The takeoff and landing distances can be significantly reduced by using high-lift devices such as flaps and slats. Good wheel brakes and reverse thrust (if available) are also crucial for minimizing landing distances.
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An increase in rolling resistance serves to shorten our landing roll; a reduction to braking efficiency increases the distance required to bring our aircraft to a stop.
Factors Affecting Landing DistanceActual landing distance is affected by various operational factors, including: High airport elevation or high density altitude, resulting in increased groundspeed; Runway gradient (i.e., slope); Runway condition (dry, wet or contaminated by standing water, slush, snow or ice);
Grass, gravel, dirt, snow, ice or standing water all increase rolling resistance but impede braking efficiency. An increase in rolling resistance serves to shorten our landing roll; a reduction to braking efficiency increases the distance required to bring our aircraft to a stop.
The ICAO definition for Landing distance is usually taken as the basis for the determination of Landing Distance Required (LDR) which is calculated by taking into account the effect of various influencing factors, including aeroplane mass and configuration including MEL-items, pressure altitude, wind, outside air ...
For a predicted dry runway condition the AFM dry distance is factored (multiplied) by 1.67 to achieve the 60% Dry factored landing distance. This longer distance is compared to LDA.
e.The operational landing distance (OLD) used for a time of arrival landing assessment includes a safety margin of at least 15 percent when based on manual wheel braking.
Most airlines deploy thrust reversers on every landing. The thrust reverser operating guidelines are well established and are typically based on inputs from the airframe manufacturer. Although most airlines deploy thrust reversers on every landing, the level of reverse thrust used is left to the pilots discretion.
Reverse thrust is typically applied immediately after touchdown, often along with spoilers, to improve deceleration early in the landing roll when residual aerodynamic lift and high speed limit the effectiveness of the brakes located on the landing gear.
On take-off and landing, headwinds are good because they allow you to use a shorter runway. In flight, headwinds are bad because they slow you down and require that you use more fuel to get to your destination. Conversely, tailwinds are bad on take-off and landing, but are good in flight.
This is especially true for the critical aircraft – the Boeing 737-900 which requires a landing length of 6,800 feet under wet conditions and a takeoff length of 9,700 feet under maximum takeoff weight.