Capn Bloggs & Lead Balloon
CAO 20-7-1B is very clear. Prior to dispatch, for a dry Runway 1.67 x LDR Dry or for a wet Runway 1.92 x LDR dry/Flight Manual or Ops Manual data for a wet runway shall be used. Once inflight 1.67 x LDR Dry or if actual landing distance data is supplied under its type certificate, 1.15 x Actual LD. Regarding Airbus and Boeing, actual LD is supplied under their Type Certificate. I can’t speak for Boeing but Airbus SOP is to use FlySmart calculations for Medium-Poor braking (contaminated) if the destination is forecasting weather conditions that would result in contaminated runway condition, otherwise 1.67 or 1.92. Also once in flight and the weather report indicates a wet runway, calculation should be based on Medium-Poor braking (Contaminated) if using reverse idle. It might surprise you but FlySmart landing calculations with 15% factoring and Medium-Poor braking is worse than 1.67 and 1.92 factoring on a dry runway.
The figures below are based on sea level, ISA conditions, zero wind at Max LW. 1.67 & 1.92 are based on max manual braking on a dry runway and the FlySmart figures are based on sea level, ISA conditions, zero wind at Max LW and Medium-Poor braking x 1.15.
A320-200: 1.67 = 6148, 1.92 = 7068, FlySmart = 7870
A321-200: 1.67 = 6318, 1.92 = 7293, FlySmart = 8024
A330-300: 1.67 = 7165, 1.92 = 8237, FlySmart = 8911
A350-900: 1.67 = 7831, 1.92 = 9003, FlySmart = 9427
A350-1000: 1.67 = 8023, 1.92 = 9224, FlySmart = 10727
Last edited by 404 Titan; 7th Sep 2021 at 06:35.