Professional Pilot, May 2019

300 450 m 1000 1500 ft End of touchdown zone Go around rejected landing Touchdown should normally be accomplished within aiming point 150 m 500 ft If it is not within the touchdown zone or 1 3 of the actual landing distance whichever is less you should initiate a go around rejected landing 3000 ft or 1 3 of the ALD whichever is less of the landing runway a go around rejected landing should be initiated This is a very effective method to avoid long landings and overruns in short field or close to short field operations This policy restricts the use of the complete TDZ for runways shorter than 2700 m 8860 ft and keeps crews alert during landing not to overshoot the restricted touchdown point well before reaching the boundary of the TDZ Any unexpected case beyond this point on the runway should require a safe action together with a callout as go around Any landing beyond this restricted point might be considered an unstabilized approach landing with which none of us would should prefer to cope 6 Use the worst acceptable data for deteriorating weather and runway conditions to figure out the limits of the go or no go envelope of your I FLD calculations should they occur while passing the threshold around 50 ft The Airbus FCTM clearly states Under degrading or rapidly changing conditions the flightcrew should determine the worst acceptable conditions under which the landing can be continued in case information to that end is received late during the approach Ask yourself what the worst tailwind limit maximum VREF increment and combination of both are acceptable for your operation Using the technology all we need to do is to enter more numbers on the EFB to figure out these data Usually the tailwind limit in an AFM is around 15 kts but with current runway conditions this may not be the actual limit with some VREF increment such as 5 10 or 15 kts due to gusty winds Do combine these values to find out the limiting values for tailwind 80 PROFESSIONAL PILOT May 2019 and VREF increment such as tailwind limits 7 kts with VREF 5 kts 4 kts with VREF 10 kts 2 kts with VREF 15 kts Always keep the crosswind indicator on Navigation Display ND in crosscheck while crossing the threshold By knowing the limiting wind factor before the threshold and checking the wind data on ND while crossing the threshold you will know instantly whether the I FLD calculation is valid or not Do create another company policy to check the actual wind through the ND while crossing 50 ft over the threshold to continue with the landing or to perform a go around 7 Consider the worst rain and braking action conditions in I FLD calculation There is a 3 mm limitation in the performance manuals as a break point to determine the severity of braking action I wonder if anybody has ever received 5 7 or 11 mm water covered runway information through Automatic Terminal Information Service ATIS or any Air Traffic Controller ATCO Information about the depth of the water on the runway may or may not be delivered in a form we are expecting during deteriorating weather conditions even if the runway is about to be flooded so I recommend using medium to poor braking action data for any wet condition beyond light Having a reliable pre prepared go no go I FLD data envelope at the right time together with anticipating the worst conditions is the key factor to control and manage a safe landing under wet or any condition 8 Use the AD as your ground roll As a contingency maneuver by using the AD as your ground roll you may also use almost full runway distance as your ALD in a committed to land scenario If you touch down just beyond the threshold for example within the first 50 100 m of the runway like a navy carrier landing you will gain 400 m compared to the actual I FLD calculation However this is not a recommended maneuver because it requires utmost handling and airmanship and may only be performed in desperate situations such as when theres nowhere else to land Keep it in mind as a once in alifetime maneuver and know how to use and manage the TDZ as opposed to overshooting it Summary I FLD calculations must be precise Even 1 meter makes a difference Avoiding runway overruns requires knowledge of the assumed AD used in I FLD calculations the correct usage of TDZ and touchdown policies how we can or cannot keep control and manage the I FLD beyond the threshold and building up your own operational guidelines Build your airmanship to control your own and your airplanes performance within the aforementioned guidelines in order to stay within the limits of the runway after landing A landing which you cannot control or manage is not a landing but a recipe for a runway overrun Set your internal hourglass for 7 seconds stay safe and on the runway Cengiz Kantarci is an Airbus A320 commander type rating instructor and quality assurance auditor for Turkish Airlines He is a retired Turkish Air Force major with experience in Boeing and McDonnell Douglas aircraft Aiming point at 10 ft