GM2 CAT.OP.MPA.303 In-flight check of the landing distance at time of arrival — aeroplanes
ED Decision 2021/005/R
RUNWAY CONDITION CONSIDERATIONS
When available for the portion of the runway that will be used for landing, the following elements are relevant for consideration:
(a) RWYCC;
(b) expected runway conditions (contaminant type and depth);
(c) other information contained in the RCR related to the following elements:
(1) width of the runway to which the RWYCC applies if less than the published runway width;
(2) reduced runway length;
(3) drifting snow on the runway;
(4) loose sand on the runway;
(5) chemical treatment on the runway;
(6) snowbanks on the runway;
(7) snowbanks on taxiways;
(8) snowbanks adjacent to the runway;
(9) taxiway conditions;
(10) apron conditions;
(11) State approved and published use of measured friction coefficient;
(12) plain language remarks;
(d) AIREP of braking action.
AIRCRAFT PERFORMANCE CONSIDERATIONS
The following elements may impact landing distance calculations:
(a) runway slope;
(b) aerodrome elevation;
(c) wind;
(d) temperature;
(e) aeroplane mass and configuration;
(f) approach speed at threshold;
(g) eventual adjustments to the landing distance, such as autoland; and
(h) planned use of available and operative aeroplane ground deceleration devices.
AUTOBRAKE USAGE
While autobrakes are a part of the aeroplane’s landing configuration, the landing distance assessment at the time of arrival is not intended to force a higher-than-necessary autobrake selection. For operations where the RWYCC is 6 or 5, if the manual braking distance provides at least 15 % safety margin, then the braking technique may include a combination of autobrakes and manual braking even if the selected autobrake landing data does not provide a 15 % safety margin.
GENERAL
Background information and further guidance on the in-flight check of the LDTA may be found in ICAO Doc 10064 ‘Aeroplane Performance Manual’.