Simply put, the pilot divides the length of an intended runway by 1.67 or 1.92, as appropriate, to determine the minimum distance that should be available for landing. With this safety margin, it works out that the minimum dry runway field length should be at least 1.4 times the calculated air and ground distance needed, and the wet runway landing field length should be at least 1.61 times the calculated air and ground distance needed. Careful flight planning allows a pilot to determine how much load in terms of fuel, passengers, or cargo can be carried to a particular runway while still maintaining the desired safety margin. Depending on the destination, the load might need to be limited in order to protect the safety margin when landing. This is often complex, since fuel load has its own safety implications.

Certified landing field length requirements are computed for the stop made with speed brakes deployed and maximum wheel braking. Reverse thrust is not used in establishing the certified landing distances. However, reversers should definitely be used, if available.

As in the takeoff planning, there are certain speeds that should be taken into consideration when landing a jet airplane. The speeds are as follows:

Pilots may need to perform traffic pattern takeoffs and landings. Pilots should use speeds recommended by the manufacturer while maneuvering in the traffic pattern prior to slowing to the final approach target speed in relation to VREF. The speeds should be calculated for every landing and posted where they are visible to both pilots.

The approach and landing sequence in a jet airplane should be accomplished in accordance with an approach and landing profile developed for the particular airplane. [Figure 16-17]

A safe approach in any type of airplane culminates in a particular position, speed, and height over the runway threshold. That final flight condition is the target window at which the entire approach aims. Propeller-powered airplanes are able to approach that target from wider angles, greater speed differentials, and a larger variety of glidepath angles. Jet airplanes are not as responsive to power and course corrections, so the final approach should be more stable, more deliberate, and more constant in order to reach the window accurately.

The transitioning pilot should understand that in spite of their impressive performance capabilities, there are many reasons why jet airplanes are less forgiving than piston-engine airplanes during approaches and when correcting approach errors.

These flying characteristics of jet airplanes make a stabilized approach an absolute necessity.

The performance charts and the limitations contained in the FAA-approved AFM are predicated on momentum values that result from programmed speeds and weights. Runway length limitations assume an exact 50-foot threshold height at an exact speed of 1.3 times VSO. That “window” is critical and is a prime reason for the stabilized approach. Performance figures also assume that once through the target threshold window, the airplane touches down in a target touchdown zone approximately 1,000 feet down the runway, after which maximum stopping capability is used.

The basic elements to the stabilized approach are listed below as follows:

Every approach should be evaluated at 500 feet. In a typical jet airplane, this is approximately 1 minute from touchdown. If the approach is not stabilized at that height, a go-around should be initiated. [Figure 16-18]