18. Landing (LND) and Rejected Landing 50ft

Aim

Determine the candidate’s ability to carry out a normal or crosswind landing and, where practical, a landing from an instrument approach by visual descent from an approach MDA or DA. If required by the operations manual, within the conduct of the approach, complete a successful circling approach.

Description

The candidate will demonstrate:

1. one normal landing which, where practical, be conducted without external or internal glideslope information;
2. one landing from an instrument approach and, where prevailing conditions prevent an actual landing, an approach to a point where a landing could have been made. This is not required where the air operator's certificate authorizes operations under day VFR only, or the air operator assigns the pilot to day VFR flights only;
3. one crosswind landing, where practicable, under existing meteorological, runway and airport traffic conditions;
4. one landing and manoeuvring to that landing with a simulated failure of 50 percent of the available engines; and
5. one landing under simulated circling approach conditions except that where prevailing conditions prevent a landing, an approach to a point where a landing could have been made.

Note: Any of the landings and approaches to landings specified in this section may be combined. A minimum of two landings is required.

Performance Criteria ::: Landing

(06/2017 FTG p.39)

1. demonstrate adequate knowledge of normal and crosswind approaches and landings including recommended approach angles, airspeeds, V-speeds, configurations, performance limitations, and ATC or examiner instructions;
2. consider factors to be applied to the approach and landing such as displaced thresholds, meteorological conditions, NOTAMs, wake turbulence, wind shear, microburst, gust/wind factors, visibility, runway surface, braking conditions, and other related safety factors (as appropriate to the aeroplane);
3. establish the approach and landing configuration appropriate for the runway and meteorological conditions, and adjusts the powerplant controls as required;
4. perform the aircraft checklist items relative to the phase of flight;
5. maintains a ground track that ensures the desired traffic pattern will be flown, taking into account any obstructions and ATC or ACP instructions;
6. verify existing wind conditions, makes proper correction for drift, and maintains a precise ground track;
7. maintain a stabilized approach and the desired airspeed/V-speed within +10/-5 knots.
   execute a landing from an approach MDA or DA when the required visual references for the intended runway are obtained;
8. accomplish a smooth, positively controlled transition from final approach to touchdown or to a point in the opinion of the ACP that a safe full stop landing could be made;
9. maintain positive directional control and crosswind correction during the after-landing roll;
10. use spoilers, prop reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, in such a manner to bring the aeroplane to a safe stop; and
11. complete the applicable after-landing checklist items in a timely manner and as recommended by the manufacturer.

Commenting a "1"

• Landed before displaced threshold marks.
• No briefing or reference to wake turbulence, which was encountered at low level, and
• resulted in unwanted bank during flare.
• No consideration made for contaminated runway. Several seconds of hydroplaning after touchdown.
• Proceeded with x-wind landing without any consideration/briefing for low CFRI value.
• Landed without ATC clearance.
• Initiated the flare too early.  Allowed IAS to drop below (___) while still airborne.
• Initiated the flare too late resulting in a nose wheel landing as reported by simulator console.
• While over controlling on short final, omitted to reply to PNF calls as per SOP.
• Did not use proper crosswind landing technique resulting in major path deviation.  Landed close to (left/right) runway lights despite calls made by PNF.
• Excessive (left/right) bank during flare triggering BANK GPWS warning and PNF calls.
• Speed deviation in excess of (____) kts before touchdown.
• Attempted landing without completing required checks.
• Landed  long requiring excess brake energy. Used clearway at the far end of runway.
• Did not arm spoilers which remained stowed throughout deceleration.
• Airspeed exceeded V speed by more than +10/-5 kts.

Commenting a "2"

• Confusion regarding displaced threshold distance leading to unnecessary long landing.
• Descended below expected wake turbulence path before touching down.
• Lack hydroplaning knowledge and avoidance technique.
• Attempted to land without ATC clearance. Clearance only received during flare.
• Confusion on how to apply low CRFI values requiring interpretation from other CM.
• Initiated the flare too early, leading to unwanted long landing.
• Over controlling on short final.
• Crosswind handling not in accordance with FCOM/SOP.
• Unwanted (left/right) bank during flare.  Corrected before touchdown.
• Major pitch deviations corrected after prompting from PNF.
• Major speed deviations corrected after prompting from PNF.
• Before Landing Check only carried after prompting from PNF.
• Unnecessarily long landing despite steady centerline winds.
• Did not make SOP calls after touchdown.  PNF carried (items) on his own.
• Spoilers remain unarmed, but were manually deployed

18. Rejected Landing 50ft

Aim

Determine the candidate’s ability to carry out a successful rejected landing.

Description

The candidate will conduct a rejected landing after having completed the instrument portion of the approach with the runway is in sight; the aircraft configured for landing and in final descent to the runway. Initiate this manoeuvre at approximately 50 feet above the runway and just about over the runway threshold. The ACP may combine the rejected landing with the missed approach.
In addition, the candidate will demonstrate the proper programming and use of Flight Management Systems as applicable.

Performance Criteria ::: Rejected Landing

(06/2017 FTG p.46)

1. demonstrate adequate knowledge of a rejected landing procedure including the conditions that dictate a rejected landing, the importance of a timely decision, the recommended airspeed/V- speeds, and also the applicable “clean-up” procedure;
2. make a timely decision to reject the landing for actual or simulated circumstances and make appropriate notification when safety-of-flight is not an issue;
3. apply the appropriate power setting for the flight condition and establish a pitch attitude necessary to obtain the desired performance;
4. retract the wing flaps/drag devices and landing gear, if appropriate, in the correct sequence and at a safe altitude, establishes a positive rate of climb and the appropriate airspeed/V-speed within +10/-5 knots;
5. trims the aeroplane as necessary, and maintain the proper ground track during the rejected landing procedure; and
6. accomplish the appropriate checklist items in a timely manner in accordance with approved procedures.

Commenting a "1"

• Long delay before deciding to reject.  Subsequent flight achieved at very low energy levels (IAS ___ kts).
• Increased pitch to (____ degrees) without applying Max Take-Off Trust leading to an airspeed deviation of (____ kts). Stall warning triggered. PNF called Go Around.
• After Max Take Off Thrust applied, allowed aircraft pitch to increase to (____ kts) leading to rapid airspeed decay as low as (____ kts).
• LDG Gear and Wing Flap retractions not called before (____ ft), considerably decreasing aircraft climb performance.
• Difficulty in trimming the stabilizer lead to large variations in pitch and airspeed.
• Major ground track deviation once rejected take-off initiated. Not perceived, not corrected.
• After Take-Off checklist not called for and never done.

Commenting a "2"

• Delay before deciding to reject the landing, but procedure accomplished accurately.
• Power setting correct, but slow to achieve proper aircraft pitch.
• Aircraft pitch set correctly, but slow to apply Max Take-Off Thrust.
• LDG Gear and Wing Flap retractions in reverse sequence, but performed at a safe altitude.
• Difficulty trimming the stabilizer lead to variations in pitch temporarily affecting climb performance.
• Major ground track deviation once rejected landing under way. Corrected once prompted by Departure Control.
• After Take Off checklist not called before (_____ ft), but completed correctly.