Rejected Landing

REJECTED LANDINGS

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Flight Training Table of Contents

1. INTRODUCTION ............................................................................... Page 4 2. STATISTICS ...................................................................................... Page 5 3. FACTORS AFFECTING LANDING DISTANCE ............................... PAGE 6 4. REJECTED LANDING PROCEDURE .............................................. Page 9 5. LIST OF MANUAL REFERENCES ................................................. Page 10 (a) List of Manual References for 747-400 ................................... Page 11 (b) List of Manual References for 747 .......................................... Page 12 (c) List of Manual References for 767 .......................................... Page 13 (d) List of Manual References for 737 .......................................... Page 14 6. ENDNOTES .................................................................................... Page 15 7. BIBLIOGRAPHY .............................................................................. Page 16

Disclaimer: Rejected Landings – Co-ordinated Briefing,is Issue 1 Page 3 of 16  All information contained in this document accurate at time of printing. This is an internal publication for Qantas Flight Crew 30 August 2002 For the latest version of information please refer to your fleet specific manuals.

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INTRODUCTION

The landing phase of flight is the portion of flight following an approach. It is considered to commence at 50 feet above the landing runway, and finishes once the aircraft has decelerated to taxi speed. Therefore, a rejected landing may be defined as a go-around that is initiated below 50 feet AGL. This briefing will concentrate on procedures and considerations applicable to the rejected landing manoeuvre.

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STATISTICS

2.

For the month of November 2001, QAR Deep Landing Alerts (in excess of 2500 feet from the landing threshold) were recorded as follows: •

B744; 26, at a rate of 27.4 per 1000 flights.

•

B767; 6, at a rate of 2.3 per 1000 flights.

•

B737; 39, at a rate of 17.7 per 1000 flights.

Rejected Landing Reasons Pilots will already be familiar with the reasons for conducting a go-around. In general a go-around should be conducted whenever an approach cannot be safely continued. The FAM states that an approach should be stable by 1000 feet HAT, and as a final check, if the approach is not stable by 500 f eet HAT, then a go-around is mandatory. Likewise, a rejected landing may be considered in a similar manner. A rejected landing should be conducted whenever a landing cannot be safely continued. The landing phase is a time critical manoeuvre. In order for the pilot to make the correct decision whether or not to reject a landing, various landing scenarios should be considered well in advance of the landing. There are numerous reasons for rejecting a landing, many of which are identical to the reasons for going around from an approach. However, two specific reasons for  rejecting a landing are when the pilot considers that; 1. it will not be possible to stop the aircraft within the remaining runway; or  2. it will not be possible to keep the aircraft on the runway throughout the landing. The decision to continue or reject the landing must be made before the selection of  reverse thrust, and, at least subconsciously, pilots make this decision on every landing.

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FACTORS AFFECTING LANDING DISTANCE

The most difficult element of a rejected landing is making the correct decision to reject a landing. This decision may need to be made in a brief period of time, during which numerous factors must be considered. These may include: •

Runway Condition o

The best stopping performance will be achieved on a dry runway. Minimum

stopping distance on a wet slippery runway is about 40% longer than on a dry runway. An icy runway may require two or more times the minimum landing distance possible on a dry runway. •

Runway Length Available o

Normal pre-landing preparation will include an assessment of the landing

distance available. CAO 20.7.1.B defines the landing distance in relation to an aeroplane engaged in charter or regular public transport operations as a distance equal to or greater than 1.67 times the distance required to bring the aeroplane to a complete stop, following an approach to land at a speed of not less than 1.3 Vs maintained to within 50 feet of the landing surface. This distance is measured from the point where the aeroplane first reaches a height of 50 feet above the landing surface. During certification flight testing, actual landing distances are measured, and from these the minimum landing field length limits are derived. The CASA dry landing distance is defined as actual dry landing distance multiplied by a factor of 1.67. The CASA wet landing distance is derived from the dry landing distance factored by an additional 15%. (i.e. actual dry landing distance x 1.67 x 1.15). Operationally these factors provide approximately twice as much runway for stopping as is actually required, assuming correct techniques are employed, and a maximum stopping effort is used.1 o

Operations Manuals for each aircraft type provide actual landing distances

(i.e. unfactored) for a variety of runway, environmental and non-normal conditions. These may be used as a guide to determine the expected ground roll distance for any given landing. Rejected Landings – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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Weather Conditions o

Actual weather conditions for a landing will affect the landing distance.

Precipitation may affect the friction characteristics of the runway surface. Visibility may affect the pilot’s ability to judge the landing and rollout. Wind velocity will affect landing distances both directly, by affecting groundspeed at touchdown, and indirectly because of Vref additives using the RGS technique. •

Aircraft Speed and Configuration o

The pilot generally determines landing configuration, although non-normal

procedures and/or noise abatement requirements may require specific configurations. Aircraft speed is determined by configuration, with some modification required when using RGS techniques. Operations Manuals and the FAM specify a maximum acceptable speed below 500’ AGL (usually Vref + 20 knots). •

Aircraft Maintenance Status o

Unserviceability, whether occurring prior to dispatch or airborne may affect

the landing capability of an aircraft. Unserviceabilities such as deactivated/inoperative thrust reversers or brake units will increase the minimum actual landing distance capability. Operations Manuals and/or  Dispatch Deviation Guides will indicate the performance penalties that are applicable to the operation •

Float During Flare o

Touchdown position significantly affects the landing distance. An

accurately flown approach will normally result in the aircraft touching down just past the initial aim point. Improper or inaccurate techniques increase the distance between the aim point and touchdown point. The touchdown zone is normally defined to include the first 1000m of runway. Therefore a touchdown in this area is highly desirable. Of course, runway available will determine the criticality of the touchdown zone. For example, a touchdown 1500m from the landing threshold on a 4000m dry runway will be less critical than a touchdown

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700m along a 2000m wet runway. Flight Crew Training Manuals illustrate the effect of improper landing techniques on landing distances.

The landing phase is time critical. Decisions regarding the progress of the landing must be made early in the landing phase at a time when the pilot may be encountering an intense manual flight workload. The preceding factors may be used by pilots to determine a decision point along the runway at which a r ejected landing must be made if touchdown has not occurred. This ‘decision point’ can be determined prior to commencing the approach, so that a rejected landing can be initiated if that point is reached prior to touchdown. By treating the rejected landing in a similar manner to a rejected takeoff, with a specific decision point, a potentially unsafe landing can be avoided.

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REJECTED LANDING PROCEDURE

4.

The rejected landing manoeuvre will depend on aircraft type. Generally it will be flown in the same manner as a go-around, except that touchdown may occur during a rejected landing. A rejected landing, once initiated should be continued, regardless of whether the aircraft touches down during the manoeuvre, unless exceptional circumstances exist. Respective Flight Crew Training Manuals detail the procedure to be followed. Common to all types is the requirement to complete the landing once reverse thrust has been selected. Operations manuals for respective types detail the specific operation of reverse thrust; however, rejecting a landing after  reverse thrust selection is not allowed for the following reasons: •

A significant time period may be required for a reverser to transition to the forward thrust position.

•

It is possible that a reverser may not stow in the forward thrust position.

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LIST OF MANUAL REFERENCES

Listed below are some relevant reference material related to rejected landings for  each aircraft type. Every effort has been made to ensure these lists are current on date of printing. Please update your references as amendments are released.

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List of Manual References for 747-400 Source

Key Words

Page

Amendment

Operations Manual

Go-Around Procedure

TBA

TBA

Rejected Landing

TBA

TBA

Landing

5-24 to 5-25

Revision 1,

Volume 1 Flight Crew Training Manual Flight  Administration

15/10/2001

Manual Volume 2 Qantas Flying

 Aeroplane Landing

Manual

Performance

15-26 to 15-40

Revision 7, 01/05/2001

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List of Manual References for 747 Source

Key Words

Page

Amendment

Operations Manual

Go-Around Procedure

TBA

TBA

Rejected Landing

TBA

TBA

Landing

5-24 to 5-25

Revision 1,

Volume 1 Flight Crew Training Manual Flight  Administration

15/10/2001

Manual Volume 2 Qantas Flying

 Aeroplane Landing

Manual

Performance

15-26 to 15-40

Revision 7, 01/05/2001

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List of Manual References for 767 Source

Key Words

Page

Amendment

Operations Manual

Go-Around Procedure

TBA

TBA

Rejected Landing

TBA

TBA

Landing

5-24 to 5-25

Revision 1,

Volume 1 Flight Crew Training Manual Flight  Administration

15/10/2001

Manual Volume 2 Qantas Flying

 Aeroplane Landing

Manual

Performance

15-26 to 15-40

Revision 7, 01/05/2001

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List of Manual References for 737 Source

Key Words

Page

Amendment

Operations Manual

Go-Around Procedure

NP.20.35

Revision 8,

Volume 1 Flight Crew

01/09/2001 Rejected Landing

4.51

Training Manual Flight

Revision 3, 01/05/2001

Landing

5-24 to 5-25

 Administration

Revision 1, 15/10/2001

Manual Volume 2 Qantas Flying

 Aeroplane Landing

Manual

Performance

15-26 to 15-40

Revision 7, 01/05/2001

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ENDNOTES

1

 Qantas Flight Publications, Qantas Flying Manual, Qantas Airways Ltd, 2001,

 Australia, page 15-27

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BIBLIOGRAPHY

Civil Aviation Safety Authority, Civil Aviation Regulations 1988, Civil Aviation Safety  Authority, 2000, Australia

Qantas Flight Publications, Flight Administration Manual Volume 2, Qantas Airways Ltd, 2001, Australia

Qantas Flight Publications, Qantas Flying Manual, Qantas Airways Ltd, 2001,  Australia

The Boeing Company, 737-300/400 Operations Manual, Volume 1, Revision 8, Qantas Airways Ltd, 2001, Australia

The Boeing Company, 737-300/400 Flight Crew Training Manual, Revision 3, Qantas Airways Ltd, 2001, Australia

Qantas Flight Publications, Flight Ops Newsletter, Volume 2, No 1, Qantas Airways Limited, 2002, Australia

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