GM2 CAT.OP.MPA.303 In-flight check of the landing distance at time of arrival — aeroplanes

CAA ORS9 Decision No. 15

RUNWAY CONDITION CONSIDERATIONS

When available for the portion of the runway that will be used for landing, the following elements are relevant for consideration:

(a) RWYCC;

(b) expected runway conditions (contaminant type and depth);

(c) other information contained in the RCR related to the following elements:

(1) width of the runway to which the RWYCC applies if less than the published runway width;

(2) reduced runway length;

(3) drifting snow on the runway;

(4) loose sand on the runway;

(5) chemical treatment on the runway;

(6) snowbanks on the runway;

(7) snowbanks on taxiways;

(8) snowbanks adjacent to the runway;

(9) taxiway conditions;

(10) apron conditions;

(11) State approved and published use of measured friction coefficient;

(12) plain language remarks;

(d) AIREP of braking action.

AIRCRAFT PERFORMANCE CONSIDERATIONS

The following elements may impact landing distance calculations:

(a) runway slope;

(b) aerodrome elevation;

(c) wind;

(d) temperature;

(e) aeroplane mass and configuration;

(f) approach speed at threshold;

(g) eventual adjustments to the landing distance, such as autoland; and

(h) planned use of available and operative aeroplane ground deceleration devices.

AUTOBRAKE USAGE

While autobrakes are a part of the aeroplane’s landing configuration, the landing distance assessment at the time of arrival is not intended to force a higher-than-necessary autobrake selection. For operations where the RWYCC is 6 or 5, if the manual braking distance provides at least 15 % safety margin, then the braking technique may include a combination of autobrakes and manual braking even if the selected autobrake landing data does not provide a 15 % safety margin.

GENERAL

Background information and further guidance on the in-flight check of the LDTA may be found in ICAO Doc 10064 ‘Aeroplane Performance Manual’.