- #172P V SPEEDS FINAL APPROACH SPEEW WITH FLAPS MANUAL#
- #172P V SPEEDS FINAL APPROACH SPEEW WITH FLAPS FULL#
- #172P V SPEEDS FINAL APPROACH SPEEW WITH FLAPS PLUS#
(a) half of the steady head wind component plus the entire gust value (limited to a maximum value – usually 20 knots) is added
#172P V SPEEDS FINAL APPROACH SPEEW WITH FLAPS MANUAL#
gross weight – the aircraft operating manual usually provides Vref values as a function of gross weight in a table or other graphical form.The airspeed corrections are usually not cumulative and only the highest airspeed correction should be added to Vref. The final approach speed is defined as Vref plus any required corrections.
#172P V SPEEDS FINAL APPROACH SPEEW WITH FLAPS FULL#
The final approach speed is based on the reference landing speed – Reference Speed (Vref) and it is defined as 1.3 times the stall speed with full landing flaps or with selected landing flaps.
use of automation (autothrottle or autoland).aircraft system status (corrections or abnormal configurations).The final approach speed computation is the result of the decision made by the flight crew to ensure the safest approach and landing for a given: The final approach speed is the airspeed to be maintained down to 50 feet (15 meters) over the runway threshold. Such statement becomes even more significant if we recall that fast approaches or touchdowns were factor in 30 % of 329 runway excursion accidents worldwide from 1995 to 2008. Having the knowledge of how such speeds are calculated by crews can significantly help in understanding the role of speed in stabilised and safe approach.įSF ALAR Toolkit reminds that for a safe landing a balanced distribution between computed final approach speed and resulting landing distance is required. Wet runway + 40 % Final Speed CalculationsĪir traffic controllers observe that final speeds of planes in their sectors vary depending on weather and wind conditions. If the original calculation of the landing distance assumes landing onto a dry runway with maximum braking action and the correct height over the threshold (50 ft agl) the following circumstances may require the increase of landing distance: Add a late touchdown too and required landing distance may almost double. Using these assumptions, one may calculate that an aircraft originally requiring landing distance of 4000 feet (1210 meters) could, by flying an approach 10 knots too fast onto a wet runway and crossing the threshold 20 feet too high, need 4900 feet (about 1500 meters).