Emirates 777 Rough Landing in Dubai

PeanuckleCRJ said:
Our qual standards are "in the touchdown zone and on or near the center of runway."

The landing distance when targeting a touchdown at the 1000 foot markers is just data collection.

That's interesting you did that during IQ, @ian. What fleet are you on?

Most carriers in the US are having far more issues with visual approaches (low altitude events, unstabilized approaches and so on)
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What's your touchdown zone?

IIRC ours is the first 3,000 ft or the first 1/3 of the runway, whichever is shorter.
 
Der rote Baron said:
The jungledrums telling that they where asked to handover their resignation.
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The Melbourne crew was also asked to handover their resignations. If this has happened again, Emirates has a crap safety culture. No offense TP, but you can't defend this kind of "fire 'em first" behavior. EK training should be if you push the TOGA button to manually follow through with your hand to ensure it's at TOGA power. If that's not SOP right now at Emirates, the pilots shouldn't be fired.
 
From another website:

COMPANY NOTAM - WEIGHT ON WHEELS/SMART LANDING
WEIGHT ON WHEELS LOGIC MAY CAUSE SMART LANDING "LONG LANDING, LONG
LANDING" ALERTS AFTER TOUCHDN. IF "LONG LANDING" ALERT OCCURS AFTER
TOUCHDN APPLY BRKING AND REV APPROPRIATE FOR OPERATIONAL CONDITIONS
 
PeanuckleCRJ said:
Our qual standards are "in the touchdown zone and on or near the center of runway."

The landing distance when targeting a touchdown at the 1000 foot markers is just data collection.

That's interesting you did that during IQ, @ian. What fleet are you on?

Most carriers in the US are having far more issues with visual approaches (low altitude events, unstabilized approaches and so on)
Click to expand...
in @Seggy talk 73N. I shouldn't say we had to do it, our instructor just told us to try it at the end of a sim session
 
Cptnchia said:
This last PC cycle at SJI, after all is completed, time remaining, each pilot is afforded the opportunity to attempt touching down exactly on the 1000' markers. Maybe not all fleets, @PeanuckleCRJ ? Anyway, it was explained as a way to show it can be done. It does necessitate crossing the threshold at exactly 50'.
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We have several runways that the braking action less than good landing distance data is predicated on touchdown within the first 1000-1200' of runway. Float or touch down past the 1000' markers requires a go around.
 
Cherokee_Cruiser said:
From another website:

COMPANY NOTAM - WEIGHT ON WHEELS/SMART LANDING
WEIGHT ON WHEELS LOGIC MAY CAUSE SMART LANDING "LONG LANDING, LONG
LANDING" ALERTS AFTER TOUCHDN. IF "LONG LANDING" ALERT OCCURS AFTER
TOUCHDN APPLY BRKING AND REV APPROPRIATE FOR OPERATIONAL CONDITIONS
Click to expand...

Brake To Vacate is a hell of a nice feature, but it changes the stopping dynamic a bit.
 
BobDDuck said:
Brake To Vacate is a hell of a nice feature, but it changes the stopping dynamic a bit.
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Not sure what you mean by brake to vacate, but this notam sounds like Emirates admitting that the reason this crew went around is even though the mains touched, the distance down (3,000feet?) was enough to trigger a "long landing" alert and they elected to go around and the ensuing result. Now it sounds like they are saying as long as the mains are on the ground, even if you get the long landing alert, just go ahead and use reversers and brakes to come to a normal stop. Dubai runways aren't short, even if you float 3,000 feet, you still have plenty of room.
 
jtrain609 said:
You got a cite on that? Because putting your mains in the 1,000' marker sounds like an amazing way to drag your gear through the approach lighting system.
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Wait...seriously? I know you're trying to go after his statement but yours is also a bit off-base.

Where is your aim point traditionally? The 1,500ft markings? Whats your normal TCH? Whats your normal descent slope from TCH to runway? 50ft and 3 degrees puts you right on the 1,000ft markings...and well - at least at my company and fleet - TCH is usually 50ft. Never once dragged any ALS onto the runway.
 
Cherokee_Cruiser said:
Not sure what you mean by brake to vacate, but this notam sounds like Emirates admitting that the reason this crew went around is even though the mains touched, the distance down (3,000feet?) was enough to trigger a "long landing" alert and they elected to go around and the ensuing result. Now it sounds like they are saying as long as the mains are on the ground, even if you get the long landing alert, just go ahead and use reversers and brakes to come to a normal stop. Dubai runways aren't short, even if you float 3,000 feet, you still have plenty of room.
Click to expand...

BtV is a system that configures auto braking to have the aircraft slowed by a certain taxiway for an exit. It is predicated on touching down at a certain point (normally via autoland, but not always) and slowing the plane at a rate to be a safe taxi speed at the selected taxiway. If BtV is activated and you don't land by a certain point, it will trigger the long landing alert, even if there is plenty of runway to stop on because it won't be able to make the selected taxiway.

That may not have been in play at all here though, so who knows.

surreal1221 said:
Wait...seriously? I know you're trying to go after his statement but yours is also a bit off-base.

Where is your aim point traditionally? The 1,500ft markings? Whats your normal TCH? Whats your normal descent slope from TCH to runway? 50ft and 3 degrees puts you right on the 1,000ft markings...and well - at least at my company and fleet - TCH is usually 50ft. Never once dragged any ALS onto the runway.
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Small plane (lack of) problems. The gear in a CRJ in a landing pitch attitude hangs about 9 feet lower than the flight deck. In a bigger plane, that number can be upwards of 30 to 50 feet.
 
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