Page 35 - Feb17TNT

Reining It In
Proper energy management and technique are keys to getting your aircraft stopped in time
by LeRoy Cook
Bringing an aircraft safely to taxi and turnoff speed begins with proper planning. Know how much runway you need to get stopped, factoring in the weight, wind and altitude conditions,
the runway surface and any obstructions in the approach path. Landing distances from the ops manual charts are a start, but they should be regarded as minimums, not as absolute sufficiency. They are, after all, based on test-pilot efforts. If you have any doubt, go to a longer runway.
Once it is determined that the destination runway is adequate, make
sure you are flying a profile that will place the airplane’s wheels on
the surface within a normal touchdown zone, with speed managed
so as to begin the rollout with an acceptable amount of energy to be
dissipated. This task begins with a stabilized approach, despite ATC’s
traffic separation requirements. Don’t be faced with trying to slow
down on short final, 20 knots too fast while the VASI lights are stubbornly white in the lower part of your windshield. Get the airplane on target early in the approach, or start planning a go-around.
Runway overshoot accidents generally result from an unstabilized approach or a contaminated runway that wasn’t considered when the flight was planned. It shouldn’t come as a surprise when we find a slick surface; check ASOS or ATIS for reports of precipitation, seek runway condition reports from ATC, and watch out for pilot reports that are being altered to “good” or “mostly dry” to cover an operator’s requirements.
Stabilizing the approach becomes even more important when the runway is contaminated. Fly the appropriate approach speed and make your target spot in the sacred first 1,000 feet, or at least the first third. Combining approach speed and glideslope target should produce a good touchdown with adequate runway remaining. Remember, you always have the option of going around if the approach isn’t working out.
That said, going around becomes a riskier option as the landing progresses. It’s relatively easy to pull up while still a few hundred feet above the ground; it’s quite another to power-up and reconfigure after the tires are on the runway, already slowing down with flaps and spoilers deployed. In general, once the flare is begun and the airplane is no longer at approach speed, it’s best to consider the landing made. Executing a go-around while rolling should be considered if there’s a clear reason to do so, such as an aircraft or vehicle entering your runway, wildlife hazard or unexpected wind shift.
Whoa, Whoa, Big Fella
If you planned properly, flew the approach in a stable, slow manner and touched down in the correct zone, a normal rollout and exit should be assured. Braking technique is important. The landing isn’t over until the chocks are under the wheels. Deceleration takes more than standing on the pedals. Use everything appropriate to the aircraft’s recommended procedures.
February 2017
TWIN & TURBINE • 33