto Pilot happens behind the scene and then
(AP) for a manual landing. deal with the third case in more depth.

When disconnecting the AP

A tendency sometimes observed is to what it was under AP. Therefore, it

that of making large inputs on the side- is key to analyze the stable trajectory
stick when disconnecting the AP. Yet, before any stick input. This should
the aircraft attitude has no reason to avoid large inputs on the sidestick.
change at this very moment compared

When becoming visual

When first seeing the runway, some ral flight path. Again, becoming visual
pilots have a tendency to start an makes no difference as to the correct
immediate decrab and align the air- aircraft trajectory. It is normal to keep a
craft with the runway axis. By doing so, crabbed approach and see the runway
the aircraft drifts due to the crosswind from a certain angle.
and moves away from the correct late-

Safety first #20 July 2015 - 9/14

Use proper flare and decrab flying techniques

Flare

If the flare technique is not modified -

In case of an extended flare, the
by the presence of crosswind, some decrease in the aircraft energy will
aspects need to be particularly kept in make it even more sensitive to cross-
mind in such situations, especially: wind. Counteracting crosswind
- A high or extended flare significantly becomes more and more difficult as
increases the landing distance, speed decays in the flare. Eventually,
whereas, due to possible adverse the crosswind may move the aircraft
reversers effects explained later in away from the centerline.
this article, it is even more important
than usual to keep as much runway In summary, flare at normal height and
length as possible to decelerate after do not look for a kiss landing.
touch-down.

Decrab

As mentioned earlier, keeping a crabbed detail to better understand what results

approach is the only way to keep the from this action on the rudder. Indeed,
aircraft on the correct lateral flight path. when doing so, the aircraft will move a
However, before touch-down, the air- bit towards the wind. Why is it so?
craft needs to be decrabbed to align In fact, when pushing on the rudder, the
with the runway axis. The aircraft is to be aircraft will yaw around a vertical axis
decrabbed at the time of the flare, using that is located a bit forward from the CG,
the rudder. the yaw axis. The moment induced will (fig.6)
make the aircraft move slightly towards Forces and moments effects
However, it is worth going into further the wind as illustrated in (fig.6). on aircraft during decrab

Ground speed Air speed Ground speed Air speed Sideslip

WIND WIND WIND

Airborne, before the decrab Rudder input effects : Moment and force effects:
- Side force on the fin - Rotation around a point
- Yawing moment located slightly in front of
the Center of gravity
- Sideslip appears

Safety first #20 July 2015 - 10/14

PROCEDURES
Lateral runway excursions upon landing

FLARE AND DECRAB IN THE SPECIAL CASE OF HIGH CROSSWIND, ESPECIALLY ON CONTAMINATED RUNWAYS

In such situations, allowing a slight Why 5° maximum for the crab angle? does not change immediately the CG
bank angle to maintain the runway Here again, it is an appropriate speed vector. Therefore, if the aircraft
axis, less than 5°, and a small trade-off between maintaining the lateral flight path starts drifting away
crab angle, less than 5°, from the aircraft trajectory and experiencing from the runway centerline, using
approach through to touchdown an acceptable load at the landing the rudder alone may not allow for
is the only way to keep the cockpit gear on touch-down. an easy realignment of the aircraft.
aligned with the runway axis.
A common tendency to be avoided Should such drift occur too close
Why 5° maximum for the bank to the ground, the safe practice is
angle? It is the appropriate balance Some pilots appear to be reluctant to go-around. And as mentioned
between the bank angle needed to to keep a bank angle, even a small earlier, as long as reversers are not
keep the aircraft trajectory aligned one, prior to touch-down. They then selected, a go-around is always
with the runway centerline and the try and compensate the crosswind possible!
risk of hitting the runway with the impact using the rudder only.
wing tip or engine nacelle. However, an action on the rudder

Safety first #20 July 2015 - 11/14

 Sideslip Sideslip Sideslip

WIND WIND WIND

On ground, to stay on the Without rudder pedal input,

runway centerline, a rudder a large yawing moment
pedal input is necessary. will make the aircraft turn to
It cancels the weathercock the wind
effect mainly due to the fin

WIND WIND WIND

« Fly » until you vacate the runway (fig.7)

Counteracting
the weathercock effect
After decrab

When the main landing gear touches towards the wind direction by weath-
the ground with residual crab, a pivot- ercock effect. Indeed, the effect of the
ing moment is created around a verti- wind on the aircraft fin aligned with the
cal axis located at the level of the main runway axis induces a rotation of the
landing gear by the combined effect aircraft around a vertical axis located
of the lateral friction of the tires on the at the CG that yaws the aircraft nose
surface and by the inertia force applied back towards the wind. This opposite
at the center of gravity. This moment moment thus tends to move the air-
tends to turn the aircraft so as to align craft upwind, away from the center-
the aircraft longitudinal axis with the line. It needs to be counteracted by
ground speed vector. In short, wheels the rudder.
tend to be more willing to go in the
same direction as the aircraft trajec- Nevertheless, as the aircraft speed
tory, more than to skid. The intensity of decreases, the rudder efficiency
the pivoting moment depends a lot on drops. Therefore, the action on the
runway friction. rudder to counteract the weathercock
effect needs to be amplified (fig.7).
However, the sideslip coming from As speed further decreases, the rud-
the crosswind when the aircraft is der effect could become insufficient,
decrabbed creates an opposite therefore the pilot must be prepared to
moment tending to yaw the aircraft apply differential braking.

Safety first #20 July 2015 - 12/14

PROCEDURES
Lateral runway excursions upon landing

(fig.8) Roll-out
Forces exerted on the aircraft
when reversers are used
During the roll-out, the primary means braking on the pedals when they are
to maintain the aircraft on the runway not aligned, the use of Auto Brake is
is the cornering force exerted on the highly recommended.
wheels through the tires. However, in
order to keep the aircraft on the run- Destabilizing reversers’ effect
way, it is important to understand some On slippery runways, the aircraft may
wind and aircraft related aspects. start leaving the runway axis and going
X- WIND downwards the wind when reversers
Auto Pilot disconnection effect are used. Indeed, in slippery condition,
As long as the Auto Pilot (AP) is con- the moment created by the tires fric-
nected, the aircraft automatically com- tion that tend to align the aircraft fuse-
pensates the effects of crosswind with lage on the runway axis, is not effec-
the rudder. As for the pedals, they tive enough. And if the aircraft remains
X force remain in the neutral position. Yet, at crabbed, the reverser thrust resultant
AP disconnection after touch-down, force can be resolved in 2 compo-
since the pedals are at neutral posi- nents (fig.8):
tion, the aircraft fin will naturally go - One parallel to the runway and actu-
back to a centered position, expos- ally stopping the aircraft.
ing the aircraft to weathercock effect, - One perpendicular to the runway, in
Stopping Resultant thus aircraft nose movement towards the same direction as the wind, i.e.
force
force the wind, away from the centerline, adding to that induced by crosswind.
unless immediately countered by the
pilot. Countering the weathercock This second force may make it more
effect requires immediate inputs on difficult to control the aircraft on the
rudder pedals, possibly large inputs. It ground. Therefore, if a directional
may even be that differential braking is problem occurs:
needed in addition to inputs on rudder - Consider reducing reverse thrust.
pedals in case of high crosswind. - If braking manually, consider reduc-
ing braking temporarily or use differ-
Therefore, at AP disconnection after ential braking.
touch-down it is key to:
- Have your FEET UP on the pedals Once directional control is recov-
- Be ready for immediate and possibly ered and the aircraft is on the runway
large inputs on rudder pedals centerline again (fig.9):
- Be ready to use differential braking in - Manual braking can be re-applied
addition if needed and keep in mind - Reverse thrust can be re-applied (only
(fig.9) that the rudder effectiveness reduces the component parallel to the runway
Recovering from the destabilization when speed decreases. Considering remains with no adverse effect on the
effect of thrust reversers the difficulty in performing a balanced lateral control of the aircraft).

X- WIND

Safety first #20 July 2015 - 13/14

002 Safety First #20 | July 2015

Safety first, #20 July, 2015. Safety first is

Safety first
The Airbus magazine contributing to the enhancement
published by Airbus S.A.S. - 1, rond point
Maurice Bellonte - 31707 Blagnac Cedex/France. of the safety of aircraft operations by increasing knowledge
Publisher: Yannick Malinge, Chief Product Safety and communication on safety related topics.
Officer, Editor: Corinne Bieder, Director Product
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Concept Design by Airbus Multi Media Support
20151274. Reference: GS 420.0045 Issue 20.
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Safety first #20 July 2015 - 14/14