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Overruns on Landing (pdf)(126kb)(ERA ASWG) Pilots’ performance calculations of Landing Distance Required (LDR), using manufacturers’ data and guidance, are no guarantee that the actual landing distance will fall within that available (LDA): despite planning margins of 60/70% for turbo-jet/prop. Recent accidents and incidents resulting from runway overruns indicate that there is a need for flight crew to better understand the actual factors which affect landing distances.
Crosswind Landings (pdf)(908kb)(AIRBUS) Operations in crosswind conditions require strict adherence to applicable crosswind limitations or maximum recommended crosswind values, operational recommendations and handling techniques, particularly when operating on wet or contaminated runways. This Flight Operations Briefing Note provides an overview and discussion of operational factors involved in planning and conducting the approach and flare under crosswind conditions, particularly on a contaminated runway. Airbus Safety Library http://www.airbus.com/en/corporate/ethics/safety_lib/
Crosswind Landing Limitations (ERA ASWG) A Guideline for operators in setting company crosswind landing limits. This article is based on work done by the ERA Air Safety Work Group, Flight Safety Foundation (FSF) ALAR Toolkit, and a joint presentation by Captains Dave Carbaugh, Boeing and Larry Rockliff, Airbus. The intention is to provide airlines with a simple guide for devising a company strategy for establishing crosswind landing limitations.
Autoland on Contaminated Runways (pdf)(60kb)(AIRBUS) Autoland systems were developed for landing in fog. They were aimed at permitting operations to continue at airports such as London-Heathrow or Paris-CDG on the many winter days that these airports are affected by fog. Of course, since its introduction, use of autoland has been extended into other areas that were not considered at the outset. However, the certification requirements were written around the idea that these systems were for use in low visibility. Thus, operations on contaminated runways are not considered during certification, although we do some autolands on wet runways during flight tests. Since we have not done any autoland tests on contaminated runways, we can only give advice based on our knowledge of our autoland systems and our experience of manual landings on contamination. In other words, what theoretically should happen.
Guidelines for the Consideration and Design of: Endinge Out SID (EOSID) and Engine Out Missed Approach Procedures (pdf)(967kb)(CASA, Australia) Standard Instrument Departures (SIDs) or departure procedures (DPs) are designed in accordance with U.S. Standards for Terminal Instrument Procedures (TERPS) or ICAO Pans-Ops. In the event of an engine failure, continued adherence to departure procedures may not be possible as SIDs or DPs do not necessarily assure that engine-out obstacle clearance requirements are met. An engine failure during takeoff is a non-normal condition, and therefore, takes precedence over noise abatement, air traffic, SID’s, DPs, and other normal operating considerations. The fundamental difference between SIDs and EOSIDs is that SIDs provides the minimum performance considerations to meet the departure requirements assuming an all engine operation whereas EOSIDs are based upon engine out performance in relation to obstacle clearance. EOSIDs can be in the form of a straight departure and or a series of turns.
Revisiting the "Stop or Go" Decision (pdf)(423kb)(AIRBUS) The aim of this Flight Operations Briefing Note is, to review the STOP or GO decision-making process, and the associated operational and prevention strategies to be applied, in order to limit the risks of taking inappropriate actions and unsafe decisions. Airbus Safety Library http://www.airbus.com/en/corporate/ethics/safety_lib/
Wet Runway, Physics, Certification, Application (pps)(650kb)(BOEING) A presentation by Paul Giesman from Boeing flight operations engineering, concerning runway surface type and conditions affecting braking performance. It explains: Physics, Regulations, Data basis, Assumptions, Clearway considerations, Skid resistant, Reverser inoperative and Antiskid inoperative.
Tyre wear and aircraft performance (pdf)(41kb)(GASR) Surveys conducted by U.S. airplane and tire manufacturers, and information from major tire retreaders, indicate that the typical groove depth remaining at the time of tire removal can vary from about 1.5 to 5 mm. Airplane manufacturers’ maintenance manuals usually recommend removal when the tread depth is less than 1/32 inch (1.2 mm), although operation with zero tread depth is not prohibited. Loss of tread depth is not the sole criterion for tire removal, however. Tires with significant tread depth remaining may be removed for other reasons.
Landing Performance of Large
Transport Aeroplanes (pdf)(82kb)(UK CAA) An analysis of recent
worldwide landing overrun incidents reveals that an overrun is likely to be
characterised by a fast, high approach with a prolonged 'float' and long
touchdown onto a wet runway. The same study also shows that these incidents
were by no means confined to landings onto 'limiting' runways. The purpose
of this Circular therefore is to review some of the basic principles of
aeroplane landing performance, to enable the factors affecting the stopping
capabilities of the aeroplane to be understood and to appreciate the
operational considerations inherent in the Flight Manual performance data.
Getting to
grips with weight and balance (pdf)(5.3MB)(AIRBUS)
Cargo and fuel systems introduction. Less paper in the cockpit weight
and balance system.
Getting to grips with aircraft performance (pdf)(4.2MB)(AIRBUS) This brochure is designed to address three different aspects of aircraft performance: The physical aspect : This brochure provides reminders on flight mechanics, aerodynamics, altimetry, influence of external parameters on aircraft performance, flight optimization concepts… The regulatory aspect : Description of the main JAR and FAR certification and operating rules, leading to the establishment of limitations. For a clear understanding, regulatory articles are quoted to assist in clarifying a given subject. In such cases, the text is written in italics and the article references are clearly indicated to the reader. The operational aspect : Description of operational methods, aircraft computer logics, operational procedures, pilot’s actions…
Understanding Takeoff Speeds (pdf)(328kb)(AIRBUS) Pilots are used to calculating takeoff speeds and, therefore, understand the operational significance of V1, VR, and V2. However, they are slightly less familiar with the definitions of VMU, VMCG, and VMCA.. Takeoff speeds are a safety key element for takeoff, and enable pilot situational awareness and decision-making in this very dynamic situation. The use of erroneous takeoff speeds can lead to tail strikes, high-speed rejected takeoffs or initial climb with degraded performance. The objective of the following Flight Operations Briefing Notes is to provide, from an operational perspective, an overall review of takeoff speeds, and of the factors that affect the calculation and use of V speeds. Airbus Safety Library http://www.airbus.com/en/corporate/ethics/safety_lib/
International Regulations Redefine V1 (pdf)(248kb)(FSF) Revisions change the method of compensating for the time required by pilots to take action to reject a takeoff; require accelerate-stop data based on airplanes with fully worn brakes; and require wet-runway takeoff-performance data in airplane flight manuals.
Erroneous
Takeoff Reference Speeds (pdf)(117kb)(BOEING) Flight crews consider
many factors when determining correct takeoff reference speeds, or V
speeds, for a particular airplane on a particular runway. These
include gross weight (GW); center of gravity; flap position; engine
thrust level; bleed air configuration; pressure altitude; outside air
temperature; wind; runway length, slope, and surface conditions;
clearway; stopway; obstacles; and status of any minimum equipment list
(MEL) items such as inoperative brakes, spoilers, or thrust reversers.
GW itself encompasses numerous components, most of which change for
each flight.
Takeoff
Safety Training Aid (pdf)(1.02MB)(AIRBUS) The purpose of this
brochure is to provide the Airlines with Airbus data to be used in
conjunction with the TAKEOFF SAFETY TRAINING AID published by the
Federal Aviation Administration. Airframe manufacturer's, Airlines,
Pilot groups, and regulatory agencies have developed this training
resource dedicated to reducing the number of rejected takeoff (RTO)
accidents.
RTO, to go or not to go, that's the question While the reliability of the modern jet engine has reduced the probability of an engine failure during takeoff the RTO continues to represent a significant safety hazard to civil aviation.
Rejected Takeoff Studies (pdf)(743kb)(BOEING) The RTO maneuver has been a fact of a pilot’s life since the beginning of aviation. Each takeoff includes the possibility of an RTO and a subsequent series of problems resulting from the actions taken during the reject.
Quiet Climb (pdf)(719kb)(BOEING) Boeing has developed the Quiet Climb System, an automated avionics feature for quiet procedures that involve thrust cutback after takeoff. By reducing and restoring thrust automatically, the system lessens crew workload and results in a consistently quiet footprint, which helps airlines comply with restrictions and may allow for an increase in takeoff payload..
A Review of Transport Airplane Performance Requirements Might Benefit Safety (pdf)(1980kb)(FSF) Most current performance requirements for the certification and operation of transport category airplanes were established at the beginning of the jet age. Today, operating experience and data provide the most accurate means to further improve the performance requirements of modern transport airplanes.
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