TBC's SAAFER Trng Video (5 minutes)
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Boeing: Boeing and Aviation Safety - Project SAAFER
Reducing Runway Landing Overruns
Earlier Honeywell product:
Aside from Rwy Excursion mitigation, some of these factors are common to Abnormal Rwy Contact (ARC) damage: There are competing messages, with manufacturers and operators encouraging or permitting Reduce Drag Approach Configuration
Fuel Conservation Strategies: Descent and Approach
-- pushing pilots toward lower RPM "unspooled" approaches.
And, investigators have been slow to link the low-drag configuration to "engine lag" during pilot's late attempt to save the last minute "sinker": latest AAIB review of an A321 A&L ARC-damage mishap
Airbus Industries A321-211 OE-LBF 09-12.pdf
"... 100 feet AGL ... further worsened ... Go-around thrust was set and ... rotated the aircraft to 10 degrees nose up initially. ... sensed a severe downdraft ... caused the aircraft to sink and the main gear to contact the runway ... became airborne again ... a tailstrike ... both thrust levers were fully advanced, however due to their lag the engines were still accelerating when the aircraft contacted the runway...."
AAIB failed to state the approach-configuration for the above ARC-mishap, failed to relate the "engine lag" to DRAG deployed. That AAIB review restates earlier pilot mis- perceptions about thrust: "Go-around thrust was set" -- or
advancing the Thrust Levers, during the late "sinker", may NOT really mean that the engines have increased actual thrust. This has been a repeated human misperception during prior ARC-investigations (of both pilots and investigators). In one case the engines didn't spool-up until seven seconds after the ARC-tail-impact (eg, DEN06IA051