(i.e., discouraging any attempt to rescue what is likely to be an hazardous landing);
.
Define policy to ensure that inoperative brakes (“cold brakes”) are reported in the aircraft logbook and accounted for in accordance with the MEL;
.
Define policy and procedures for rejected landing (i.e., bounce recovery);
.
Define policy and procedures prohibiting landing beyond the published touchdown point (zone); and,
.
Define policy encouraging a firm touchdown when operating on a runway contaminated with standing water or slush.
.
Define criteria and callouts for stabilized approach and define minimum stabilization heights (approach gates) depending on weather conditions (i.e., IMC versus VMC);
.
Define task sharing and standard calls for final approach and rollout phases; and,
.
Incorporate a crew callout for runway length remaining (e.g., xyz ft(m) runway remaining or xyw ft(m) to go), in low visibility conditions, based on:
. runway-lighting color change;
. runway-distance-remaining markers (as available); and/or,
. other available visual cues (such as runway or taxiway intersections).
Performance data:
. Publish landing distances for various:
. type of braking (i.e., pedal braking or autobrake); and,
. runway conditions; and,
. Provide flight crews with landing distance corrections for runways featuring
. downhill slope; and/or,
. high elevation.
Crew techniques:
.
Publish procedures and provide training for crosswind landing technique (i.e., crabbed approach with wings-level);
.
Publish procedures and provide training for decrab technique, depending on crosswind component and runway condition (i.e., complete decrab, partial decrab or absence of decrab);
.
Publish procedures for optimum use of autobrake system and thrust reversers on contaminated runway;
Preventing Runway Excursions and Overruns
Page 3
.
Provide recommendations for the use of rudder, differential braking, nosewheel steering for directional control, depending on the speed and runway condition; and,
.
Publish specific recommendations for aircraft lateral and directional control after crosswind landing.
Crew awareness:
.
Ensure flight crews awareness and understanding of all factors affecting landing distances;
.
Ensure flight crews awareness and understanding of conditions conducive to hydroplaning;
.
Ensure flight crews awareness and understanding of crosswind and wheel cornering issues;
.
Ensure flight crews awareness of windshear hazards and develop corresponding procedures and techniques (with special emphasis on monitoring ground speed variations during approach);
.
Develop flight crews awareness of relationships among braking action, runway friction coefficient, runway-condition index, and maximum recommended crosswind component depending on runway condition; and,
.
Ensure flight crews awareness of runway lighting changes when approaching the runway end, e.g.:
- Centerline lighting (standard centerline lighting only):
. white lights changing to alternating red and white lights between 3000 ft and 1000 ft from runway end, and to red lights for the last 1000 ft; and,
- Runway edges lighting (HIRL only):
. White lights changing to yellow lights on the last 2000 ft of the runway.
Summary of key points
Runway excursions and runway overruns can be categorized into six families of events, depending on their primary causal factor:
.
Events resulting from an unstabilized approach;
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