23 MRJT Descent and Landing

Question 1

The effect of headwind on descent profile?

Answer 1

An increasing headwind on descent steepens the descent profile. You’ll need to add thrust to descend at the optimum rate and to observe altitude constraints.

Question 2

The effect of increasing tailwind component?

Answer 2

An increasing tailwind during the descent shallows the descent profile. You’ll need to add drag to retain the target rate of descent and ensure that you don’t arrive at the bottom of descent with excessive airspeed.

Question 3

Factors affecting the length of the landing run: Reverse Thrust?

Answer 3

Reverse Thrust: Significantly shortens the landing roll.

Question 4

Factors affecting the length of the landing run: Anti-Skid

Answer 4

Anti-Skid: Early, firm braking reduces the length of the landing run.

Question 5

Factors affecting the length of the landing run: Ground spoilers?

Answer 5

Ground Spoilers and/or Lift dumpers: Firm contact makes for greater braking effectiveness and the extra drag, particularly in the first part of the landing run, reduces the ground roll.

Question 6

Factors affecting the length of the landing run: Auto-braking?

Answer 6

Auto-braking: Maximum auto brake outperforms anything the PF dares to do.

Question 7

Factors affecting the length of the landing run: Hydroplaning?

Answer 7

Hydroplaning: A non-rotating tyre creates very little braking action. Hydroplaning can significantly increase the landing run.

Question 8

Where is the maximum landing mass the lowest?

Answer 8

The maximum landing mass is reduced by hot/high conditions:

• Increased groundspeed on landing (field length limited mass).
• Reduced climb performance (climb limited mass).

Question 9

The limiting mass for the approach climb is the maximum mass at which the following gradient can be achieved:

Answer 9

• 2.1% for two-engined aircraft.
• 2.4% for three-engined aircraft.
• 2.7% for four-engined aircraft.

WITH
* The aeroplane in the approach configuration.
* The critical engine inoperative and the remaining engines at TOGA.
* The normal approach speed but no greater than 1.4 VSR.
* Landing gear retracted.
* Expected air density for the aerodrome altitude and ambient temperature expected at the time of landing.

Question 10

Demonstrated landing distance?

Answer 10

When an aeroplane manufacturer applies for approval for an aeroplane type, it must demonstrate the type’s landing performance over the course of six landings in standard temperatures, at each weight, altitude and wind within the operational limits of the aeroplane.

Question 11

What is the limtation of landing climb?

Answer 11

The limiting mass for the landing climb is the maximum mass at which a gradient of 3.2% can be achieved with:

• All engines operating at the power available after eight seconds from the initiation of movement of the thrust control from the minimum flight idle position to the TOGA position.
• The aeroplane in the landing configuration.
• The landing gear is extended.
• Expected air density for the aerodrome altitude and ambient temperature expected at the time of landing.
• A V_REF climb speed not less than 1.23 V_SR0 (or V_MCL).

Question 12

Requirements for full stop landing distance?

Answer 12

The landing mass for the estimated time of landing must allow a full stop landing from 50 ft above the threshold:
* Turbojet aeroplanes, dry runway: within 60% of the landing distance available. LD ≤ 0.6 × LDA, or LD × 1.67 ≤ LDA), or
* Turbopropeller aeroplanes, dry runway: within 70% of the landing distance available. LD ≤ 0.7 × LDA, or LD × 1.43 ≤ LDA

Question 13

Effect of landing distnace if the runway is forcast to be wet?

Answer 13

If the runway is forecast to be wet at the estimated time of arrival, the landing distance must be factored by 115%, unless a lower factor is specified in the Aeroplane Flight Manual.

Question 14

LDA requirement for a contaminated runway?

Answer 14

For a contaminated runway the LDA must be the most restrictive of:

• 115% of the normal dry landing distance, or
• 115% of the distance determined in accordance with approved contaminated landing distance data.

Question 15

Effect of brake temperature on turn around times?

Answer 15

Braking effectiveness depends mostly on the ability of the brakes to absorb kinetic energy and turn it into heat energy. Hot brakes are much less able to absorb energy. During a quick turnaround the brakes may not have had time to cool since the previous landing. You may have to delay departure until the brakes have cooled sufficiently

Question 16

Key factors effecting landing distance?

Answer 16

Assuming the approach is flown at the correct speed, the landing distance depends on several factors including:

• The mass of the aeroplane: (Requires a higher approach speed and more stopping force for a given speed).
• Tailwind: A tailwind increases the aeroplane’s ground speed and this increases the LDR.
• Runway slope: A downslope increases the landing distance.
• Runway contamination: Anything which reduces the friction coefficient of the runway increases the stopping distance. Runway contamination increases the LDR.

Question 17

Impingement and displaceemnt drag?

Answer 17

Fluid contaminants contribute to stopping force by:
* Resisting forward movement of the wheels (i.e., causing displacement drag); and,
* Creating spray that strikes the landing gear and airframe (i.e., causing impingement drag).

Question 18

Standard piloting procedure when approaching a runway in stormy conditions?

Answer 18

auto-braking set to low/med.
faster approach speed
Firm landing.

Question 19

What descent speed should be used in the event of a decompression at cruise altitude?

Answer 19

M_mo

Question 20

The advantages of a CDFA, continuous descent to final approach procedure?

Answer 20

(i) the technique enhances safe approach operations by the utilisation of standard operating practices;
(ii) the technique is similar to that used when flying an ILS approach, including when executing the missed approach and the associated missed approach procedure manoeuvre;
(iii) the aeroplane attitude may enable better acquisition of visual cues;
(iv) the technique may reduce pilot workload;
(v) the approach profile is fuel-efficient;
(vi) the approach profile affords reduced noise levels;
(vii) the technique affords procedural integration with 3D approach operations; and
(viii) when used and the approach is flown in a stabilised manner, CDFA is the safest approach technique for all instrument approach operations using NPA procedures.

Question 21

Pilot actions when landing on a very wet runway?

Answer 21

In wet runway operations, or main issues are with braking. Due to hydroplaning, the water on the runway can create a slippery layer between the runway and the tyres. This has very low friction, so the tyre will have no traction available to applying braking force, the wheel will “lock up” and the tyre will just skid on a “wedge of water”.

This is why it is important to land firmly and apply as much braking as possible immediately, including reverse thrust and speedbrakes.

Question 22

Ways in which you can increase the rate of descent?

Answer 22

Increasing aircraft speed (although this does mean the aircraft will have to be slowed down eventually).
Extending speedbrakes (more effective at high airspeeds)
Using flaps (only works at slower speeds and gives a much lower maximum airspeed to stay below).
Extending landing gear early (usually only recommended near to the approach).

Question 23

Angle of bank limitations for the approach climb?

Answer 23

In showing compliance with CS 25.121 it is accepted that bank angles of up to 2° to 3° toward the operating engine(s) may be used.