A comprehensive and professional interim report.
Those who forecast otherwise might reflect on their views and adjust attitudes before making further contributions, lest they be ignored.
Re the discussion on wind; for reference see the documents linked here.
http://www.pprune.org/tech-log/58346...ml#post9489344
It would be interesting to know the basis of the wind speed and variations discussed in the report, and thence the likelihood that the crew would have been aware of them. Data, communication, time, understanding.
Also, if RAAS uses a wind-speed input (even if only to compute groundspeed).
RAAS 'smart landing' has two landing awareness calls on the runway, '
long landing' followed at some point by the runway 'distance remaining'. The long landing distance (a defined touchdown zone) can be selected by the operator and preset in the system software. Presuming that this is a fixed value vice differing values for every runway, then selecting the most limiting, shortest runway option might be logical.
Are there any posters who can expand on this, and also if the operator policy is to rejected a landing in the event of an awareness call, and by using the GA procedure.
In addition whether the end of the RAAS touchdown zone a calculated from the threshold position (normally in the EGPWS / RAAS database), or is it a specific GPS location?
P.S. RAT, it would be difficult to compare the A380 ROPS with the B777 RAAS as the alerting philosophies differ; this may affect the choice of procedure.
AFAIR A380/ Airbus ROPS does not have a 'long landing call' - perhaps for a good reason?
don, would you like to define TDZ, and justify the reasoning.