Rocketman99
Frozen Guppy Manipulator
Let me take that a little further with some examples taken from the KC-135 (B707) and the Saab. In the mighty tanker, you planned to cross the runway threshold speed at Vth which is the equivalent of Vref and then touchdown at TH -10 or ref -10. Vth was
calculated based on 50 degrees of flaps. So Vth=Vref=Vapp for 50 flaps. Touchdown speed was Vth -10 kts. Now corrections were made for gusty winds for the gust factor, so if the winds where whatever at 25 gusting to 35, you added 10 kts to the ref speed.
In the equally mighty Saab, there were no such distinctions made about touchdown speed, but the landing data charts assume crossing the threshold at 50 ft at flight idle and a speed of Vref.
Lastly, in the large piece of canadian crap Q400, the landing data charts are also all predicated on a speed of Vref.
I'm NOT advocating going against company policy or flight manual procedures per se. I'm just saying make sure you know what your landing data is based on. Airspeed is life, but too much airspeed can be just as detrimental.
Food for thought.
calculated based on 50 degrees of flaps. So Vth=Vref=Vapp for 50 flaps. Touchdown speed was Vth -10 kts. Now corrections were made for gusty winds for the gust factor, so if the winds where whatever at 25 gusting to 35, you added 10 kts to the ref speed.
In the equally mighty Saab, there were no such distinctions made about touchdown speed, but the landing data charts assume crossing the threshold at 50 ft at flight idle and a speed of Vref.
Lastly, in the large piece of canadian crap Q400, the landing data charts are also all predicated on a speed of Vref.
I'm NOT advocating going against company policy or flight manual procedures per se. I'm just saying make sure you know what your landing data is based on. Airspeed is life, but too much airspeed can be just as detrimental.
Food for thought.