B777-300
Flight Crew Air Transport Pilot (ATP)
Confusion; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; General Maintenance Action
Aircraft; Procedure; Human Factors
On a VMC approach and landing in the morning. I was the pilot actively monitoring my First Officer making the landing. The stable callouts were made appropriately by each pilot and all parameters were within limits as we neared the runway in sight. To my recollection; at the 50 ft callout by the airplane he started to close the throttles and begin his round out. Probably a little bit high for the conditions but not extraordinary in my estimation. He continued to close the throttles and we touched down very firmly in the touchdown zone. He brought down the nose wheel as well and continued to decelerate normally as I confirmed the spoiler deployment and normal reverse thrust. I took the airplane to exit at the second highspeed exit and we crossed the left runway and taxied normally to the gate. On a VMC approach and landing in the morning. I was the pilot actively monitoring my First Officer making the landing. The stable callouts were made appropriately by each pilot and all parameters were within limits as we neared the runway in sight. To my recollection; at the 50 ft callout by the airplane he started to close the throttles and begin his round out. Probably a little bit high for the conditions but not extraordinary in my estimation. He continued to close the throttles and we touched down very firmly in the touchdown zone. He brought down the nose wheel as well and continued to decelerate normally as I confirmed the spoiler deployment and normal reverse thrust. I took the airplane to exit at the second highspeed exit and we crossed the left runway and taxied normally to the gate.After gate arrival I did not write up a hard landing because it did not seem to be so based on my experience with this airplane. I was counseled to interview the FA's in the aft cabin jump seats in the future to help in making my determination. In the mix here; we also had a status message that stayed on at the gate that read Radio Alt Monitor C.; and we had oxygen masks drop over one row of seats (Row 39). The appropriate entries were then made in the AML.Please encourage the fleet team to provide a general and fleet awareness of the tendencies during landing for this aircraft in each landing flap configuration - as well as guidance for Captains that helps them in their decision to writeup 'firm' landings; so that a hard landing inspection can be made in a timely fashion.
On a VMC approach and landing. I was the pilot flying. The approach was conducted as per Volume 1 procedures. At about 30 to 50 ft I began reducing the power for the landing. I started the flare a little slower than normal because I thought I was a little high and I was anticipating the 30ft automated call. I then felt I was late on the flare as the 30 ft call sounded and began to rotate more aggressively. The touchdown was firm. The landing did not seem inordinately hard. At the gate the FA informed us that masks dropped at Row 39. We also had a Radio Alt Monitor C status message.Don't depend so heavily on the automated call outs during the flare.
A B777 First Officer made a firm landing which was entered in the Maintenance Log as a hard landing. At the gate a Radio Altimeter C Status alert was discovered and the descent altitude calls were about 10 feet late.