. Enhanced alertness for: . flight-parameters monitoring: . excessive-deviation callouts; and, . mutual cross-check and back-up.
8.2 - The Final Approach Speed
Assuring a safe landing requires achieving a balanced distribution of safety margins between:
.
The computed final approach speed ; and,
.
The resulting landing distance.
The applicable FCOM and QRH provide:
.
Reference approach speeds; and,
.
Speed corrections applicable for various operational factors and aircraft configurations.
8.3 - Factors Affecting Landing Distance
Understanding factors affecting landing distance contributes to preventing runway overrun events.
When assessing the landing distance for a given landing, the following factors should be accounted for, and combined as specified in the applicable FCOM / QRH:
.
Dispatch conditions, as applicable (dispatch under minimum equipment list [MEL] / dispatch deviation guide [DDG] );
.
In-flight failures, as applicable;
.
Weather conditions (e.g., icing conditions/ice accretion);
.
Wind conditions (i.e., wind component and gust, suspected wind shear);
.
Airfield elevation;
.
Runway slope (if down hill);
.
Runway condition (nature and depth of contaminant); and,
.
Use of braking devices (thrust reversers, autobrake).
8.4 - Optimum Use of Braking Devices
To ensure an optimum use of braking devices, the following aspects must be understood:
.
Design and operation of each braking device;
.
Distribution of stopping forces during landing roll;
.
Type of braking required to achieve the desired stopping distance;
.
Factors affecting the optimum use of braking devices; and,
.
Applicable operational guidelines.
Adhering to the following operational guidelines ensures an optimum braking during the landing roll:
.
Arming ground spoilers;
.
Arming autobrake with the most appropriate mode for prevailing conditions (e.g., short runway, low visibility, contaminated runway);
.
Selecting thrust reversers as soon as possible with maximum reverse thrust (this increases safety on dry and wet runway, and is mandatory on runway contaminated with standing water, slush, snow or ice);
.
Monitoring and calling ground spoilers extension;
.
Monitoring and calling autobrake operation;
.
Being ready to take over from autobrake, if required;
.
Monitoring engine operation in reverse thrust (e.g., increasing EGT, evidence of surge);
.
Monitoring airspeed indication and returning reverse levers to the reverse idle position at the published indicated airspeed or when airspeed fluctuations occur, whichever come first;
.
If required, using maximum pedal braking; and,
.
Maintaining braking action until assured that the aircraft will stop within the remaining runway length.
Briefing Notes Summary
Page 13
8.5 - Landing on Wet or Contaminated Runway
Factors associated with landing on a wet runway or on a runway contaminated with standing water, slush, snow or ice should be assessed carefully before beginning the approach.
The following operational recommendations need to be emphasized:
.
Diversion to an airport with better runway conditions and/or less crosswind component, when actual conditions significantly differ from forecast conditions or in case of system malfunction;
.
Anticipating asymmetry effects that would prevent efficient braking or directional control (e.g., crosswind, single-thrust-reverser operation);
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