Touchdown Point on ILS: how does FOQA do it?
Fleet Manager
Joined: Apr 2001
Aviation Qualifications: ATPL
Posts: 7,447
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From: various places .....
The only problem is that short flare limit is 5 / 4 / 3 seconds and I keep busting the 5 sec limit,
.. ah .. the curse of the skillful pilot .. for those of us who be mere mortals .. the usual crash more than accommodates a short flare distance requirement ...
.. ah .. the curse of the skillful pilot .. for those of us who be mere mortals .. the usual crash more than accommodates a short flare distance requirement ...
Only half a speed-brake
Joined: Apr 2003
Posts: 4,459
Likes: 136
From: Commuting not home
Originally Posted by john_tullamarine
The only problem is that short flare limit is 5 / 4 / 3 seconds and I keep busting the 5 sec limit,
.. ah .. the curse of the skillful pilot .. for those of us who be mere mortals .. the usual crash more than accommodates a short flare distance requirement ...
.. ah .. the curse of the skillful pilot .. for those of us who be mere mortals .. the usual crash more than accommodates a short flare distance requirement ...
I see you can crash yours from 30 ft in longer than 5 sec
. Now who is imperishable here - unless, of course, you are flying helicopters. Which would only prove your immortality. 
Joined: Dec 2005
Posts: 94
Likes: 0
From: all over
There's no reason to calculate touchdown point for normal landings at all. We screen all landings by the "G" on touchdown and flag those above the type limit, look for side drift above limits on vulnerable fleets (e.g. Airbus A300-600, look for long touchdowns by a specified time after 50 ft Radio Ht and will soon start looking at short touchdowns again by less than say 5 secs from 50 RA.
The only time we do an accurate calculation is where ther's been a hard landing because they are almost always short and its worth being accurate about where it happened.
The only time we do an accurate calculation is where ther's been a hard landing because they are almost always short and its worth being accurate about where it happened.
Joined: Aug 2005
Posts: 13
Likes: 0
From: UK
"Personally, I do not see the need for such a precision in data monitoring"
FOQA is not just a tool for use with A/C operations, it can also be applied to Airfields. Identify where the "suspect" airfields are or indeed runways.
It seems that everyone has this belief that FOQA is used to examine what went wrong and why, and to spy on the pilots (although thankfully this seems to be phasing out as more pilots see the benefit of FOQA), well this is not the case FOQA should be used as a safety tool detecting trends and attempting to prevent events before they happen. Of course there are times where you would need to investigate a minor incident, and in this case precision is a very important factor.
"one might do a skidmark analyses"
Try doing a skid mark analyses at LHR 27R
FOQA is not just a tool for use with A/C operations, it can also be applied to Airfields. Identify where the "suspect" airfields are or indeed runways.
It seems that everyone has this belief that FOQA is used to examine what went wrong and why, and to spy on the pilots (although thankfully this seems to be phasing out as more pilots see the benefit of FOQA), well this is not the case FOQA should be used as a safety tool detecting trends and attempting to prevent events before they happen. Of course there are times where you would need to investigate a minor incident, and in this case precision is a very important factor.
"one might do a skidmark analyses"
Try doing a skid mark analyses at LHR 27R
