Stopping the aircraft The main threats to stopping the aircraft is the lack of braking effectiveness; this depends on:-
{"Image DocumentName": "Stopping the aircraftThe main threats to stopping the aircraft is the lack of braking effectiveness; this depends on:-", "Image ImageDescription": "Level of braking. Plan and use of the required level of braking for the conditions. Commence braking at high speed, dissipate energy early. Use full braking when required; safety before comfort. Runway friction. Wet runways have much lower friction levels than a dry runway. The friction depends on the runway surface, materials, and condition. Contamination (water, slush, snow, or ice) reduces friction to very low levels. Passenger comfort and brake wear considerations generally induce a reluctance to utilise the aeroplanes full braking potential. This is acceptable where other factors affecting stopping performance are favourable, for example when the braking action is good, and when the landing distance available is clearly not limiting. However, reduced braking will result in the reduction of the safety factors built into the scheduled landing distances and is not appropriate where the margin has been eroded for other reasons. Landing on Contaminated Runways A runway should be considered as being contaminated when it is covered with ice, snow, slush, or more than 3 mm of standing water. Attempts to land on contaminated runways involve considerable risk and should be avoided whenever possible. Ideally, if the destination aerodrome is subject to these conditions the departure should be delayed until conditions improve, or an alternate used. Advisory data in the Flight Manual or Operations Manual concerning landing weights and techniques on slippery or contaminated runways should be used to determine whether there is an adequate distance margin over and above the normal Landing Distance Required. Operators should ensure that runways which are promulgated as being \u2018slippery when wet\u2019 are annotated as such in their operations manual and that appropriate guidance (such as landing technique, maximum weight, maximum crosswind, minimum headwind) is given to pilots having to land in these conditions. UK CAA AIC 11/98. Level of braking. Brake for safety not for comfort. Do not leave braking until the end.", "Image XResolution": "37", "Image YResolution": "37", "Image ResolutionUnit": "Pixels/Centimeter", "Image Software": "SlidePlayer", "Image YCbCrPositioning": "Centered"}