AIRBUS IN-FLT LANDING DISTANCE
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AIRBUS IN-FLT LANDING DISTANCE
Hello, my airline is finally changing to the new Airbus digital manual suite(A320). Thus we will be using the new procedure for calculating in-flight landing distance.
I've done a lot of reading around this, but was wondering what your airlines have done to implement this new procedure? I.e.
1. Have they added any safety margin to 'In-FLT landing distance ?
2. My airlines landing distance policy...At dispatch: RLD is equal too or less than LDA. Post-dispatch and no failures: same as dispatch . Post-dispatch with failure: two calculations required...higher of RLD or In-flight landing distance.
Does your airline have a similar policy ?
Thanks in advanced for input
I've done a lot of reading around this, but was wondering what your airlines have done to implement this new procedure? I.e.
1. Have they added any safety margin to 'In-FLT landing distance ?
2. My airlines landing distance policy...At dispatch: RLD is equal too or less than LDA. Post-dispatch and no failures: same as dispatch . Post-dispatch with failure: two calculations required...higher of RLD or In-flight landing distance.
Does your airline have a similar policy ?
Thanks in advanced for input
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For dispatch: Same as before.
In Flight:
Normal ops: include the extra margin (+15%) to get the FLD (Factored landing distance). Cannot land if the runway does not cover this.
Emergencies: Calculate the FLD as a REFERENCE. Pilot´s decision to land or not if the FLD is higher than the available runway. RLD is mandatory in this case, the margin just a bonus and/or for reference.
In Flight:
Normal ops: include the extra margin (+15%) to get the FLD (Factored landing distance). Cannot land if the runway does not cover this.
Emergencies: Calculate the FLD as a REFERENCE. Pilot´s decision to land or not if the FLD is higher than the available runway. RLD is mandatory in this case, the margin just a bonus and/or for reference.
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Are you going to be using the LPC NG or the QRH? The QRH never has the 15% margin added to the landing distance, however the LPC NG if configured by your administrator will automatically add the 15% to the landing distance (both with and without failures)
You should also look over the QRH for the runway assessment matrix as this will guide you what values to enter either the tables or the LPC with... Note that you select different options for dispatch and inflight calculations.
You should also look over the QRH for the runway assessment matrix as this will guide you what values to enter either the tables or the LPC with... Note that you select different options for dispatch and inflight calculations.
Assuming that the In-Flt Landing Distance is based on the new Operational Landing Distance (OLD) calculations, then these new distances will be greater than previous advisory ‘actual landing distances’.
Factored distances (FOLD), include a further 15% margin.
None of the increases should be viewed as additional safety margins. The calculation of OLD brings the performance more in line with what a pilot could achieve as an actual landing distance, and FOLD includes the generalised minimum addition to counter variability in operations, be this from flight technique (speed, ht, position), brake use, wind accuracy, or runway condition.
In many circumstances a further addition would reflect good airmanship.
I interpret Blue’s procedure as requiring the fully factored dispatch RLD as the basis for normal in-flight assessment, and for abnormal landings the higher of RLD or the FOLD for the abnormality (which will probably be longer than the normal FOLD).
This appears to be a very sound and sensible policy for maintaining an acceptable low level of risk, in risk prone situations.
There is a brief explanation of the OLD concept in Airbus OLD
Also http://www.ukfsc.co.uk/files/Safety%...ust%202010.pdf
and Safety First 12
Factored distances (FOLD), include a further 15% margin.
None of the increases should be viewed as additional safety margins. The calculation of OLD brings the performance more in line with what a pilot could achieve as an actual landing distance, and FOLD includes the generalised minimum addition to counter variability in operations, be this from flight technique (speed, ht, position), brake use, wind accuracy, or runway condition.
In many circumstances a further addition would reflect good airmanship.
I interpret Blue’s procedure as requiring the fully factored dispatch RLD as the basis for normal in-flight assessment, and for abnormal landings the higher of RLD or the FOLD for the abnormality (which will probably be longer than the normal FOLD).
This appears to be a very sound and sensible policy for maintaining an acceptable low level of risk, in risk prone situations.
There is a brief explanation of the OLD concept in Airbus OLD
Also http://www.ukfsc.co.uk/files/Safety%...ust%202010.pdf
and Safety First 12
