Professional Documents
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Rejected Landing
Rejected Landing
LANDINGS
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30 August 2002
Disclaimer:
Rejected Landings
Co-ordinated
Briefing, is
Issue
1
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All information
contained
in this document
accurate
at time of printing.
This is an internal publication for Qantas Flight Crew
30 August 2002
For the latest version of information please refer to your fleet specific manuals.
INTRODUCTION
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2.
For the month of November 2001, QAR Deep Landing Alerts (in excess of 2500 feet
from the landing threshold) were recorded as follows:
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The most difficult element of a rejected landing is making the correct decision to
reject a landing. This decision may need to be made in a brief period of time, during
which numerous factors must be considered. These may include:
Runway Condition
o The best stopping performance will be achieved on a dry runway. Minimum
stopping distance on a wet slippery runway is about 40% longer than on a dry
runway. An icy runway may require two or more times the minimum landing
distance possible on a dry runway.
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Weather Conditions
o Actual weather conditions for a landing will affect the landing distance.
Precipitation may affect the friction characteristics of the runway surface.
Visibility may affect the pilots ability to judge the landing and rollout. Wind
velocity will affect landing distances both directly, by affecting groundspeed at
touchdown, and indirectly because of Vref additives using the RGS technique.
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The landing phase is time critical. Decisions regarding the progress of the landing
must be made early in the landing phase at a time when the pilot may be
encountering an intense manual flight workload. The preceding factors may be used
by pilots to determine a decision point along the runway at which a rejected landing
must be made if touchdown has not occurred. This decision point can be
determined prior to commencing the approach, so that a rejected landing can be
initiated if that point is reached prior to touchdown. By treating the rejected landing
in a similar manner to a rejected takeoff, with a specific decision point, a potentially
unsafe landing can be avoided.
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4.
The rejected landing manoeuvre will depend on aircraft type. Generally it will be
flown in the same manner as a go-around, except that touchdown may occur during
a rejected landing. A rejected landing, once initiated should be continued,
regardless of whether the aircraft touches down during the manoeuvre, unless
exceptional circumstances exist. Respective Flight Crew Training Manuals detail the
procedure to be followed. Common to all types is the requirement to complete the
landing once reverse thrust has been selected. Operations manuals for respective
types detail the specific operation of reverse thrust; however, rejecting a landing after
reverse thrust selection is not allowed for the following reasons:
It is possible that a reverser may not stow in the forward thrust position.
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Listed below are some relevant reference material related to rejected landings for
each aircraft type. Every effort has been made to ensure these lists are current on
date of printing. Please update your references as amendments are released.
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Key Words
Page
Amendment
Operations Manual
Go-Around Procedure
TBA
TBA
Rejected Landing
TBA
TBA
Landing
5-24 to 5-25
Revision 1,
Volume 1
Flight Crew
Training Manual
Flight
Administration
15/10/2001
Manual Volume 2
Qantas Flying
Aeroplane Landing
Manual
Performance
15-26 to 15-40
Revision 7,
01/05/2001
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Key Words
Page
Amendment
Operations Manual
Go-Around Procedure
TBA
TBA
Rejected Landing
TBA
TBA
Landing
5-24 to 5-25
Revision 1,
Volume 1
Flight Crew
Training Manual
Flight
Administration
15/10/2001
Manual Volume 2
Qantas Flying
Aeroplane Landing
Manual
Performance
15-26 to 15-40
Revision 7,
01/05/2001
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Key Words
Page
Amendment
Operations Manual
Go-Around Procedure
TBA
TBA
Rejected Landing
TBA
TBA
Landing
5-24 to 5-25
Revision 1,
Volume 1
Flight Crew
Training Manual
Flight
Administration
15/10/2001
Manual Volume 2
Qantas Flying
Aeroplane Landing
Manual
Performance
15-26 to 15-40
Revision 7,
01/05/2001
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Key Words
Page
Amendment
Operations Manual
Go-Around Procedure
NP.20.35
Revision 8,
Volume 1
Flight Crew
01/09/2001
Rejected Landing
4.51
Training Manual
Flight
Revision 3,
01/05/2001
Landing
5-24 to 5-25
Administration
Revision 1,
15/10/2001
Manual Volume 2
Qantas Flying
Aeroplane Landing
Manual
Performance
15-26 to 15-40
Revision 7,
01/05/2001
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ENDNOTES
Qantas Flight Publications, Qantas Flying Manual, Qantas Airways Ltd, 2001,
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BIBLIOGRAPHY
Civil Aviation Safety Authority, Civil Aviation Regulations 1988, Civil Aviation Safety
Authority, 2000, Australia
Qantas Flight Publications, Flight Administration Manual Volume 2, Qantas Airways
Ltd, 2001, Australia
Qantas Flight Publications, Qantas Flying Manual, Qantas Airways Ltd, 2001,
Australia
The Boeing Company, 737-300/400 Operations Manual, Volume 1, Revision 8,
Qantas Airways Ltd, 2001, Australia
The Boeing Company, 737-300/400 Flight Crew Training Manual, Revision 3,
Qantas Airways Ltd, 2001, Australia
Qantas Flight Publications, Flight Ops Newsletter, Volume 2, No 1, Qantas Airways
Limited, 2002, Australia
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