Eric Janson wrote: ↑
Fri Jan 10, 2020 3:04 am
Can someone please answer my previous question:-
Is there a requirement at Canadian Airlines to compute the landing distance prior to commencing approach?
This is mandatory under EASA and we have to write both the required and the factored landing distance (115%) on the CFP.
This is from 2005 after the Air France runway overrun, however the current CARS only reference wet runway for dispatch, it appears the recommended updates have been delayed several times since then but should be published with the gazette this year, barring anymore unforeseen delays.
“In summary, when these amendments to the CARs come into force, CAR 705 air operators and their flight crews will be required to determine that sufficient landing distance is available prior to conducting an approach to land, taking into consideration the condition of the runway surface (dry, damp, wet, or contaminated) resulting from deteriorating weather.”
TSB reassessment of Transport Canada's response to Recommendation A07-05 (February 2019)
To date, the following actions have been taken by Transport Canada (TC) to address the safety deficiency identified in Recommendation A07-05, regarding aircraft landing distance considerations in deteriorating weather:
Since 1999, TC has issued 5 Notices of Proposed Amendment addressing aircraft performance on wet and contaminated runways.
In 2018, TC published Civil Aviation Safety Alert (CASA) No. 2018-08, Operation with Aeroplanes Utilizing Take-off and Landing Performance Assessment (TALPA)-Based Performance Information to Calculate Landing Distance. In the short term, this initiative should help raise the awareness of flight crews, flight dispatchers and air operators of hazards associated with operation on contaminated runways.
In addition to the above actions, TC plans to publish, in 2019/2020, two Advisory Circulars on wet and contaminated runways.
However, TC has postponed the pre-publication of the proposed regulatory amendments in the Canada Gazette, Part I, several times. It now anticipates publication in the spring of 2020. Even though the new regulations may, if adopted, reduce the risk associated with the safety deficiency identified in Recommendation A07-05, the Board is very concerned by the protracted delays to enact the proposed regulations.
Since 2010, runway overruns have been part of the TSB Watchlist, which identifies the key safety issues that need to be addressed to make Canada's transportation system even safer. Until the proposed regulatory amendments are in effect, commercial air travellers in Canada continue to be exposed to the risks that gave rise to Recommendation A07-05.
Therefore, the response to Recommendation A07-05 is assessed as Satisfactory Intent.”
This being said, my company procedure is,
Any tailwind (max. 10 kts). On any runway less than 7000 feet. When directed to by the QRH. Wet or contaminated runway. Any time a QRH Landing Distance Factor is required