LANDING

Question 1

Landing Phase and to think about

Answer 1

• Successful flare and touchdown
• Speed call out: >10 kts and not less Vref
• Flare: 20 to 10 ft
• pitch change is 2 -3 degrees
• touchdown zone = 1000 ft markers
• Thrust reverser: MAX REV to 60(contaminated) - MIN REV to 30 or to a full stop
• Below 60 MAX REV inspection is needed (EMG need to be used)
• MAX Tailwind is 15 kts xwind 35, CAT 15
• Nose Wheel steering is 30 kts which taxi speed
• RWYCC - 1 or 0.2 CRFI prohibited
• Upon receiving landing clearance from ATC, the PM will select the NOSE and SIDE taxi light ON and state“CLEARED TO LAND.” The PF will acknowledge by responding “CHECK.”

Question 2

Captains only landing

Answer 2

• Contaminated
• WSHR reported
• xwind > 25 kts

Question 3

factors Inflight landing distance assessment

Answer 3

• runway, runway surface condition, winds, speed additives, airplane weight and configuration, and use of deceleration devices may have changed flight was dispatched

Question 4

MAX perf landing

Answer 4

• Positive firm and not floating lower nose immediately
• Full flap, MAX REV to 60, MAX Manual braking
• Slow to 30 kts taxi speed
• Same technique for flap 5 but increased distance

Question 5

Landing On Wet, Slippery or Contaminated Runways

Answer 5

• Runway contamination: standing water, ice, snow, slush, frost in any form, heavy rubber skid markings, or other substances are present.
• QRH helps and consider XWIND tables
• Be aware of hydroplaning: runway roughness, dept or type of contaminant, Tire inflation pressure
• hydroplaning technique: use MAX perf l./g and no parking brake due to antiskid protection
• For EMG/ABN RWYCC 4-1 should not be used

Question 6

Crosswind landing

Answer 6

• Know limitations
• sideslip, Crab, Decrab, Crab and sidelsip

Question 7

Operational Factors Affecting Landing Distance

Answer 7

• plane crosses threshold at 50FT at VREF using Manual braking
• Several environment factors affect distance: airport elevation, runway slope, runway conditions, and winds
• Distance is affected: bad approach, > 50 ft THR, Speed, Flare, min brake usage, deceleration devices not used
• Speed > 10 kts = 20%, 100 FT = 35%, Flare > 3 seconds more = 25% Total 80%

Question 8

Low vis landings

Answer 8

• Feel high - haze, smoke, dust, and glare.
• Night landings: RWY light intensity, Windshield moisture causes GP illusions
• Light refracts through water molecules feels above or below
• Result: short or long distance
• Cross check VSI and PAPI

Question 9

Overweight landing

Answer 9

• longest runway, no Tailwind, No negative slope
• At weights above the maximum landing weight, the maximum wind correction in the final approach may be limited by the flap manoeuvring speed.
• configure early no excess speed on final
• Brske energu speeds is affected with flap 5 or less
• 300 ft/min at touchdown is the max
• MAX perf stopping on touchdown
• Alert ground crew if brake temps are high

Question 10

Bounced landings

Answer 10

• Pitch technique of the flare
• no trim during the flare
• Factors that affect: Windshear, Low-level turbulence, High flare initiation, Excessive rate of descent, Late flare initiation, Incorrect flare technique, Excessive airspeed, Power on touchdown
• If thrust must added to help during he flare initiate the GO AROUND
• Slight bounce: Maintain attitude, add pwr for ground spoiler deactivate and on touchdown back to idle
• High rate bounce: GO AROUND

Question 11

Tail Strike During Landing

Answer 11

• L/gs greater than take offs
• Factors due to: Approach at improper pitch, speed, thrust, and glide path, Prolonged flare, hold-off for a smooth touchdown, Starting to flare the airplane too high above the runway, Improper crosswind correction during flare; and Over rotation during a touch and go
• highest potential flaring high above the runway if so reduce pitch
• TSA works lower than 25 FT
• Tail strike will occur at 9.7°

Question 12

Brakes usage

Answer 12

• Main gear touches down immediate brakes need to be used
• one pressure till taxi speed

Question 13

AUTOBRAKE

Answer 13

• HI, MED, LO
• 80 kts Disengage it to taxi speed
• Pilots discretion disengage it anytime
• If stopping distance is affected manual braking should be used

Question 14

Parking Brake

Answer 14

• Only EMG or ABN ops
• Protections not available: Locked wheel, touchdown and antiskid
• Stops the airplane maintain continuous pressure
• Tire bursts wait till stop to release the handle

Question 15

Go-Around – Automation and Flow Sequence

Answer 15

• Activated - Pressing and See ing TRACK Press TOGA - FMA TRACK - show active or Disengaged
• Deactivated - Diff Mode Selected and on Touchdown
• GA pitch = GA speed transition = 8 degrees nose up
• Flap full to 4 and Flap 5 to 2
• • ROC and VREF +20 kts = GEAR UP
• LNAV at 50 ft and VNAV = GO AROUND LIMIT PAGE = retract flaps with F-bug
• Maintain “MODE AWARENESS”
• MISSED APP activated within 2 NM from FAF to MAP or manually selected
• Make Captain PA or Ask Purser to do so

Question 16

Rejected Landing

Answer 16

• no touchdown = similar GO AROUND procedure maybe manually flown
• Touchdown =
  
  • Manually flown Ground spoilers retract
  • autobrake disarms as the thrust levers are advanced
  • thurst reversers selected then FULL STOP

Question 17

Discontinued Approach

Answer 17

• DO not use TOGA
• where: near or at MAA, Far from MAP
• Maybe excess thrust
• “DISCONTINUE APPROACH”
• Press ALT, Select MAA or specified
• Select FMS, activate MA
• HDG maybe FLCH for climb configure slowly

Question 18

After Landing Flow

Answer 18

• “I HAVE CONTROL” at taxi speed 30 kts or high speed taxiway (RSP allowed)
• Crossing runway delay flow Called by LSP done by RSP ATC instructions first
• Lights off be cautious when crossing RWY
• 0, 2 up, brake Status, Anti ice, APU
• Note: flap retraction free and clear of snow, ICE or slush