Widebody; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
General None Reported / Taken
Human Factors; Weather
Being vectored for the visual approach to RWY 26 in ABQ. FO Flying. The FMC was programed arriving from the STAR to TACOH then as depicted on the visual approach 26L approach plate. FO thoroughly briefed the arrival and the visual approach. After a vector from tower we called the RWY in sight. We used LNAV/VNAV as guidance to the runway with the last fix being FRHLS which is the extended center line of 26. Fully configured prior to FRHLS on speed. Wind was called by tower as 310/14; right to left x-wind. FO opted to use the A/P to fly the visual and opted to square the corner to final because Tower asked us to do so. (C130 doing a low approach to RWY26). Once lined up for the runway we were slightly angling towards the runway however; within the confines of the runway environment; so I asked the FO to disconnect the AP at 1000 ft and hand fly to align the AC with the centerline of the runway. Calls were made at the appropriate time. All looked fine; EGPWS called off the 100 50 40 30 20 then we landed. The AC bounced; settled and bounced again. The captain at this point chose to take the controls and land the aircraft; brought the airplane to a taxi speed and taxied into parking without further incident. Upon block-in; I discussed the landing with the mechanic. I do not believe this to be a hard landing but a firm landing. The mechanic did the post flight exterior inspection and found no evidence of a hard landing therefore I chose not to put the event into the logbook. In retrospect and in the future if involved in a similar landing I will choose to write a firm/hard landing in the logbook for maintenance inspections.
As I hand flew the approach to landing; the aircraft was experiencing the gusting winds from the right as per the tower reported. I put in the appropriate wind correction on the approach to landing. The approach was normal until just prior to touchdown as the aircraft EGPWS called out 100; 50; 40; 30; 20 then the aircraft settled and bounced slightly and then settled and bounced slightly again. The Captain chose to take controls at this point and brought the aircraft to taxi speed and we taxied in without further incident.
Air carrier flight crew reported the Captain took control of the aircraft after a crosswind approach and firm landing that produced several bounces.