DOT/FAA/AR-04/47 

Office of Aviation Research 

Washington, D.C. 20591

Commuter Aircraft Video Landing 

Parameter Surveys, Summary 

Report—London City Airport, 

Philadelphia International Airport, 

and Atlantic City International 

Airport 

Thomas DeFiore 

Todd Jones 

Richard Micklos 

December 2004 

Final Report 

This document is available to the U.S. public 

through the National Technical Information 

Service (NTIS), Springfield, Virginia 22161. 

U.S. Department of Transportation 

Federal Aviation Administration
NOTICE 

This document is disseminated under the sponsorship of the U.S. 

Department of Transportation in the interest of information exchange. The 

United States Government assumes no liability for the contents or use 

thereof. The United States Government does not endorse products or 

manufacturers. Trade or manufacturer's names appear herein solely 

because they are considered essential to the objective of this report. This 

document does not constitute FAA certification policy. Consult your local 

FAA aircraft certification office as to its use. 

This report is available at the Federal Aviation Administration William J. 

Hughes Technical Center's Full-Text Technical Reports page: 

actlibrary.tc.faa.gov in Adobe Acrobat portable document format (PDF). 
 Technical Report Documentation Page 1. Report No.

DOT/FAA/AR-04/47

2. Government Accession No. 3. Recipient's Catalog No.

5. Report Date 

 December 2004

 4. Title and Subtitle

COMMUTER AIRCRAFT VIDEO LANDING PARAMETER SURVEYS, 

SUMMARY REPORT—LONDON CITY AIRPORT, PHILADELPHIA 

INTERNTIONAL AIRPORT, AND ATLANTIC CITY INTERNATIONAL 

AIRPORT 

6. Performing Organization Code

7. Author(s)

Thomas DeFiore, Todd Jones, and Richard Micklos 

8. Performing Organization Report No. 

10. Work Unit No. (TRAIS) 

 RPD-510 

9. Performing Organization Name and Address

Federal Aviation Administration 

Airworthiness Assurance Research and Development Branch

William J. Hughes Technical Center 

Atlantic City International Airport, 

New Jersey 08405

11. Contract or Grant No.

 DTFA0301x90008 

12. Sponsoring Agency Name and Address

U.S. Department of Transportation 

Federal Aviation Administration

13. Type of Report and Period Covered

 Final Report

Office of Aviation Research 

Washington, DC 20591

14. Sponsoring Agency Code

 ANM-110

15. Supplementary Notes 

Video landing parameter surveys are sponsored by the FAA and conducted jointly by personnel from the FAA William J. Hughes 

Technical Center and the Naval Air Warfare Center, Aircraft Division, Patuxent River, MD. The Federal Aviation 

Administration William J. Hughes Technical Center Manager was Mr. Thomas DeFiore. Note: Todd Jones is no longer with the 

FAA.

16. Abstract 

The Federal Aviation Administration (FAA) William J. Hughes Technical Center is conducting a series of video landing 

parameter surveys at high-activity commercial airports. The intent of this research is to develop a better understanding of typical 

landing contact conditions for a wide variety of aircraft. This information is used to assess the validity of current aircraft

certification criteria. This report documents survey results for commuter aircraft. 

This report documents the commuter results from surveys conducted at London City Airport (LCY), Philadelphia International

Airport (PHL), and Atlantic City International Airport (ACY). The LCY survey was performed in the summer of 1997 and the 

PHL survey in the summer of 1999. Additional data collected at the FAA ACY facility is also included in this report. Previous

survey reports, focused on mainline jet operation, were issued for surveys conducted at John F. Kennedy International Airport

(JFK) in June 1994, at Washington National Airport (DCA) in June 1995, and at Honolulu International Airport (HNL) in April

1996. Landing parameters presented herein include sink rate; approach speed; touchdown pitch, roll, and yaw angles and rates;

off-center distance; and the touchdown distance from runway threshold. Wind and weather conditions were also recorded. All 

the data were processed and presented without regard to the airline or flight number. 

The results from this survey and the prior landing parameter surveys at JFK, DCA, and HNL differ substantially from aircraft 

survey results reported 35 years ago during the National Aeronautics and Space Administration (NASA) surveys. No other 

efforts to collect operational landing data were performed by either the FAA or NASA in the interim. 

17. Key Words 

Landing parameters; Sink rate; Approach velocity; Pitch, roll, 

and yaw angles; Commuter transports

18. Distribution Statement 

This document is available to the public through the National

Technical Information Service (NTIS) Springfield, Virginia 

22161. 19. Security Classif. (of this report)

 Unclassified

20. Security Classif. (of this page)

 Unclassified

21. No. of Pages 

 74 

22. Price

 Form DOT F1700.7 (8-72) Reproduction of completed page authorized 
ACKNOWLEDGEMENT 

The authors would like to recognize the contribution of the following individuals for their 

operational support in conducting this valuable research survey: 

FAA William J. Hughes Technical Center: Hank Marek 

Naval Air Warfare Center, Patuxent River: John Daley 

 Rick Krevzberg 

 Mike Szot 

 Lee Rosenstadt 

 Ed Encarnation 

iii/iv 
TABLE OF CONTENTS 

Page 

EXECUTIVE SUMMARY xi 

1. INTRODUCTION 1 

2. SYSTEM DESCRIPTION 2 

3. DISCUSSION 5 

3.1 London City Airport 5 

3.1.1 London City Airport Operations 5 

3.1.2 London City Airport Survey Results 7 

3.2 Philadelphia International Airport 13 

3.2.1 Philadelphia International Airport Operations 13 

3.2.2 Philadelphia International Airport Survey Results 15 

3.3 Atlantic City International Airport 20 

3.3.1 Atlantic City International Airport Operations 20 

3.3.2 Atlantic City International Airport Results 20 

4. AIRPORT COMPARISONS 22 

4.1 Comparison of LCY Results With PHL Results 22 

4.2 Comparison of PHL Results With ACY Results 24 

5. CONCLUDING REMARKS 33 

6. REFERENCES 34 

APPENDICES 

A—Description of Box-and-Whisker Plots 

B—Federal Aviation Administration Video Landing Parameter Survey—

 Landing Listings

C—Landing Parameter Survey Definitions

v 
LIST OF FIGURES 

Figure Page 

1 Video Camera in Operation During Commercial Landing Parameter Survey 3 

2 Federal Aviation Administration Landing Loads Camera Setup 4 

3 London City Airport Diagram 6 

4 London City Survey Sink Speed vs Approach Speed by Aircraft Model 8 

5 Box-and-Whisker Plot, LCY Sink Rate 8 

6 DeHavilland Canada DHC-8 Sink Speed Histogram, LCY Survey 10 

7 Fokker 50 Sink Speed Histogram, LCY Survey 11 

8 BAe 146 Sink Speed Histogram, LCY Survey 11 

9 Sink Speed vs Approach Speed, LCY 12 

10 Sink Speed vs Distance From Threshold, LCY 12 

11 Touchdown Pitch Angle vs Approach Speed, LCY 13 

12 Philadelphia International Airport Diagram 14 

13 Box-and-Whisker Plot, PHL Sink Speed 16 

14 Saab 340 Sink Speed Histogram, PHL Survey 18 

15 Beech 1900D Sink Speed Histogram, PHL Survey 18 

16 DeHavilland Canada DHC-8 Sink Speed Histogram, PHL Survey 18 

17 Sink Speed vs Distance From Threshold, PHL 19 

18 Sink Speed vs Approach Speed, PHL 19 

19 Touchdown Pitch Angle vs Approach Speed, PHL 19 

20 Beech 1900D Sink Speed Histogram, ACY Survey 21 

21 Atlantic City International Airport Diagram 22 

22 Box-and-Whisker Plot of DeHavilland Canada DHC-8 Sink Speed 23 

vi 
23 Closure Speed vs Absolute Value of Crosswind, PHL 24 

24 Sink Rate vs Absolute Value of Crosswind, PHL 24 

25 Closure Speed vs Absolute Value of Crosswind, ACY 25 

26 Sink Rate vs Absolute Value of Crosswind, ACY 25 

27 Box-and-Whisker Plot of Beech 1900D Sink Speed 26 

28 Sink Speed Histogram, LCY Survey 27 

29 Sink Speed Histogram, PHL Survey 27 

30 Sink Speed Probability Distributions, LCY vs PHL 28 

31 Sink Speed Probability Distributions for the Dehavilland Canada DHC-8 Aircraft 28 

32 Sink Speed Probability Distributions for the Beech 1900D Aircraft 29 

33 Turboprop Commuter Aircraft Comparison by Survey, Sink Speed vs Approach 

Speed 33 

vii 
LIST OF TABLES 

Table Page 

1 Survey Parameter Comparison by Aircraft Model, LCY 7 

2 Statistical Summary— DeHavilland Canada DHC-8, LCY 9 

3 Statistical Summary—Fokker 50 9 

4 Statistical Summary—BAe 146 10 

5 Survey Parameter Comparison by Aircraft Model, PHL 15 

6 Statistical Summary—Saab 340, PHL 16 

7 Statistical Summary—Beech 1900D, PHL 17 

8 Statistical Summary—DeHavilland Canada DHC-8, PHL 17 

9 Statistical Summary—Beech-1900D, ACY 21 

10 Direct Comparison of Landing Survey Results, DeHavilland Canada DHC-8 23 

11 Direct Comparison of Landing Survey Results, Beech 1900D 25 

12 Crosswind Comparison for Beech 1900D Landings 25 

13 Statistical Summary—ATR-42, JFK 30 

14 Statistical Summary—DHC-7, JFK 30 

15 Statistical Summary—DHC-8, JFK 31 

16 Statistical Summary—Saab 340, JFK 31 

17 Comparison of High-Wing Commuter Aircraft, LCY, PHL, and JFK Landings 32 

18 Comparison of Saab Commuter Aircraft, LCY, PHL, and JFK Landings 32 

viii 
LIST OF ACRONYMS 

ACY Atlantic City International Airport 

BAE British Aerospace 

CAA Civil Aviation Authority 

DCA Washington National Airport 

FAA Federal Aviation Administration 

HNL Honolulu International Airport 

ILS Instrument Landing System

JFK John F. Kennedy International Airport 

LCY London City Airport 

NAALDAS Naval Aircraft Approach and Landing Data Acquisition System

PHL Philadelphia International Airport 

ix/x 
EXECUTIVE SUMMARY

The Federal Aviation Administration (FAA) William J. Hughes Technical Center is conducting a 

series of video landing parameter surveys at high-activity commercial airports. The intent of this 

research is to develop a better understanding of typical landing contact conditions for a wide 

variety of aircraft. This information is used to assess the validity of current aircraft certification 

criteria. This report documents survey results for commuter aircraft. 

This report documents the commuter results from surveys conducted at London City Airport 

(LCY), Philadelphia International Airport (PHL), and Atlantic City International Airport (ACY). 

The LCY survey was performed in the summer of 1997 and the PHL survey in the summer of 

1999. Additional data collected at the FAA ACY facility is also included in this report. 

Previous survey reports, focused on mainline jet operation, were issued for surveys conducted at 

John F. Kennedy International Airport (JFK) in June 1994, at Washington National Airport 

(DCA) in June 1995, and at Honolulu International Airport (HNL) in April 1996. Landing 

parameters presented herein include sink rate; approach speed; touchdown pitch, roll, and yaw 

angles and rates; off-center distance; and the touchdown distance from runway threshold. Wind 

and weather conditions were also recorded. All the data were processed and presented without 

regard to the airline or flight number. 

The results from this survey and the prior landing parameter surveys at JFK, DCA, and HNL 

differ substantially from aircraft survey results reported 35 years ago during the National 

Aeronautics and Space Administration (NASA) surveys. No other efforts to collect operational 

landing data were performed by either the FAA or NASA in the interim. 

xi/xii 
1. INTRODUCTION.

The Federal Aviation Administration (FAA) William J. Hughes Technical Center has initiated a 

series of aircraft video landing parameter surveys at high-activity commercial airports. The 

purpose of this research was to better understand and document commercial transport aircraft 

landing impact conditions during actual operations. By collecting and analyzing large quantities 

of video data for a wide variety of aircraft, the original design criteria and fatigue-life estimates 

for aircraft landing gear and support structures can be assessed and verified. This operational 

data collection is also a valuable resource in developing design requirements for future transport 

aircraft. 

The use of image data to characterize the landing performance of aircraft has been used since jet 

aircraft were introduced. In the late 1950, the U.S. Navy developed a system to characterize the 

typical aircraft carrier landing environment, which led to the development and implementation of 

procedures to make carrier-arrested landings safer. In 1967, the U.S. Navy enhanced its data 

acquisition system by replacing the original 16-mm film cameras with 70-mm film cameras. 

This provided considerably greater image resolution and consequently greater measurement 

accuracy [1]. Using these systems, the U.S. Navy conducted over 40 landing parameter surveys 

and still has an active carrier landing survey program. However, the data reduction phase of the 

research was labor-intensive and limited the number of surveys that could be conducted with 

available resources. The search for a new, improved system was concluded in 1992 when the 

U.S. Navy successfully developed and implemented a system using adaptive video imaging and 

tracking technology for their surveys. The performance and accuracy of this system is 

documented in references 2 and 3. Shortly thereafter, the FAA and the U.S. Navy established an 

interagency agreement to transition this newly developed video technology to characterize 

commercial operations. The procedures used to analyze commercial landings are documented in 

reference 4. 

The objectives of the ongoing FAA landing parameter survey program were to acquire large 

amounts of typical transport operational data to (1) validate and update NASA TN D 4529, 

which was derived from usage data measured during the 1950; (2) provide detailed 

characterization of typical transport airplane landing touchdown velocities and angular 

displacements; and (3) determine if there is a trend towards higher sink rates for aircraft of 

higher gross weights. 

The first of this series of commercial aircraft video landing surveys was conducted in 1994 at 

John F. Kennedy International Airport (JFK), runway 13L. The primary goal of the JFK survey 

was to confirm the feasibility of using the video system in commercial operation. The other goal 

of the JFK survey was to collect large quantities of wide-body jet aircraft data. Analysis of the 

data from JFK indicated the existence of a possible trend of increasing sink speed with 

increasing aircraft landing weight. 

The second survey, performed in 1995 at Washington National Airport (DCA), collected landing 

parameters for flight operations using a shorter runway. The principle runway (runway 36) at 

DCA is 7000 ft long and cannot handle aircraft larger than the Airbus A320 and the Boeing 757. 

The third landing survey was conducted in 1996 at Honolulu International (HNL), runway 8L. 

1
This survey, like the one done at JFK, collected a large number of wide-body aircraft landings 

for further video analysis. An additional survey, which targeted the collection of landing 

parameters from Airbus wide-body aircraft, was performed at London’s Heathrow Airport in the 

summer of 2001. 

Other surveys in this research program were conducted at London City Airport (LCY) and 

Philadelphia International Airport (PHL). These surveys were performed in an effort to collect 

landing data on runways more representative of commuter operations. A limited quantity of

commuter data was collected during the initial series of airport surveys, but these small data 

samples on longer runways are not considered representative of typical commuter operations. 

LCY with its glide slope of 5.5° is considered an upper bound on the severity of these 

operations. The LCY survey was performed over a 2-week period in late June into early July 

1997. In this survey both ends of the single 3800-foot-long runway (10/28) were used to acquire 

video image data. Data on more routine operations were collected at PHL from runway 17, 

which is a 5500-ft runway used primarily for commuter operations. The PHL survey was 

performed in July 1999. Additional commuter aircraft landing data were collected using the 

permanent video landing data collection facility at the Atlantic City International Airport (ACY). 

This facility records data on runway 13, a 10,000-ft runway and the only instrument landing 

system (ILS)-equipped runway at ACY. The ACY data, primarily Beech 1900 aircraft, was 

compared to the Beech 1900 aircraft recorded at PHL. Data were collected at ACY through the 

spring and summer of 2003. 

Video images of aircraft landing at LCY were recorded by a series of three cameras temporarily 

installed on the edge of both ends of the runway. Four cameras were used to record the landings 

at PHL. Similarly, four cameras were used at ACY. These video images were stored on an 

optical disk recorder, processed, and analyzed at the Naval Air Warfare Center, and then the 

resulting landing parameter information was forwarded to the FAA William J. Hughes Technical 

Center. 

Since the primary goal of these surveys was to collect statistical information on actual 

operations, the identity of individual aircraft, airlines, flight numbers, and dates were 

purposefully omitted from this report. Aircraft landing performance was analyzed only on the 

basis of aircraft category, model, type, and wind conditions. 

2. SYSTEM DESCRIPTION.

Modern developments in image technology permitted the U.S. Navy to update its landing 

parameter analysis system from photographic film to video recording. The Navy video system is 

known as the Naval Aircraft Approach and Landing Data Acquisition System (NAALDAS). 

The data acquisition portion of the system consists of a high-resolution frame grab video camera, 

a laser disk recorder, and a computer control unit. The key to the NAALDAS system is a highly 

modified video camera. The camera’s enhanced vertical resolution (double that of standard 

video formats) permits highly accurate measurement and tracking of aircraft position data. The 

camera is supported by an image analysis system incorporates image processing technology. 

Particular image features (landing gear wheels, wing tips, flaps, or engine inlets) are tracked in 

successive images, and this information is used to determine the relative motion of the aircraft. 

2
The combination of camera resolution and image processing technology permits the location of 

image features to be determined within 0.1 pixel. This technique is as accurate, yet more 

efficient, as the U.S. Navy’s previously used 70-mm film system. 

NAALDAS was designed to cover the restricted touchdown area on an aircraft carrier using a 

single camera. To support research on commercial aircraft operations, the FAA funded the 

design and development of a modified, multiple-camera configuration of NAALDAS using a 

series of video cameras. The cameras are located along the edge of the runway, each covering a 

different overlapping segment of the expected touchdown area. The images from these cameras 

are recorded sequentially as the aircraft passes through their field of view. This modification 

permits the system to cover approximately 2000 ft along the anticipated touchdown region of the 

runway. Fiber-optic signal cables are used to eliminate interference and line losses between the 

cameras and the recording station. The modified configuration of NAALDAS was successfully 

tested in February 1994 at the William J. Hughes Technical Center. Figure 1 shows a camera in 

operation on a commercial runway. 

FIGURE 1. VIDEO CAMERA IN OPERATION DURING COMMERCIAL LANDING 

PARAMETER SURVEY 

At PHL four cameras were used to monitor the anticipated touchdown area. Only one end of the 

runway was instrumented. The video cameras were installed on the edge of the runway, facing 

toward the approaching aircraft. The cameras were placed near the runway edge lights. The first 

PHL camera was located 1000 feet from the threshold, and from that point, the cameras were 

spaced 400 feet apart. The cameras were aimed at the center of the targeted touchdown area. 

Figure 2 shows a schematic of the multiple-camera configurations. 

The LCY airport survey used six cameras and recorded landings on both ends of the runway. 

LCY has a 3800-ft runway, and the aircraft followed a 5.5° glide slope to touchdown. These 

characteristics shorten the expected landing area, thus requiring only three cameras at each end 

of the runway. The cameras at LCY were located approximately 300 feet apart, starting 697 feet 

from the end of the runway and usually located in line with the runway edge lights. At LCY, the 

cameras were located approximately 53 ft off the runway centerline. 

3
Remote Control

Station

camera

generator

fiberoptic

cables

FIGURE 2. FEDERAL AVIATION ADMINISTRATION LANDING LOADS 

CAMERA SETUP 

The NAALDAS video cameras have a fixed field of view. Each camera was aligned and 

calibrated against targets that were temporarily placed on the runway. The runway must be 

closed during this procedure. These targets were placed in surveyed locations and in the corners 

of the camera’s field of view. The target images were recorded as a calibration sequence. This 

sequence was processed to generate a transformation matrix that relates image features to 

positions on the runway. 

The aircraft image was captured on an optical laser disk recorder for subsequent analysis on the 

NAALDAS analysis system workstation. Approximately 60 landings can be stored on a video 

disk. An identity number was assigned to the disk, and event numbers were assigned to each 

video sequence. The use of video disks eliminated film-processing costs and time. The image 

data were recorded at a rate of 30 frames per second. 

Image enhancement and automatic data point tracking were performed using the analysis 

workstation. This provided position time information of image features on the aircraft. Each 

individual airplane landing was also identified by model type and serial number so that the 

necessary physical dimensions and geometric locations could be correlated with the time-tracked 

video images. The software data reduction system then derived the landing impact parameters, 

i.e., sinking speed, horizontal velocity, bank angle, yaw angle, etc. 

The analysis work station consists of a Sun computer workstation with an image-processing 

board, laser disk player, computer monitor, high-resolution monitor, and associated power 

regulator and cables. The station operator automatically tracks the video image features during 

the landing sequence. Once the image sequence is tracked, the pixel information is transformed, 

digitized, and entered into the landing parameter analysis software. This software takes image 

position information, determines the change in image feature position of successive frames, and 

generates position time curves for the feature. 

4
The analysis of the image data provides the aircraft’s closure speed with respect to the camera. 

The reported value of approach speed is the sum of the closure speed and the component of the 

wing parallel to the centerline of the runway. The wind speed and direction information, 

measured using an anemometer situated near the touchdown location, is used to calculate the 

approach speed. 

3. DISCUSSION.

Each of the airports surveyed and reported herein (LCY, PHL, and ACY) have their own 

constraints and unique operating procedures. The following discussion provides both a flavor of 

the typical operational characteristics as well as the video landing survey results. 

3.1 LONDON CITY AIRPORT.

3.1.1 London City Airport Operations. 

LCY is located approximately 6 miles east of the center of London, the United Kingdom. The 

airport is located in the docklands, on the north side of the Thames river, near the Thames 

barrier. The airport, which has a single runway and no taxiways, is situated on the King George 

V dock. The primary activity at the airport is short takeoff and landing commuter operations. 

The airport connects London with the principle cities in continental Europe, Scotland, and 

Ireland. 

LCY was originally built to accommodate short takeoff and landing aircraft such as the 

De Havilland Canada DASH 7. The runway at LCY was later extended, allowing the airport to 

serve more distant destinations with a broader range of aircraft. The runway is still only around 

3800 feet in length and because of the surrounding area only aircraft certified to perform

approaches at a 5.5° glide path are permitted to land there. There are also special training 

requirements for the pilots operating into LCY. This nonstandard glide path was one of the 

reasons LCY was chosen for a video landing parameter survey. It was viewed as representing an 

extreme operating condition for this category of aircraft. Figure 3 shows a diagram of LCY. 

The data collected and analyzed will also be extremely useful in providing operational usage 

information for an anticipated joint FAA/Civil Aviation Authority (CAA) regulatory publication 

on performance for aircraft landing on airports requiring steep approaches. Results from this 

survey should help researchers fill gaps in the CAA and British Aerospace (BAE) technical 

database. 

Video landing survey data acquisition equipment was installed on the north side of runway 10/28 

at LCY in 1997. Three cameras were installed at each end of the runway and the data 

acquisition system was installed in an underground equipment facility located along the north 

side of the runway near the center point of the runways length. Because of this short runway, the 

centrally located facility allowed data to be collected from either set of cameras without moving 

the data acquisition system to accommodate changes in runway operational direction. 

5
FIGURE 3. LONDON CITY AIRPORT DIAGRAM 

6
Video images from a total of 254 landings at LCY were processed. A total of 144 BAe 146 

landings were analyzed, along with 72 Fokker F-50, 23 DeHavilland Canada DHC-8, and 15 

landings of other types of aircraft. Because of the unusually rainy weather during the survey, 

many additional video image recordings were of poor quality and could not be successfully 

processed. 

3.1.2 London City Airport Survey Results. 

Landing parameters for 254 commuter transport aircraft landings were calculated using the 

procedures described in references 1 and 4. Table 1 summarizes the primary landing parameters 

for the six commuter airplane models covered in this survey. The table provides the mean and 

standard deviation and the number of observations for selected landing parameters by aircraft 

model. Figures 4 shows a scatter plot of the relationship between the aircrafts approach speed 

and sink speed for the most numerous models of surveyed aircraft. As expected, the aircraft with 

the lowest approach speed had the lowest sink speeds, and the model with the highest approach 

speed had the highest sink speed. 

TABLE 1. SURVEY PARAMETER COMPARISON BY AIRCRAFT MODEL, LCY 

Aircraft Model 

Parameters

Saab 

2000 

DeHavilland 

Canada 

DHC-8 

Dornier 

328 

Fokker 

50 Falcon

BAe 

146 

No. of events 5 23 5 72 5 143 

Closure speed Mean 116 104 105 93 99 109

(knots) Std. Dev. 7.14 8.51 19.04 7.68 14.05 10.42 

Approach speed Mean 117 106 108 95 101 111

(knots) Std. Dev. 6.56 8.85 20.53 7.25 14.75 10.58 

Sink speed Mean 4.1 2.8 2.4 2.3 2.3 3.4

(ft/sec) Std. Dev. 3.12 2.03 1.21 1.45 1.15 1.83 

Pitch angle Mean 2.2 6.2 2.9 2.5 6.2 3.2

(degrees) Std. Dev. 1.79 1.36 2.27 3.72 2.26 1.84 

Roll angle Mean -1.6 -0.8 -1.9 -1.1 -1 -1.5

(degrees) Std. Dev. 2.08 2.42 2.41 2.08 2.69 2.46 

Yaw angle Mean 1.6 -3.0 -0.8 -2.5 -4.3 -2.9

(degrees) Std. Dev. 8.4 4.73 1.89 4.97 7.43 5.15 

Runway off- Mean -4.1 -1.7 -1.4 -1.9 0.4 -0.8

center dist. (ft) Std. Dev. 3.51 3.34 1.6 4.4 7.96 4.44 

7
0.00

2.00

4.00

6.00

8.00

10.00

12.00

70.0 90.0 110.0 130.0

APPROACH SPEED (KNOTS)

AVERAGE MAIN GEAR SIN

K

SPEED (FT/SEC)

DHC-8

Fokker 50

BA-146

FIGURE 4. LONDON CITY SURVEY SINK SPEED VS APPROACH SPEED BY 

AIRCRAFT MODEL 

Figure 5 presents a box-and-whisker plot of the three most recorded aircraft models at LCY: 

DeHavilland Canada DHC-8, Fokker 50, and the BAe 146. Box-and-whisker plots are a 

nonparametric tool for making quick visual comparisons showing the location and dispersion 

among multiple independent data sets, (see appendix A). The labels that are found on the plot 

correspond to the minimum of the data series, the maximum, the median, the 25th percentile, and 

the 75th percentile. The label “lower” refers to the lower quartile (25th percentile) and the label 

“upper” refers to the upper quartile (75th percentile). The median is the 50th percentile and the 

min and max labels represent the minimum and maximum values of the data series. The box is 

made up of the 25th, 50th, and 75th percentiles, and the whiskers extend from the box to the 

maximum and minimum values. 

FIGURE 5. BOX-AND-WHISKER PLOT, LCY SINK RATE 

8
More detailed statistical summaries for individual model types are provided in tables 2 through 

4. The values of landing parameters determined for individual landings, sorted by airplane 

model type, are provided in appendix B. Landing parameter survey definitions in appendix C 

provide an explanation of the symbols and definition of the parameters used. 

TABLE 2. STATISTICAL SUMMARY—DEHAVILLAND CANADA DHC-8, LCY 

Parameters 

Mean 

Value

Standard 

Deviation 

Measurement 

Units 

Number 

of 

Landings 

Sink Speed Port wheel 2.7 2.16 Ft/sec 23

 Starboard wheel 2.7 1.88 Ft/sec 23

Average of main wheels 2.8 2.04 Ft/sec 23 

Closure speed (measured to camera) 104 8.51 Knots 23 

Approach speed 106 8.85 Knots 23 

Wind speed Head wind 2.4 3.5 Knots 23

Crosswind (absolute value) 5.3 3.45 Knots 23

Pitch angle at touchdown 6.2 1.36 Degrees 23 

Roll angle at touchdown -0.8 2.42 Degrees 23 

Yaw angle at touchdown -3.0 4.73 Degrees 23 

Distance from touchdown to runway threshold 626 134 Feet 23 

Off-center distance at touchdown -1.7 3.34 Feet 23 

TABLE 3. STATISTICAL SUMMARY—FOKKER 50 

Parameters 

Mean 

Value 

Standard 

Deviation 

Measurement 

Units 

Number 

of 

Landings 

Sink Speed Port wheel 2.3 1.56 Ft/sec 72

 Starboard wheel 2.2 1.39 Ft/sec 72

Average of main wheels 2.3 1.45 Ft/sec 72 

Closure speed (measured to camera) 93 7.68 Knots 72 

Approach speed 95 7.25 Knots 72 

Wind speed Head wind 2.0 4.09 Knots 72

 Crosswind (absolute value) 5.4 3.68 Knots 72

Pitch angle at touchdown 2.5 3.72 Degrees 72 

Roll angle at touchdown -1.1 2.08 Degrees 72 

Yaw angle at touchdown -2.5 4.97 Degrees 72 

Distance from touchdown to runway threshold 619 178.22 Feet 72 

Off-center distance at touchdown -1.9 4.4 Feet 72 

9
TABLE 4. STATISTICAL SUMMARY—BAe 146 

Parameters 

Mean 

Value 

Standard 

Deviation

Measurement 

Units 

Number 

of 

Landings

Sink Speed Port wheel 3.4 1.94 Ft/sec 143

 Starboard wheel 3.2 1.81 Ft/sec 143

Average of main wheels 3.4 1.83 Ft/sec 143 

Closure speed (measured to camera) 109 10.42 Knots 143 

Approach speed 111 10.58 Knots 143 

Wind speed Head wind 2.5 3.89 Knots 143

 Crosswind (absolute value) 5.5 3.90 Knots 143

Pitch angle at touchdown 3.2 1.84 Degrees 143 

Roll angle at touchdown -1.5 2.46 Degrees 143 

Yaw angle at touchdown -2.9 5.15 Degrees 143 

Distance from touchdown to runway threshold 531 190 Feet 143 

Off-center distance at touchdown -0.8 4.44 Feet 143 

Figures 6, 7, and 8 contain sink speed distributions for the DeHavilland Canada DHC-8, 

Fokker 50, and BAe 146 airplanes, respectively. These distributions vary somewhat in shape, 

but all three are positively skewed. 

0

1

2

3

4

5

6

7

123456789

10

More

Sink Speed (ft/sec)

Frequency

FIGURE 6. DEHAVILLAND CANADA DHC-8 SINK SPEED HISTOGRAM, 

LCY SURVEY 

10
0

2

4

6

8

10

12

14

16

18

20

1 2 345 6789 10 More

Sink Speed (ft/sec)

Frequency

FIGURE 7. FOKKER 50 SINK SPEED HISTOGRAM, LCY SURVEY 

0

5

10

15

20

25

30

35

40

1 2 3 4 5 6 7 8 9 10 More

Sink Speed (ft/sec)

Frequency

FIGURE 8. BAe 146 SINK SPEED HISTOGRAM, LCY SURVEY 

The six aircraft models for which landings were analyzed in this survey had sink rates varying 

from 2.21 fps to 4.07 fps. Given the small sample sizes for the Saab 2000, Falcon Jet, and 

Dornier 328, more detailed analysis of these models was not pursued. The data for the 

individual landings of these three aircraft models are provided in appendix B. The aircraft with 

the high sink rates also had the higher closure speeds and were also the heavier of the commuter 

aircraft. In figure 9, the sink speed versus approach speed for all airplane models observed are 

plotted showing the trend between increased speed of approach and the result of increasing sink 

speed. For the same airplane model, higher approach velocities should translate into higher sink 

speed. 

As listed in table B-6 in appendix B, landing event 333 indicates a 160.9-knot approach speed. 

This value was recorded under unusual circumstances. The aircraft did touchdown momentarily 

11
on the runway, allowing the collection of video images. The pilot then executed a missed 

approach procedure and made another attempt to land the aircraft. Given these unusual 

conditions, this event was excluded from the data summaries. 

y = 0.0313x - 0.394

R2

 = 0.0479

0.00

2.00

4.00

6.00

8.00

10.00

12.00

70.0 90.0 110.0 130.0

Approach Speed (knots)

Sink Rate (feet/sec)

FIGURE 9. SINK SPEED VS APPROACH SPEED, LCY 

Figure 10 shows a plot of sink speed versus touchdown distance from the runway threshold. The 

straight line (statistical trend line) indicates that the sink speed of the touchdown, occurring near 

the 300-foot threshold marks, are approximately twice those of the landings where touchdown 

was near the 800-foot mark. One observation that influenced this was the number of landings 

performed in crosswind conditions. Numerous landings were performed with the aircraft yawed 

to accommodate the crosswind, thus limiting the pilots opportunity to “flare” the aircraft prior to 

touchdown. Flared landings have lower sink rates, and the touchdown points are further from

the runway threshold. 

y = -0.0038x + 5.0794

R2

 = 0.1503

0.00

2.00

4.00

6.00

8.00

10.00

12.00

0 200 400 600 800 1000 1200

Distance From Threshold (feet)

Sink Rate (ft/sec)

FIGURE 10. SINK SPEED VS DISTANCE FROM THRESHOLD, LCY 

12
Figure 11 shows a plot of approach speed versus pitch angle, showing no correlation between 

these two parameters. 

y = 0.0032x + 2.959

R2

 = 0.0004

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

70.0 80.0 90.0 100.0 110.0 120.0 130.0 140.0

Approach Speed (knots)

Touchdown Pitch Angle (degree)

FIGURE 11. TOUCHDOWN PITCH ANGLE VS APPROACH SPEED, LCY 

3.2 PHILADELPHIA INTERNATIONAL AIRPORT.

3.2.1 Philadelphia International Airport Operations. 

Video images were recorded on the east side of runway 17 at PHL. For the most part, 

commercial jet operations are restricted to runways 9L-27R and 9R-27L. Runway 17 intersects 

with runway 9L-27R at the southern end of runway 17, see figure 12. At the time of the survey, 

runway 17/35 was the shortest runway at PHL, and the dominant runway used for commuter and 

general aviation flights in and out of the airport. The runway was constructed using asphalt and 

is grooved. Runway 17/35 is 5459 feet in length and 150 feet in width. The glide path angle 

into this runway is 3°. This survey was conducted prior to the opening of a new commuter 

runway (8/26), which was being constructed, and is shown in figure 12. 

The PHL survey, like the survey done at LCY, was conducted to obtain a large quantity of 

commuter aircraft (Saab 340, Beech 1900D, BAe Jetstream 41, and DeHavilland Canada 

DHC-8) landings. The goal of the survey was to record 400 commuter landings. In a given day, 

about 105 commuters land at PHL. However, during the survey period from July 12-23, 1999, 

only 262 commuter airplane landings were recorded. Of the 262 landings recorded, 215 were 

analyzed. The quality of the others were too poor to analyze. 

The camera location at PHL was monitoring aircraft landings from the north, onto runway 35, 

which is a 5449-ft-long runway. Runway 9L-27R crosses the southern end of runway 35 and 

during operations the pilots appeared to favor exiting the runway at taxiway K, see figure 12. It 

is operationally beneficial to turn off runway 35 at taxiway K to avoid the need to taxi back 

across an active runway on the way to the passenger terminals. This effectively shortens the 

runway length typically used for runway 17 landings. Review of the ramp to touchdown 

distance for Beech 1900 aircraft shows that the landings at PHL occur closer to the runway 

threshold than those at ACY. 

13
FIGURE 12. PHILADELPHIA INTERNATIONAL AIRPORT DIAGRAM 

14
3.2.2 Philadelphia International Airport Survey Results.

Landing parameters for 215 commuter transport aircraft landings were calculated using the 

procedures described in references 1 and 4. Table 5 summarizes the primary landing parameters 

for most of the commuter airplane models covered in this survey. The table provides the mean 

and standard deviation and the number of observations for selected landing parameters by 

aircraft model. In addition to table 5, figure 13 is another box-and-whisker plot for each of the 

four commuter types analyzed at PHL, providing an easy look at the respective aircraft model 

sink speed data. 

TABLE 5. SURVEY PARAMETER COMPARISON BY AIRCRAFT MODEL, PHL 

Aircraft Model 

Parameters

Saab 

340 

Beech 

1900D 

BAe 

Jetstream 41 

DeHavilland 

Canada DHC-8 

No. of Events 16 62 10 127 

Closure speed Mean 106 101 105 92

(knots) Std. Dev. 6.06 7.18 4.22 7.3 

Approach speed Mean 109 104 107 96

(knots) Std. Dev. 5.36 6.21 3.78 7.1 

Sink speed Mean 1.7 1.3 2.1 1.8

(ft/sec) Std. Dev. 0.99 0.67 0.91 1.0 

Pitch angle Mean 3.5 3.4 2.9 4.8

(degrees) Std. Dev. 1.24 1.28 0.64 1.19 

Roll angle Mean 0.5 0.3 1.1 0.8

(degrees) Std. Dev. 1.47 1.93 1.47 1.47 

Yaw angle Mean -0.5 0.3 2.1 0.4

(degrees) Std. Dev. 2.19 1.77 1.76 1.31 

Runway off- Mean 1.4 -0.5 -0.3 0.9

center dist. (feet) Std. Dev. 2.97 2.57 2.90 2.96 

More detailed statistical summaries for individual model types are provided in tables 6 through 

8. The values of landing parameters determined for individual landings, sorted by airplane 

model type, are provided in appendix B. Landing parameter survey definitions in appendix C 

provide an explanation of the symbols and parameters used. 

Figures 14, 15, and 16 contain sink speed distributions for the Saab 340, Beech 1900D, and 

DeHavilland Canada DHC-8 airplanes, respectively. These distributions vary somewhat in 

shape, but all three are positively skewed. 

The mean values for the sink speed of the main landing gear for the aircraft in the PHL survey 

are consistently lower than those found in earlier surveys of both wide- and narrow-body aircraft 

and significantly lower than the LCY results for the same type of aircraft. 

15
FIGURE 13. BOX-AND-WHISKER PLOT, PHL SINK SPEED 

The four aircraft models for which landings were analyzed in this survey had sink rates varying 

from 1.32 fps to 2.1 fps. The aircraft (BAe Jetstream 41) with the highest sink rates also had one 

of the higher closure speeds. Given the small sample sizes for the BAe Jetstream 41, more 

detailed analysis of this models was not pursued. The data for the individual landings of the 

BAe Jetstream 41 are provided in appendix B. 

TABLE 6. STATISTICAL SUMMARY—SAAB 340, PHL 

Parameters 

Mean 

Value 

Standard 

Deviation 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 1.7 0.73 Ft/sec 16

 Starboard wheel 1.7 0.99 Ft/sec 16

Average of main wheels 1.7 0.86 Ft/sec 16 

Closure speed (measured to camera) 106 6.06 Knots 16 

Approach speed 109 5.36 Knots 16 

Wind speed Head wind 3.3 3.34 Knots 16

 Crosswind (absolute value) 4.3 3.17 Knots 16

Pitch angle at touchdown 3.5 1.24 Degrees 16 

Roll angle at touchdown 0.5 1.47 Degrees 16 

Yaw angle at touchdown -0.5 2.19 Degrees 16 

Distance from touchdown to runway 

threshold 

1098 343 Feet 16

Off-center distance at touchdown 1.4 2.97 Feet 16 

16
TABLE 7. STATISTICAL SUMMARY—BEECH 1900D, PHL 

Parameters 

Mean 

Value 

Standard 

Deviation

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 1.4 0.73 Ft/sec 62

 Starboard wheel 1.3 0.77 Ft/sec 62

Average of main wheels 1.3 0.67 Ft/sec 62 

Closure speed (measured to camera) 101 7.18 Knots 62 

Approach speed 104 6.21 Knots 62 

Wind speed Head wind 3.4 3.74 Knots 62

 Crosswind (absolute value) 4.0 3.17 Knots 62

Pitch angle at touchdown 3.4 1.28 Degrees 62 

Roll angle at touchdown 0.3 1.93 Degrees 62 

Yaw angle at touchdown 0.0 1.77 Degrees 62 

Distance from touchdown to runway 

threshold 

1307 235 Feet 62

Off-center distance at touchdown -0.5 2.57 Feet 62 

TABLE 8. STATISTICAL SUMMARY—DEHAVILLAND CANADA DHC-8, PHL 

Parameters 

Mean 

Value

Standard 

Deviation 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 1.5 0.87 Ft/sec 127

 Starboard wheel 1.9 1.17 Ft/sec 127

Average of main wheels 1.8 1.0 Ft/sec 127 

Closure speed (measured to camera) 92 7.3 Knots 127 

Approach speed 96 7.1 Knots 127 

Wind speed Head wind 3.8 3.67 Knots 127

 Crosswind (absolute value) 4.0 3.07 Knots 127

Pitch angle at touchdown 4.8 1.19 Degrees 127 

Roll angle at touchdown 0.8 1.47 Degrees 127 

Yaw angle at touchdown 0.4 1.31 Degrees 127 

Distance from touchdown to runway 

threshold 

1171 273 Feet 127

Off-center distance at touchdown 0.9 2.96 Feet 127 

17
0

2

4

6

8

123456 More

Sink Speed (ft/sec)

Frequency

FIGURE 14. SAAB 340 SINK SPEED HISTOGRAM, PHL SURVEY 

0

5

10

15

20

25

30

1 2 345 6 More

Sink Speed (ft/sec)

Frequency

FIGURE 15. BEECH 1900D SINK SPEED HISTOGRAM, PHL SURVEY 

0

20

40

60

1 2 3 4 5 6 More

Sink Speed (ft/sec) Frequency

FIGURE 16. DEHAVILLAND CANADA DHC-8 SINK SPEED HISTOGRAM, 

PHL SURVEY 

Figures 17 through 19 present some overall observations regarding the total 215 measured 

parameters of landing touchdown collected during the survey. 

18
y = -0.0007x + 2.5013

R2

 = 0.0658

0

1

2

3

4

5

6

300 500 700 900 1100 1300 1500 1700 1900

DISTANCE FROM THRESHOLD (FT)

SINK SPEED (ft/sec)

FIGURE 17. SINK SPEED VS DISTANCE FROM THRESHOLD, PHL 

y = 0.0057x + 1.0621

R2

 = 0.0028

0

1

2

3

4

5

6

70.0 80.0 90.0 100.0 110.0 120.0 130.0

APPROACH SPEED (knots)

SINK SPEED (ft/sec)

FIGURE 18. SINK SPEED VS APPROACH SPEED, PHL 

y = -0.0788x + 12.075

R2

 = 0.1708

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

70.0 80.0 90.0 100.0 110.0 120.0 130.0

APPROACH SPEED (knots)

PIT

C

H A

N

GLE (degrees)

FIGURE 19. TOUCHDOWN PITCH ANGLE VS APPROACH SPEED, PHL 

19
Figure 17 is a plot of sink speed versus touchdown distance from the runway threshold. The 

figure indicates that the span of camera coverage was approximately from 500 to 2000 feet from

the threshold. The straight line (statistical trend line) indicates that the sink speed of the 

touchdown occurring near 500 feet from the threshold is about 1 foot per second more than 

landings where the touchdown is near the 1700-foot mark. 

Figure 18 is a plot of sink speed versus approach speed. For the same airplane types, higher 

approach velocities should translate into higher sink speeds. From figure 18, one can quantify 

the contribution of approach velocity to sink speed, although, in this survey, the increase in 

approach speed has very little effect on sink speed. Figure 19 shows a significant correlation 

between approach speed and touchdown pitch angle. Statistical linear trend lines are provided 

on each figure. 

3.3 ATLANTIC CITY INTERNATIONAL AIRPORT.

3.3.1 Atlantic City International Airport Operations. 

Additional commuter data were collected at the FAA’s permanent video landing survey facility, 

monitoring runway 13 at ACY. The FAA landing facility collects data on routine operations at 

ACY. The bulk of the landings observed are narrow-body jets in scheduled commercial service. 

In addition, a large number of military air refueling tankers and transport aircraft perform

landing practice at ACY. These practice landings are normally touch and go landings. The 

majority of these operations are performed with KC-10 aircraft, the military version of the DC10 wide-body aircraft. A significant number of commercial aircraft training landings of the 

Airbus A330 have also been recorded and analyzed. The presentation and analysis of the 

landing data from these aircraft are outside the scope of this report and are not included in the 

appendix. The one model of commuter aircraft that, until recently, provided service into ACY is 

the Beech 1900D. Landing data for the Beech 1900D, a commuter model that was also recorded 

at PHL, is included in this report to provide an additional source for direct comparison with the 

PHL results. 

3.3.2 Atlantic City International Airport Results. 

The results of the ACY Beech 1900D commuter landings are shown in table 9. A histogram of 

the Beech 1900D sink speeds recorded at ACY is provided in figure 20. In addition, crosswind 

data for the Beech 1900D at both ACY and PHL were measured and compared. 

20
TABLE 9. STATISTICAL SUMMARY—BEECH 1900D, ACY 

Parameters 

Mean 

Value 

Standard 

Deviation 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 1.8 1.07 Ft/sec 77

 Starboard wheel 1.7 1.26 Ft/sec 77

Average of main wheels 1.7 1.06 Ft/sec 77 

Closure speed (measured to camera) 98 10.68 Knots 77 

Approach speed 104 11.46 Knots 77 

Wind speed Head wind 4.4 4.35 Knots 77

 Crosswind (absolute value) 5.2 3.19 Knots 77 

Pitch angle at touchdown 1.7 2.63 Degrees 77 

Roll angle at touchdown 0.1 2.48 Degrees 77 

Yaw angle at touchdown 1.66 2.9 Degrees 77 

Distance from touchdown to runway 

threshold 

1825 339 Feet 77

Off-center distance at touchdown 1.0 5.1 Feet 77 

0

10

20

30

40

12345678 More

Sink Speed (ft/sec)

Frequency

FIGURE 20. BEECH 1900D SINK SPEED HISTOGRAM, ACY SURVEY 

The commuter data collected at ACY was recorded landings on runway 13, the only ILSequipped runway currently at ACY. This is a 10,000-ft runway, see figure 21. Runway 4-22 

crosses runway 13 at approximately mid length; thus, only one runway is operational at any time 

at ACY. Therefore, there is no incentive to land close to the threshold on runway 13. In 

addition, to taxi to the terminal at ACY, the pilots must cross runway 4-22. In fact, some aircraft 

touchdown so far down runway 31 that they leave the field of view of the cameras before 

touchdown occurs. These relatively benign conditions are reflected in the much wider variation 

in touchdown points from the runway threshold.

21
FIGURE 21. ATLANTIC CITY INTERNATIONAL AIRPORT DIAGRAM 

4. AIRPORT COMPARISONS.

4.1 COMPARISON OF LCY RESULTS WITH PHL RESULTS. 

The number of aircraft models available for direct comparison between LCY and PHL were 

limited since only aircraft certified to land at high glide slope angles operated into LCY. The 

DeHavilland Canada DHC-8 was the only aircraft observed at both the LCY and PHL surveys. 

Comparisons of the mean values of DeHavilland Canada DHC-8 approach speeds and sink rates 

22
are presented in table 10. An illustration of how the sink rates for the DeHavilland Canada 

DHC-8 matched up at each airport, is presented in a box-and-whisker plot, in figure 22. The 

observed difference in mean values and standard deviation in table 10 can be attributed to the 

different glide slope (5.5° at LCY, 3° at PHL) at the two airports. A statistical Students-t test for 

the significance of the difference between the mean values of two populations, shows that there 

is a 99% probability that the observed difference is real. 

TABLE 10. DIRECT COMPARISON OF LANDING SURVEY RESULTS, 

DEHAVILLAND CANADA DHC-8 

LCY Survey 1997 PHL Survey 1999 

Aircraft 

Model

Approach 

Speed 

Average 

Sink Speed 

Approach 

Speed 

Average 

Sink Speed 

Mean 106 (knots) 2.5 (fps) 96 (knots) 1.8 (fps) 

Standard Deviation 8.85 1.8 7.1 1.0 

DeHavilland 

Canada 

DHC-8 No. of Landings 23 23 127 127 

FIGURE 22. BOX-AND-WHISKER PLOT OF DEHAVILLAND 

CANADA DHC-8 SINK SPEED 

23
4.2 COMPARISON OF PHL RESULTS WITH ACY RESULTS.

The effect that the crosswind had on the closure speed and sink rate at each airport can be seen in 

figures 23 through 26. In strong crosswind operations, the closure speed of the aircraft landing is 

increased to lessen the effect of the crosswind component on the airplane. As a result of 

increased closure speeds, sink rates are also increased as the crosswind magnitude is increased. 

Tables 11 and 12 compare the landing parameters along with the crosswind conditions at ACY 

and PHL for the Beech 1900D. The average crosswind for ACY landings were higher than those 

at PHL. Runway 13 at ACY is the only runway at ACY with an ILS; thus, in bad weather, 

landings must be performed on runway 13, contributing to the higher percentage of crosswind 

landings at ACY. 

60.0

70.0

80.0

90.0

100.0

110.0

120.0

130.0

0 2 4 6 8 10 12 14 16

Absolute Value of Cross Wind Component (knots)

Closure Speed (knots)

FIGURE 23. CLOSURE SPEED VS ABSOLUTE VALUE OF CROSSWIND, PHL 

0

0.5

1

1.5

2

2.5

3

3.5

0246 8 10 12 14 16

Absolute Value of Cross Wind Component (knots)

Sink Rate (fps)

FIGURE 24. SINK RATE VS ABSOLUTE VALUE OF CROSSWIND, PHL 

24
y = 0.7963x + 95.175

R2

 = 0.0532

60.0

70.0

80.0

90.0

100.0

110.0

120.0

02468 10 12 14 16

Absolute Value of Cross Wind Component (knots)

Closure Speed (knots)

FIGURE 25. CLOSURE SPEED VS ABSOLUTE VALUE OF CROSSWIND, ACY 

y = 0.0274x + 1.5946

R2 = 0.006

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

0 5 10 15 20

Absolute Value of Cross Wind Component (knots)

Sink Rate (fps)

FIGURE 26. SINK RATE VS ABSOLUTE VALUE OF CROSSWIND, ACY 

TABLE 11. DIRECT COMPARISON OF LANDING SURVEY RESULTS, BEECH 1900D 

ACY Landing Data PHL Survey 1999 

Aircraft 

Model

Approach 

Speed 

Average 

Sink Speed 

Approach 

Speed 

Average 

Sink Speed 

Mean 104 (knots) 1.7 (fps) 104 (knots) 1.3 (fps) 

Standard Deviation 11.46 1.06 6.21 0.67 

Beech 

1900D 

No. of Landings 77 77 62 62 

TABLE 12. CROSSWIND COMPARISON FOR BEECH 1900D LANDINGS 

Absolute Value of Crosswind Components 

Mean Standard Deviation

ACY 5.2 3.19

PHL 4.0 3.16

25
At ACY, runway 13 is the only runway equipped with an ILS. In bad weather, pilots are 

required to perform more landings in adverse wind conditions at ACY than would be done at 

PHL, which has numerous options for ILS landings. Only runway 17, which is infrequently 

used, on the opposite end of the surveyed runway, does not have ILS in PHL. On the other hand, 

in good weather, the option to land commuters on crosswind runway 4-22 at ACY reduces the 

overall number of crosswind landings. During peak operating periods at PHL, the need to give 

preference to jet traffic on runways 9L-27R and 9R-27L may force commuter turboprop aircraft 

to do more good weather crosswind landings on runway 35. 

During the survey period at PHL, there were no periods of poor visibility, and thus, weather did 

not appear to be a factor in survey results. At ACY, bad weather landings were included in the 

survey results. 

Figure 27 is a box-and-whisker plot showing statistical data for the Beech 1900D at ACY and 

PHL. 

FIGURE 27. BOX-AND-WHISKER PLOT OF BEECH 1900D SINK SPEED 

A number of high sink speed landings were observed during the LCY survey. This can be 

directly attributed to the higher 5.5° glide slope angle required to land at LCY. It was

anticipated that landings in excess of 4 ft/sec would be rather rare in normal commercial 

26
operations. The results of the LCY survey have identified 60 landings (almost 24%) that had 

sink speeds of 4 ft/sec or more and 3 landings were in excess of 8 ft/sec. In previous surveys 

done on wide-body airplane models, 20% of the landings at HNL and 15% at JFK had landings 

at or above 4 ft/sec. The design limit descent velocity found in reference 5, Title 14 Code of 

Federal Regulations 25.473 for commercial transports, is 10 ft/sec. Reference 5 specifies a 

10-ft/sec landing, a once per lifetime event, but does not require a sink speed frequency 

distribution. The military specification MIL-A-8866 for similar aircraft assumes a 10-ft/sec 

landing occurs once every 2000 landings and a 9-ft/sec landing once every 1000 landings. 

Figure 28 provides a histogram of the sink speed distribution recorded during the LCY survey. 

0

10

20

30

40

50

60

70

1 234 567 8 9 10 More

Sink Speed (ft/sec)

Frequency

FIGURE 28. SINK SPEED HISTOGRAM, LCY SURVEY 

The landing survey at PHL, which included turboprops only, produced data that was unlike that 

found in previous surveys. This was the low frequency of sink speeds that were over 4 ft/sec. In 

figure 29, a histogram of the sink speed for all landings captured at PHL is presented. During 

this survey only one of the 215 recorded landings had a sink speed over 4 ft/sec. In all prior 

surveys, the 4 ft/sec or over mark was encountered at the very least 15% of time. 

0

20

40

60

80

100

123 4 5 6 More

Sink Speed (ft/sec)

Frequency

FIGURE 29. SINK SPEED HISTOGRAM, PHL SURVEY 

Since there is no equivalent commercial specification, the observed sink speed distributions from

the LCY and PHL surveys were compared with the distribution from MIL-A-8863. Commercial 

manufactures estimate the anticipated usage of the aircraft during the airplanes design phase. 

Figure 30 shows a plot of the probability that an aircraft’s sink speed would reach a particular 

value. The military specifications for the sink speed distribution of transport aircraft is identified 

as the MIL-A-8866 curve. Also presented in figure 30 is a comparison of the sink speeds for 

27
three aircraft models captured in the LCY survey (BAe 146, DeHavilland Canada DHC-8, and 

Fokker 50) compared in a probability format with two aircraft models’ sink speeds from the PHL 

survey (DeHavilland Canada DHC-8 and Beech 1900D). The MIL-A-8863 distribution 

indicates, that over a lifetime, a military transport fleet would be designed for the assumption 

that 4 percent of the sink speeds would be in excess of 6 ft/sec. During the LCY survey in JuneJuly 1997, nearly 10 percent of the BAe 146 commuter transports exceeded 6 ft/sec, while about 

3 percent of the Fokker 50 transports exceeded the same 6 ft/sec. In the PHL survey, none of the 

215 landings analyzed exceeded the sink speed of 6 ft/sec. 

0

2

4

6

8

10

12

0.01% 0.10% 1.00% 10.00% 100.00%

Probability of Exceeding

Sink Speed (ft/sec)

M IL-A-8863

LCY FOKKER 50

LCY BA-146

LCY DHC-8

PHL B-1900

PHL DHC-8

FIGURE 30. SINK SPEED PROBABILITY DISTRIBUTIONS, LCY VS PHL 

The sink speed distributions for the two direct comparisons, the DeHavilland Canada DHC-8 at 

LCY and PHL and the Beech 1900D at PHL and ACY, have also been plotted in figures 31 and 

32. In figure 31, the probability of exceeding the same sink speed at LCY is higher than at PHL. 

The likely reason for this could be the usually high glide slope at LCY. Figure 32 shows the plot 

comparing the PHL and ACY Beech 1900D landings. In this plot, the probability of exceeding a 

sink speed at ACY is higher than at PHL. Based on the crosswind data and its effect on landing 

parameters, this could be why the landings at ACY have a higher probability. 

0

2

4

6

8

10

12

0.01% 0.10% 1.00% 10.00% 100.00%

Probability of Exceeding

Sink Rate (ft/sec)

MiL-A-8863

PHL DHC-8

LCY DHC-8

FIGURE 31. SINK SPEED PROBABILITY DISTRIBUTIONS FOR THE 

DEHAVILLAND CANADA DHC-8 AIRCRAFT 

28
0

2

4

6

8

10

12

0.01% 0.10% 1.00% 10.00% 100.00%

Probability of Exceeding

Sink Rate (ft/sec)

Mil-A-8863

PHL B-1900D

ACY B-1900D

FIGURE 32. SINK SPEED PROBABILITY DISTRIBUTIONS FOR THE 

BEECH 1900D AIRCRAFT 

As stated earlier, landing load surveys have been performed at other commercial airports. In 

particular, the survey at JFK did collect a limited number of commuter operations. However, 

given the relatively small sample sizes and the fact that the instrumented runway (13L at JFK) is 

10,000 ft long, the data was only included as an appendix in the report cited in reference 6, no 

conclusions were presented for that data. The runway is equipped with ILS and has a 3.0° glide 

slope angle. Given the new commuter data provided in this report, it was considered reasonable 

to review the JFK data and compare it with the new results. 

Summaries were generated from the JFK report data and are shown in tables 13 through 16. 

Comparing the data with the LCY and PHL data confirmed that the operations on the longer 

runway are less severe than on the shorter runway at PHL or the higher glide slope angle at 

LCY. Table 17 compares the data of high-wing commuter aircraft at all three airports. Table 18 

compares the landing performance of the various Saab 340 commuter aircraft at all three 

airports. Figure 33 shows a plot of the sink rate versus approach speed for all turboproppowered commuter aircraft observed during the surveys. The LCY data stands out as being the 

most demanding operating environment. The sink rates are lowest on the longer JFK runway 

even though the operations at JFK were performed in challenging crosswind conditions. The 

absolute value of the crosswind components at JFK had a mean value of 10 knots. The 

crosswind components were 5.0 knots for the PHL landings and 5.5 knots at LCY. These higher 

crosswind conditions contributed, in part, to the higher approach speeds reported at JFK. 

Another factor contributing to the higher JFK approach speeds was the higher volume of 

operations, whereby the commuters were mixed into the traffic flow with larger commercial jets, 

which may have resulted in higher approach speeds being flown by the commuter aircraft. 

29
TABLE 13. STATISTICAL SUMMARY—ATR-42, JFK 

Parameters 

Mean 

Value 

Standard 

Deviatio

n 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 1.1 0.98 Ft/sec 42

 Starboard wheel 1.3 1.04 Ft/sec 42 

Average of main wheels 1.2 0.95 Ft/sec 42 

Closure speed (measured to camera) 106 8.20 Knots 42 

Approach speed 110 8.63 Knots 42 

Wind speed Head wind 4 4.36 Knots 42

 Crosswind (absolute value) 10 4.74 Knots 42 

Pitch angle at touchdown 3.5 1.50 Degrees 42 

Roll angle at touchdown 3.7 5.72 Degrees 42 

Yaw angle at touchdown -0.3 2.55 Degrees 42 

Distance from touchdown to runway 

threshold 

1894 1179 Feet 42

Off-center distance at touchdown 1.5 5.93 Feet 42 

TABLE 14. STATISTICAL SUMMARY—DHC-7, JFK 

Parameters 

Mean 

Value 

Standard 

Deviation 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 2.0 1.21 Ft/sec 26

 Starboard wheel 1.9 1.39 Ft/sec 26 

Average of main wheels 2.1 1.03 Ft/sec 26 

Closure speed (measured to camera) 86 12.54 Knots 26 

Approach speed 92 11.29 Knots 26 

Wind speed Head wind 6 2.83 Knots 26

 Crosswind (absolute value) 10 5.25 Knots 26 

Pitch angle at touchdown 3.2 1.95 Degrees 26 

Roll angle at touchdown 2.8 2.50 Degrees 26 

Yaw angle at touchdown 0.5 1.93 Degrees 26 

Distance from touchdown to runway 

threshold 

1923 497 Feet 26

Off-center distance at touchdown -1.1 4.62 Feet 26 

30
TABLE 15. STATISTICAL SUMMARY—DHC-8, JFK 

Parameters 

Mean 

Value 

Standard 

Deviation 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 1.0 1.01 Ft/sec 10

 Starboard wheel 1.1 1.37 Ft/sec 10 

Average of main wheels 1.1 1.24 Ft/sec 10 

Closure speed (measured to camera) 95 14.72 Knots 10 

Approach speed 99 13.99 Knots 10 

Wind speed Head wind 4 4.59 Knots 10

 Crosswind (absolute value) 10 3.55 Knots 10 

Pitch angle at touchdown 5.8 2.29 Degrees 10 

Roll angle at touchdown 2.7 2.81 Degrees 10 

Yaw angle at touchdown -1.7 1.30 Degrees 10 

Distance from touchdown to runway 

threshold 

1727 546 Feet 10

Off-center distance at touchdown 0.3 8.33 Feet 10 

TABLE 16. STATISTICAL SUMMARY—SAAB 340, JFK 

Parameters 

Mean 

Value 

Standard 

Deviation 

Measurement 

Units 

Number of 

Landings 

Sink Speed Port wheel 0.9 1.05 Ft/sec 30 

 Starboard wheel 1.0 1.12 Ft/sec 30 

Average of main wheels 1.0 1.00 Ft/sec 30 

Closure speed (measured to camera) 111 9.20 Knots 30 

Approach speed 116 7.68 Knots 30 

Wind speed Head wind 5 4.72 Knots 30 

 Crosswind (absolute value) 10 4.67 Knots 30 

Pitch angle at touchdown 3.3 1.47 Degrees 30 

Roll angle at touchdown 3.3 5.12 Degrees 30 

Yaw angle at touchdown -1.6 2.09 Degrees 30 

Distance from touchdown to runway 

threshold 

1636 563 Feet

30 

Off-center distance at touchdown 1.9 5.83 Feet 30 

31
TABLE 17. COMPARISON OF HIGH-WING COMMUTER AIRCRAFT, 

LCY, PHL, AND JFK LANDINGS 

Aircraft Model Location 

DHC-8 

LCY 

DHC-8 

PHL 

DHC-8 

JFK 

DHC-7 

JFK 

ATR-42 

JFK 

Average sink speed 

(ft/sec) 

Mean 2.8 1.8 1.1 2.1 1.2

Standard

Deviation 

2.04 1.0 1.07 1.03 0.95

Approach speed 

(knots) 

Mean 106 96 99 92 110

Standard

Deviation 

8.85 7.1 13.99 11.29 8.63

Number of landings 23 127 10 26 42 

Reference approach 

speed (knots) 

See 

reference 7 

90 90 90 83 NA

TABLE 18. COMPARISON OF SAAB COMMUTER AIRCRAFT, LCY, PHL, 

AND JFK LANDINGS 

Aircraft Model Location 

Saab 2000 

LCY 

Saab SF-340 

PHL 

Saab SF-340 

JFK 

Average sink speed Mean 4.1 1.7 1.0

(ft/sec) Standard Deviation 3.12 0.99 1.00 

Approach speed Mean 117 109 116

(knots) Standard Deviation 6.56 5.36 7.68 

No. of landings 5 16 30 

Reference approach 

speed (knots)*

Approach flaps 

Landing flaps 

105 

98 

87 

82 

87 

82 

*Data from Jane’s All the World Aircraft. 

32
0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

60.0 80.0 100.0 120.0 140.0

Approach Speed (KNOTS)

Avg. Main Wheel SinkRate (FT/sec)

LCY DATA

PHL DATA

JFK DATA

FIGURE 33. TURBOPROP COMMUTER AIRCRAFT COMPARISON BY SURVEY, 

SINK SPEED VS APPROACH SPEED 

5. CONCLUDING REMARKS.

This research is part of a continuing series of landing parameter surveys intended to assess the 

continued suitability of current design and certification requirements for aircraft landing gear and 

support structure. The video landing data acquisition system has been shown to be a practical, 

cost-effective technique for collecting large quantities of typical landing parameter data on a 

noninterference basis at major commercial airports. This report summarized the commuter 

results from surveys conducted at London City Airport (LCY), Philadelphia International Airport 

(PHL), and Atlantic City International Airport (ACY). The LCY survey was performed in the 

summer of 1997, and the PHL survey was performed in the summer of 1999. The findings can 

be summarized as follows: 

• Operations at higher glide slope angles result in significantly higher aircraft sink rates. 

• Operations of commuter aircraft under typical operating conditions result in lower sink 

rates than those observed for narrow-body jet aircraft in previous landing surveys. 

• Current design sink rate requirements appear to be adequate for commuter aircraft. 

• A trend toward higher aircraft sink rates and approach speeds can be inferred from the 

results of landings performed during higher crosswind conditions. 

• In general, the landing performance for aircraft appear to be effected by the runway 

configuration and terminal locations of the particular airports used. 

33
6. REFERENCES.

1. Naval Air Development Center Technical Report, NADC-ST-6706, “The Standard ASD 

Photographic Method for Determining Airplane Behavior and Piloting Technique During 

Field or Carrier Landings,” January 27, 1968. 

2. Naval Air Warfare Center Aircraft Division, Warminster, PA, technical report 941034-

60, “Naval Aircraft Approach and Landing Data Acquisition System (NAALDAS) Video 

Landing System Shipboard Performance Evaluation,” 4 September 1994. 

3. Naval Air Warfare Center Aircraft Division, Warminster, PA, technical report 93004-60, 

“Naval Aircraft Approach and Landing Data Acquisition System (NAALDAS) Video 

Landing System Land-Based Evaluation,” 15 April 1993. 

4. Micklos, R. and DeFiore, T., “Methods for Experimentally Determining Commercial Jet 

Aircraft Landing Parameters from Video Image Data,” FAA report DOT/FAA/CT-93/7, 

August 1993. 

5. Title 14 Code of Federal Regulations Part 25, Aeronautics and Space, Airworthiness 

Standards: Transportation Category Airplanes. 

6. Barnes, T., DeFiore, T., and Micklos, R., “Video Landing Parameter Survey—John F. 

Kennedy International Airport,” FAA report DOT/FAA/AR-96/125, July 1997. 

34
APPENDIX A—BOX-AND-WHISKER

PLOTS

A box-and-whisker plot can be useful for handling many data values. They allow 

people to explore data and to draw informal conclusions when two or more 

variables are present. Box and whisker plots are a contemporary tool, which 

provides pictorial representations for making informal comparisons of the range 

and location of multiple data sets. It shows only certain statistics rather than all 

the data. Five-number summary is another name for the visual representations of

the box-and-whisker plot. The five-number summary consists of the median, the 

quartiles, and the smallest and greatest values in the distribution. Immediate 

visuals of a box-and-whisker plot are the center, the spread, and the overall range 

of distribution. 

The first step in constructing a box-and-whisker plot is to first find the median, 

the lower quartile and the upper quartile of a given set of data. Example: The

following set of numbers is the amount of marbles fifteen different boys own 

(they are arranged from least to greatest). 

18 27 34 52 54 59 61 68 78 82 85 87 91 93 100 

• First find the median. The median is the value exactly in the middle of an 

ordered set of numbers. 

68 is the median 

• Next, we consider only the values to the left of the median: 18 27 34 52 

54 59 61. We now find the median of this set of numbers. Remember, the 

median is the value exactly in the middle of an ordered set of numbers. 

Thus 52 is the median of the scores, which are less than the median of all 

scores, and therefore is the lower quartile.

52 is the lower quartile 

• Now consider only the values to the right of the median: 78 82 85 87 91 

93 100. We now find the median of this set of numbers. The median 87 is 

therefore called the upper quartile. 

87 is the upper quartile 

A-1
(

*

If you're finding the median in an ordered set with an even number of 

values, you must take the average of the two middle numbers. For example: 

3, 5, 7, and 10. Add the two middle numbers. 5 + 7 = 12. Divided 12 by 2 to 

get the average. 12 / 2 = 6. Therefore 6 is the median for the ordered set of 3, 

5, 7, and 10.) 

• One is now ready to find the inter-quartile range (IQR). The inter-quartile 

range is the difference between the upper quartile and the lower quartile. 

In our case the IQR = 87 - 52 = 35. The IQR is a very useful 

measurement. It is useful because it is less influenced by extreme values; 

it limits the range to the middle 50% of the values. 

35 is the inter-quartile range 

Now we begin to draw our graph: 

 

*

 Article copied from: http://ellerbruch.nmu.edu/cs255/jnord/boxplot.html

A-2
TABLE B-1. LANDING DATA MODEL SAAB 2000 AIRCRAFT 

FAA S

U

R

VEY—LONDON CITY AIRPORT 

B-1

Sinking S

peed at Touch

dow

n

Landing 

No. 

Power 

Approac

h

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ra

mp to

TD Dist. 

(ft) 

Runway 

Off-Ce

nter 

(ft) 

Pitch

Angle 

TD 

(de

grees) 

Roll 

Angle 

TD 

(de

grees) 

Yaw 

Angle 

TD 

(de

grees) 

Wi

n

d

Par. 

(knots)

23 108.9 103.7 3.4 1.6 2.5 801 -10 1.4 -0.4 12.8 5.2153 119.5 1.1 0.9 1.0 647 -3 0.2 0.0 3.7 0.0194 121.9 120.3 2.3 3.8 3.1 583 -3 1.8 -2.7 4.4 1.6239 123.2 119 3.6 5.1 4.6 524 0 2.7 0.0 -4.1 4.2377 115.7 119.7 9.3 9.0 9.2 910 -5 5.0 -4.7 -9.0 -4.0

TABLE B-2. LANDING DATA 

MODEL DORNIER 328 AIRCRAFT 

FAA S

U

R

VEY—LONDON CITY AIRPORT 

Sinking S

peed at Touch

dow

n

Landing 

No. 

Power 

Approac

h

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ra

mp to

TD Dist. 

(ft) 

Runway 

Off-Ce

nter 

(ft) 

Pitch

Angle 

TD 

(de

grees) 

Roll 

Angle 

TD 

(de

grees) 

Yaw 

Angle 

TD 

(de

grees) 

Wi

n

d

Par. 

(knots)

46 126.4 120.4 1.7 0.9 1.3 634 2 2.1 0.2 -3.0 6.0130 105.9 107.3 3.8 3.7 4.1 479 0 4.8 -4.8 0.4 -1.4260 126.0 121.9 1.6 5.0 3.3 747 -3 0.9 0.9 -2.2 4.1303 102.7 100.3 0.6 -0.8 1.8 640 -1 0.9 -3.5 -2.5 2.4355 76.5 75.0 2.2 0.8 1.5 742 -18 5.8 -2.2 0.2 1.5

APPENDIX B—FEDERAL AVIATION ADMINISTRATION VIDEO LANDING

PARAMETER SURVEY—LANDING LISTINGS
TABLE B-3. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 AIRCRAFT

FAA SURVEY—LONDON CITY AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

8 105.6 100.6 7.3 7.4 7.6 350 -4 3.8 -2.3 -0.2 5.019 106.9 106.9 2.5 3.0 2.8 408 0 5.6 0.7 -0.4 0.028 98.1 98.1 2.0 2.4 2.3 604 2 5.0 0.3 -9.5 0.056 115.1 108.1 5.2 4.9 5.1 507 -1 6.1 -4.2 -2.4 7.078 106.3 8.1 7.0 7.5 497 -4 5.6 -2.2 -5.887 99.9 93.1 1.5 4.1 3.9 518 4 6.2 2.6 -13.3 6.8111 106.1 109.6 0.3 1.2 0.0 691 -1 4.9 -2.1 -2.9 -3.5124 106.4 100.6 4.2 4.8 4.8 659 6 7.5 4.4 -3.3 5.8135 119.7 117.7 2.1 1.4 1.8 927 0 6.1 -1.3 -1.4 2.0150 114.8 113.1 0.5 0.9 0.3 820 -3 5.7 -2.5 -1.6 1.7156 103.7 101.4 1.2 0.5 0.8 626 0 6.0 0.4 2.1 2.3165 110.5 108.4 0.8 1.9 1.4 743 -9 6.7 -0.6 6.4 2.1189 110.2 110.2 0.9 3.0 1.9 771 -4 7.3 -2.4 2.9 0.0242 96.7 93.2 2.2 3.3 2.8 712 1 7.3 0.8 -3.0 3.5251 105.1 99.3 0.6 0.8 0.8 679 0 7.8 2.7 -1.8 5.8278 104.5 100.6 2.6 1.5 2.3 538 -4 7.1 -2.4 2.0 3.9298 82.8 79.0 5.7 3.2 4.1 548 -5 9.2 -3.3 -3.7 3.8306 125.4 118.3 1.5 1.5 1.5 636 -5 3.4 -3.2 -14.2 7.1331 98.8 101.5 3.8 1.5 3.2 523 0 7.3 -2.5 -4.1 -2.7343 114.1 108.6 2.3 1.8 2.1 686 -2 4.6 3.2 -1.0 5.5370 102.7 106.7 3.8 2.3 3.3 552 -2 7.5 -2.4 -4.9 -4.0380 102.1 105.1 0.7 0.9 0.6 657 -6 5.5 -3.1 -3.2 -3.0402 108.7 105.9 2.0 2.8 2.5 741 -1 6.8 1.7 -5.4 2.8

B-2
TABLE B-4. LANDING DATA MODEL FOKKER 50 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

1 103.0 99.0 1.9 1.7 1.8 630 -4 -0.1 -2.6 -7.6 4.06 88.5 83.5 3.1 3.8 3.4 588 1 0.1 -1.0 -10.4 5.016 100.9 89.9 3.8 5.1 4.6 480 3 3.4 -0.5 -2.3 11.033 96.9 96.9 2.1 4.0 3.1 465 4 1.8 1.2 -0.337 86.2 82.7 2.5 4.0 3.9 409 4 1.6 1.1 -0.6 3.540 97.0 94.5 4.3 1.6 2.9 557 -3 2.7 0.3 -11.0 2.541 110.3 109.1 4.2 4.2 4.2 255 15 2.9 -1.5 -6.6 1.248 89.6 87.7 1.8 2.4 2.3 532 0 1.8 -0.8 -2.7 1.953 84.7 77.9 0.4 2.4 2.2 824 -3 4.4 1.0 -11.6 6.864 92.4 90.7 0.5 1.8 0.2 451 1 3.1 2.5 -11.7 1.765 77.9 76.9 0.8 1.7 0.9 633 -1 3.1 -0.9 -11.2 1.066 93.2 91.7 0.6 1.2 0.9 707 -3 -0.1 1.4 -10.3 1.584 86.3 84.2 0.8 1.0 0.9 718 -4 1.6 -0.4 -14.0 2.185 91.2 83.9 1.0 1.0 0.8 806 -4 1.9 -3.4 -9.0 7.386 88.3 79.6 0.6 1.2 0.8 699 -1 2.4 -1.2 -9.2 8.794 95.3 99.1 3.3 2.6 2.9 346 -4 3.1 -5.7 -1.1 -3.8108 84.3 91.7 4.3 2.5 3.7 491 -4 0.2 -4.7 -4.8 -7.4113 84.5 88.9 0.7 0.6 0.4 611 -5 0.4 1.4 -0.8 -4.4123 103.2 94.0 3.2 2.3 2.4 424 -1 1.6 0.7 -0.2 9.2129 97.8 96.2 1.5 1.4 1.4 562 -1 0.1 0.1 1.8 1.6132 99.8 101.2 1.6 2.6 2.1 760 0 3.6 -0.3 -0.2 -1.4133 98.5 95.1 1.4 0.4 1.0 624 0 0.4 -0.9 1.3 3.4144 112.7 110.6 2.1 1.8 2.6 686 -11 0.8 -0.7 0.1 2.1

B-3
TABLE B-4. LANDING DATA MODEL FOKKER 50 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist.

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

147 98.1 96.0 2.4 2.0 2.2 601 -1 2.4 -0.4 1.8 2.1157 93.7 90.8 1.3 1.2 1.3 445 2 1.2 -0.3 2.3 2.9160 101.1 101.1 1.2 0.7 1.0 765 0 1.3 0.1 0.6 0.0186 84.9 92.9 3.2 2.5 3.0 784 -4 2.8 -1.2 2.1 -8.0187 89.7 101.0 3.4 3.7 3.5 598 -8 -1.1 -0.9 6.1 -11.3191 102.8 102.8 6.2 4.5 5.4 538 -12 2.4 -5.2 5.4 0.0199 95.7 95.7 6.8 4.9 6.7 77 -6 2.5 -2.4 3.3 0.0204 107.6 111.0 4.1 5.5 5.2 581 -11 -0.1 0.0 2.0 -3.4207 102.4 105.8 4.5 4.6 4.7 557 -1 2.6 -2.1 1.8 -3.4208 97.6 98.5 3.9 3.2 4.0 844 -2 2.2 -2.1 3.1 -0.9228 98.3 92.7 3.7 2.5 3.1 573 3 2.0 -0.3 2.8 5.6229 97.0 94.1 1.4 0.1 0.8 941 -3 3.1 -1.2 -7.4 2.9232 90.7 86.7 2.0 1.3 2.0 757 -5 5.8 -1.5 1.9 4.0233 94.8 87.3 3.1 2.8 2.9 487 4 2.8 2.1 4.3 7.5241 90.8 84.8 0.8 0.9 0.9 635 1 3.0 4.0 1.4 6.0244 101.8 98.3 1.4 1.8 1.5 720 3 2.0 1.6 0.5 3.5245 99.7 94.3 0.4 0.2 0.2 906 -1 0.2 -1.4 -5.4 5.4252 99.9 92.9 0.4 0.3 0.3 898 -5 1.0 1.9 -7.4 7.0262 90.7 85.1 0.8 0.7 0.8 648 -3 2.5 -1.2 0.0 5.6274 83.9 84.2 0.5 2.1 1.7 685 -2 2.6 1.3 -2.7 -0.3275 96.9 89.7 1.8 2.7 2.6 385 -1 0.7 -0.6 -0.7 7.2276 92.1 88.1 1.4 0.6 1.0 558 -2 1.3 -3.1 4.2 4.0279 97.1 92.1 4.8 4.2 4.6 862 -2 5.3 1.2 -7.8 5.0

B-4
TABLE B-4. LANDING DATA MODEL FOKKER 50 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

286 83.2 79.9 2.9 0.5 2.4 597 -1 0.7 -2.5 4.1 3.3288 92.4 90.4 0.6 0.4 0.5 747 -4 5.0 -0.2 0.2 2.0295 87.3 79.6 2.4 1.5 1.8 455 -8 2.2 -2.5 1.3 7.7304 103.9 98.2 1.7 2.4 2.0 471 -4 2.6 -5.1 0.2 5.7305 90.9 89.2 2.8 3.5 3.4 778 -2 1.8 -1.5 -4.0 1.7313 85.4 83.0 4.4 3.2 3.9 671 -3 2.9 -1.0 -4.1 2.4317 97.8 101.2 1.9 3.1 2.5 656 -8 0.2 -1.4 -6.0 -3.4316 86.5 91.4 5.1 3.9 4.4 210 3 7.3 -3.2 1.1 -4.9323 97.8 100.2 1.2 0.2 1.0 696 3 -4.5 2.9 -10.9 -2.4327 108.6 106.0 5.0 5.3 4.7 842 -12 3.9 -2.4 -4.7 2.6329 99.8 98.6 1.6 1.1 1.4 800 -4 2.7 -2.7 -5.3 1.2334 93.2 93.8 3.8 2.6 3.2 498 -4 5.2 -3.3 2.3 -0.6341 97.7 92.2 2.0 1.4 1.5 887 -2 3.4 -4.0 -1.8 5.5342 103.7 99.1 1.4 1.5 1.5 559 4 1.6 -0.7 -1.6 4.6351 90.5 91.7 2.3 1.9 2.1 560 -3 2.7 -2.2 1.9 -1.2354 95.8 93.7 2.0 2.7 2.6 944 -6 3.2 -1.6 -11.4 2.1366 111.6 107.4 1.4 1.4 1.4 439 2 0.4 -2.2 -5.4 4.2368 83.8 84.6 1.5 1.6 1.7 798 -6 3.3 0.1 -4.0 -0.8371 94.3 90.5 2.1 1.3 1.8 680 -1 3.8 -1.0 -2.7 3.8378 99.6 100.9 0.8 1.2 0.9 932 -5 3.6 -1.5 -10.0 -1.3379 93.8 90.7 0.1 0.8 0.7 424 4 1.6 -3.6 -3.5 3.1383 96.8 93.3 1.6 2.6 2.1 475 5 3.7 -0.4 1.5 3.5384 95.6 94.0 3.0 2.4 2.8 382 3 1.0 -2.7 -2.0 1.6389 87.4 89.1 5.9 4.2 4.4 557 -2 0.5 -6.8 -6.5 -1.7391 96.2 96.2 2.9 2.3 2.6 584 -4 3.2 -5.2 0.3 0.0400 92.2 90.5 1.2 1.7 1.5 791 -6 3.3 0.1 -1.3 1.7

B-5
TABLE B-5. LANDING DATA MODEL FALCON AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

24 98.7 94.2 0.5 0.6 0.5 584 -5 3.3 0.4 -14.7 4.555 89.9 85.2 3.4 2.6 3.0 506 -4 7.1 -2.0 1.9 4.7122 112.8 107.1 2.3 4.2 3.6 822 8 6.1 3.0 -9.1 5.7201 118.8 118.8 1.6 1.8 2.1 992 10 5.2 -3.9 2.6 0.0319 84.1 88.1 2.4 2.6 2.4 380 -7 9.4 -2.3 -2.4 -4.0

B-6
TABLE B-6. LANDING DATA MODEL BAe 146 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

5 137.2 133.2 3.5 1.1 2.3 569 -2 4.8 -1.1 -13.2 4.07 112.5 106.5 2.6 3.4 3.0 610 -1 6.7 -2.8 -8.5 6.010 92.9 86.9 1.2 0.6 0.9 532 -1 3.8 1.1 -13.4 6.011 120.3 116.3 2.9 2.8 2.9 547 -4 3.4 -1.5 -2.1 4.012 120.4 113.4 2.4 2.5 2.5 549 1 3.9 -2.1 -5.9 7.013 92.6 84.6 2.7 2.3 2.6 641 -3 2.4 -1.6 -12.9 8.015 121.0 113.0 2.7 2.8 2.7 513 8 6.4 -0.7 -4.9 8.017 122.0 122.0 3.9 4.4 4.1 545 2 1.7 1.4 -10.7 0.018 96.9 88.2 2.2 2.2 2.2 36 2 0.1 -5.3 5.2 8.720 119.2 104.7 2.5 3.5 3.0 630 -2 1.1 1.0 -8.2 14.521 112.9 106.0 3.3 3.4 3.4 545 -2 1.2 -2.6 -9.2 6.922 106.6 100.3 4.6 4.6 4.6 203 4 4.4 -2.4 6.5 6.325 80.8 77.0 1.6 1.9 1.7 743 2 0.5 1.1 -5.6 3.826 109.2 0.3 0.6 0.4 697 -7 1.0 0.3 -11.732 124.5 117.9 3.7 2.4 3.1 399 -4 3.8 0.7 -2.0 6.634 117.8 112.2 2.5 2.9 2.7 765 -3 1.9 0.1 -10.6 5.635 119.6 111.9 3.2 6.1 4.7 471 6 5.7 -1.7 -2.7 7.736 106.6 4.5 5.0 4.8 437 -1 1.3 -1.2 -8.639 100.6 97.6 2.4 3.3 2.8 847 -2 3.6 1.1 -12.8 3.044 123.8 114.0 2.2 2.7 2.5 505 -2 0.7 0.3 -11.6 9.845 112.8 106.7 1.0 0.9 0.9 915 -2 0.5 -1.5 -8.0 6.157 122.1 117.2 0.3 1.2 0.8 644 -2 3.8 -2.5 -5.0 4.958 99.3 93.7 2.6 3.6 3.1 530 -1 4.2 1.1 -12.2 5.6

B-7
TABLE B-6. LANDING DATA MODEL BAe 146 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

59 116.1 111.4 3.3 2.1 2.7 507 -2 3.6 -2.0 -1.5 4.763 101.1 96.8 2.6 4.8 4.0 747 -1 3.4 3.0 -10.1 4.369 119.3 116.2 9.9 10.4 10.1 836 11 4.7 -1.1 -7.1 3.172 119.9 120.1 3.0 3.3 3.2 468 -3 3.6 0.4 -11.2 -0.274 112.6 109.1 3.9 3.7 3.8 413 0 1.0 -4.0 -0.1 3.575 101.9 98.4 4.3 3.6 4.1 817 4 5.4 0.8 -11.5 3.581 113.6 106.7 1.6 1.4 1.5 659 3 6.6 -0.3 -11.5 6.982 113.6 105.9 4.7 5.6 5.2 533 -3 3.7 -1.1 -13.2 7.791 99.9 93.5 3.9 5.2 4.5 471 -1 4.0 0.3 -16.8 6.492 108.9 104.7 3.3 1.8 2.5 435 0 1.4 -5.3 -0.3 4.2112 114.1 120.4 1.1 2.5 1.8 850 5 2.3 -0.4 -4.7 -6.3114 104.5 99.7 3.5 5.1 3.1 190 -2 3.2 1.9 1.4 4.8115 107.4 103.2 2.1 2.6 2.4 480 5 0.9 2.8 -3.2 4.2139 112.9 110.6 1.8 0.2 1.0 437 1 2.5 -1.4 0.4 2.3151 100.4 96.9 0.3 1.2 0.8 654 -3 4.3 -0.9 3.8 3.5170 126.3 123.8 1.9 1.5 1.7 780 -2 1.1 0.2 1.1 2.5180 110.2 105.8 4.4 4.6 4.5 363 2 0.5 0.1 1.2 4.4182 123.9 125.3 3.2 3.2 3.2 393 8 6.5 0.3 -0.6 -1.4183 108.5 109.3 2.7 1.4 2.1 586 5 -0.2 13.0 2.6 -0.8184 124.0 124.0 8.0 6.3 7.6 399 -1 3.3 -3.3 8.7 0.0185 110.4 117.2 5.8 1.4 5.4 400 -3 3.3 -2.7 9.6 -6.8190 104.0 102.9 7.8 5.9 7.1 113 -13 2.7 -6.3 2.5 1.1192 114.1 118.9 4.2 4.1 4.1 562 6 0.0 0.0 -2.7 -4.8

B-8
TABLE B-6. LANDING DATA MODEL BAe 146 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Ramp to

TD Dist.

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

195 119.8 116.2 0.3 0.2 0.3 483 -1 3.3 -3.4 3.6197 126.8 126.8 5.1 5.4 5.3 782 -2 2.0 -1.2 0.8 0.0200 127.2 124.1 1.1 3.1 2.1 965 -5 -0.8 0.1 5.6 3.1202 132.0 128.6 6.2 4.3 5.9 285 -10 5.6 -3.1 4.6 3.4205 121.9 123.8 2.8 2.8 2.8 507 6 -1.6 1.9 5.4 -1.9210 96.5 100.7 4.9 3.4 4.1 532 -6 4.2 -2.4 1.6 -4.2211 110.1 106.7 0.9 2.2 1.6 681 0 6.1 1.1 2.8 3.4213 120.5 126.0 5.3 7.9 7.7 573 -8 0.2 -0.2 2.0 -5.5214 123.4 118.3 2.5 2.4 2.4 644 -12 0.5 -1.7 4.3 5.1224 118.8 114.7 3.1 4.7 3.9 539 -2 1.7 -0.6 -1.1 4.1227 122.7 114.9 2.6 0.6 2.5 597 -4 4.2 -2.9 -3.1 7.8230 118.8 114.2 3.8 2.4 3.3 817 5 0.0 0.6 -2.6 4.6235 116.8 113.8 3.4 4.0 3.7 613 4 5.7 -1.1 -6.9 3.0236 113.2 110.0 5.1 4.5 5.2 528 -1 3.3 0.1 1.3 3.2237 106.3 99.4 2.7 1.7 2.2 639 5 4.2 -0.5 -0.8 6.9238 111.3 107.3 3.8 2.5 3.1 452 0 4.4 -0.9 1.9 4.0240 112.0 109.9 3.1 4.3 4.0 335 6 2.8 -0.9 1.8 2.1243 115.6 111.8 2.1 0.6 1.0 720 -1 -0.1 -0.4 1.3 3.8246 114.5 112.0 4.0 3.6 3.8 350 9 2.1 -2.0 4.6 2.5247 110.0 106.6 5.0 2.3 4.1 400 -5 4.8 -3.1 3.9 3.4248 111.7 107.6 2.9 3.2 3.1 516 2 3.4 -2.6 -0.5 4.1249 121.7 115.7 1.7 2.5 2.1 198 -1 2.4 -1.2 -5.6 6.0253 107.6 100.8 0.8 2.0 2.1 693 2 3.0 1.9 -0.1 6.8

3.6

B-9
TABLE B-6. LANDING DATA MODEL BAe 146 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist.

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

254 110.0 103.6 3.7 3.7 3.7 424 -1 2.8 0.1 4.0 6.4255 119.0 113.3 0.8 1.4 1.1 973 -5 2.8 1.2 -9.4 5.7256 118.7 112.8 2.5 2.0 2.4 462 9 4.1 -1.3 -3.3 5.9257 116.9 112.7 2.2 2.7 2.4 537 0 1.1 -2.7 -2.4 4.2265 120.5 118.0 3.0 3.1 3.2 628 -1 4.2 -2.2 -8.5 2.5270 110.4 109.1 3.1 3.3 3.2 531 1 2.3 -2.6 -4.9 1.3271 111.8 107.7 4.1 4.6 4.6 290 3 4.1 -1.5 -0.7 4.1272 101.6 99.9 2.3 3.5 2.4 335 -5 4.6 -6.1 0.1 1.7273 119.9 116.0 1.3 1.1 1.1 480 0 3.3 -0.6 -4.0 3.9277 97.9 93.6 6.1 6.5 6.2 465 -2 3.6 0.9 0.6 4.3280 110.2 105.4 6.1 5.0 5.5 315 0 1.9 -2.1 -0.1 4.8281 97.6 93.0 2.8 0.6 1.7 440 6 3.9 0.2 -3.9 4.6282 108.5 103.3 2.4 3.9 3.3 320 8 3.9 -2.7 -0.8 5.2283 108.9 105.4 5.6 3.9 4.8 454 -3 0.8 -3.8 -1.8 3.5284 119.5 116.0 2.0 1.9 1.9 989 -8 0.9 -0.9 -14.5 3.5290 132.9 125.8 2.1 0.7 1.5 494 -3 4.3 -2.1 -1.7 7.1292 108.9 100.5 3.5 2.7 2.7 591 -3 2.0 -1.2 1.3 8.4293 109.1 105.3 4.5 3.5 4.0 281 1 0.6 -2.2 -3.9 3.8297 103.2 96.3 2.0 1.5 1.6 608 -10 6.0 -0.6 -6.2 6.9299 100.4 97.9 4.3 3.0 3.5 387 1 6.0 -4.3 0.1 2.5300 114.6 112.2 1.8 3.2 2.3 640 -3 1.1 -0.5 -4.1 2.4301 116.5 115.7 4.1 5.2 4.7 393 2 5.1 -1.0 -4.9 0.8307 115.5 113.4 6.0 4.7 5.3 302 9 5.8 -0.8 -2.0 2.1

B-10
TABLE B-6. LANDING DATA MODEL BAe 146 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist.

(ft) 

Runway

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

308 94.7 98.2 3.68 1.98 3.20 603 -11 4.4 -1.8 -2.6 -3.5309 106.9 109.2 0.42 1.24 2.08 757 -10 4.9 -2.4 -3.4 -2.3310 112.3 109.8 0.66 2.58 0.76 782 -7 4.2 -2.3 -7.5 2.5311 120.1 114.7 5.14 1.78 3.46 321 -1 3.1 -5.1 0.3 5.4312 91.2 87.8 9.28 8.00 8.55 159 4 4.8 -4.8 1.1 3.4314 92.8 92.1 3.05 2.77 2.68 735 -2 5.4 -2.0 -1.3 0.7315 110.5 108.9 4.26 1.91 3.95 422 -4 3.8 -4.0 -0.6 1.6318 100.9 104.9 5.98 4.64 4.94 675 2 1.9 -1.6 -5.0 -4.0321 108.1 111.2 4.18 2.72 3.45 473 2 3.0 -2.3 -5.9 -3.1322 97.9 105.0 6.37 3.73 5.18 647 -3 2.3 -4.2 -3.2 -7.1324 109.9 111.5 4.28 1.17 3.09 409 -4 7.4 -4.7 -3.3 -1.6326 98.1 104.2 2.25 1.62 2.02 407 0 3.0 -7.1 0.5 -6.1333 160.9 164.9 7.52 7.78 7.76 390 -5 6.5 -2.0 -5.1 -4.0335 92.2 96.7 4.20 1.91 3.85 551 -2 3.1 -4.1 -1.8 -4.5336 102.9 108.4 5.98 6.40 6.19 239 -1 8.2 -1.5 -3.5 -5.5337 108.6 112.1 6.23 5.54 5.94 380 0 2.5 -6.1 -1.2 -3.5338 105.3 106.9 8.39 7.21 7.58 350 0 5.2 -5.1 -6.6 -1.6344 125.3 123.0 0.11 2.23 1.81 696 -4 2.6 2.5 -2.1 2.3345 118.2 121.3 7.10 4.19 6.76 472 -2 6.9 -6.8 -4.6 -3.1346 103.3 103.3 3.53 3.55 3.26 399 -4 5.4 -3.6 -5.7 0.0348 94.2 97.2 6.52 4.79 5.66 295 -2 5.6 -6.1 -2.6 -3.0349 114.9 113.9 2.58 2.02 2.48 567 -2 3.5 -2.4 -5.8 1.0356 116.8 116.8 3.60 2.86 3.33 406 0 3.7 -2.5 -3.1 0.0

B-11
TABLE B-6. LANDING DATA MODEL BAe 146 AIRCRAFT 

FAA SURVEY—LONDON CITY AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

358 109.8 106.0 2.85 2.04 2.13 560 -9 4.0 -3.4 0.0 3.8359 112.5 110.9 3.97 1.49 4.24 796 -4 2.8 -2.3 -2.6 1.6360 106.6 113.5 3.74 2.67 3.33 399 6 2.9 -4.8 -1.9 -6.9361 113.8 113.8 0.00 0.30 0.10 541 0 1.0 -1.7 -3.8 0.0363 102.0 104.6 2.38 0.84 1.67 505 2 3.5 -2.1 -1.3 -2.6369 111.4 113.0 4.82 2.39 4.2 504 0 3.2 -5.5 -7.5 -1.6372 86.5 88.1 3.37 1.46 2.55 561 -3 2.0 -4.7 -3.3 -1.6373 105.8 106.4 6.96 5.30 6.63 278 5 4.3 -4.9 -3.2 -0.6375 92.7 94.4 2.56 1.93 2.31 568 -8 3.1 -4.0 0.9 -1.7376 83.2 79.4 3.20 6.51 4.55 738 -2 3.2 3.3 0.3 3.8381 117.7 119.6 1.51 2.26 1.69 849 -3 1.8 1.8 -10.8 -1.9382 114.7 113.1 7.19 5.23 6.78 180 4 5.8 -3.1 -5.1 1.6385 113.4 109.5 1.64 2.23 1.81 641 -6 1.6 -1.1 -3.0 3.9387 106.4 104.3 2.76 1.78 2.71 425 -6 4.3 -0.7 1.7 2.1392 107.2 107.2 2.35 1.48 2.17 870 -1 4.1 -0.3 -9.0 0.0398 103.8 101.9 1.04 1.23 1.14 831 -6 4.3 0.1 -5.4 1.9403 113.6 109.7 4.12 4.14 4.01 663 -2 4.9 -2.3 -1.4 3.9404 99.1 96.5 1.70 1.82 0.87 526 -7 4.0 -2.8 2.3 2.6405 108.1 105.4 2.49 3.48 3.11 692 -2 3.5 -1.0 1.4 2.7406 90.7 90.2 0.37 1.28 1.29 636 0 2.5 -0.8 3.0 0.5407 124.9 121.9 3.20 3.08 3.14 213 6 3.4 -1.6 1.5 3.0408 108.9 105.1 3.27 3.55 3.26 951 -3 4.1 -1.2 -9.5 3.8409 96.3 92.5 3.69 2.54 3.40 479 -3 2.5 0.9 2.1 3.8414 122.1 116.1 7.40 7.31 7.32 287 1 -0.1 -1.5 1.9 6.0416 111.2 106.3 0.50 1.16 0.45 853 1 2.5 -1.6 -3.7 4.9429 100.6 106.5 2.07 3.94 3.01 487 -3 5.9 -0.9 -0.7 -5.9

B-12
TABLE B-7. LANDING DATA MODEL SAAB 340 AIRCRAFT 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle

TD 

(degrees)

Wind

Par. 

knots) 

Wind

Perp. 

(knots)

23 103.5 95.5 1.9 1.9 1.9 970 0 3.3 0.5 1.3 8.0 -0.741 98.3 94.8 0.9 1.1 1.0 1046 0 4.4 -1.1 4.0 3.5 -3.554 110.9 108.0 1.2 2.6 1.6 1247 1 2.3 0.8 0.9 2.9 -4.155 120.0 115.5 2.0 1.1 0.8 497 0 3.4 -3.2 -1.5 4.5 -5.468 112.3 109.7 3.2 2.6 3.0 1261 -1 4.2 0.6 1.2 2.694 111.9 109.1 2.9 0.2 1.7 1763 1 1.8 0.5 0.9 2.8 -2.8114 109.8 107.2 1.6 1.4 1.0 1265 1 3.7 -1.2 -2.2 2.6 -3.1120 103.0 104.8 2.5 2.9 3.0 991 1 2.5 0.7 -1.1 -1.8 -6.8141 111.7 109.0 1.6 1.6 1.6 1305 -2 2.5 0.9 -1.2 2.7 7.5151 109.5 112.3 0.8 0.2 0.5 1073 4 4.1 2.4 -1.3 -2.8 10.6200 105.5 97.0 2.1 1.9 2.3 1192 3 3.3 2.2 -2.2 8.5 3.1214 102.4 101.0 1.1 0.5 0.5 1619 -2 3.2 0.8 3.0 1.4 -3.8235 111.4 103.9 1.6 2.4 2.0 947 -2 4.2 1.4 -2.1 7.5 2.7236 114.2 106.5 1.8 1.8 2.0 903 7 2.8 0.0 -4.1 7.7 6.4240 110.2 109.2 0.6 1.0 0.8 1072 5 3.8 0.3 -2.2 1.0 5.9254 112.0 111.1 2.2 3.6 3.0 413 7 7.2 2.8 -2.1 0.9 0.4

B-13
TABLE B-8. LANDING DATA MODEL BEECH 1900D AIRCRAFT

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

 Off-Center

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

knots) 

Wind

Perp. 

(knots)

1 112.1 108.6 1.5 2.4 1.9 1235 -2 1.3 -2.4 0.8 3.5 -3.56 104.9 100.7 1.7 1.5 1.6 1319 -9 5.6 -3.1 0.1 4.2 -4.27 96.4 90.4 0.7 0.5 0.7 1421 1 4.5 -0.7 0.8 6.0 0.019 105.5 99.9 1.2 0.5 1.0 1287 -1 3.9 -0.3 0.1 5.6 -2.120 106.0 103.7 1.0 1.4 1.2 1296 -3 4.0 -0.4 0.9 2.3 -1.922 107.6 102.6 1.8 1.1 1.4 1361 1 3.2 -3.2 -2.1 5.0 0.425 105.3 100.5 1.5 1.3 1.8 1747 1 4.2 -0.1 -1.2 4.8 -1.329 102.8 99.3 0.3 0.2 0.3 1680 1 3.8 0.3 1.6 3.5 -2.039 105.3 100.4 1.0 0.1 0.6 1440 -5 3.9 -0.4 2.0 4.9 -3.440 104.3 102.8 1.5 1.8 1.8 1030 -4 4.9 -1.1 2.9 1.5 -2.645 96.0 89.0 0.6 0.2 0.9 1641 -2 2.9 -2.9 1.8 7.0 0.660 104.9 104.2 1.2 1.8 1.5 1068 0 2.3 0.6 2.3 0.7 -1.962 96.3 95.8 1.3 0.2 0.8 1269 -3 5.3 -0.8 2.4 0.5 -3.064 103.6 102.1 1.4 1.6 1.7 1273 -1 4.8 -0.1 -0.3 1.5 -2.673 103.1 99.6 0.7 1.0 0.8 1418 0 3.4 -0.3 1.4 3.5 -3.574 112.1 107.5 3.6 2.2 2.9 1385 -5 3.1 -1.0 2.7 4.6 -3.982 104.7 101.3 1.2 1.9 1.5 1284 -2 5.0 -1.5 2.4 3.4 -4.985 111.1 106.6 1.0 1.1 1.1 1455 1 3.1 -0.6 1.7 4.5 -5.490 100.1 96.2 1.1 0.9 0.6 1189 -3 3.2 -1.1 4.3 3.9 -4.691 100.4 96.4 1.7 1.2 1.6 1560 -1 3.8 0.5 3.0 4.0 -6.993 100.1 100.4 1.8 1.7 2.3 858 -3 1.9 -0.6 1.2 -0.3 -3.098 114.1 110.0 2.6 1.0 1.8 1402 -2 1.8 -2.7 1.7 4.1 -2.9103 102.8 100.5 1.6 2.5 2.1 1362 -3 5.6 0.1 2.5 2.3 -1.9

B-14
TABLE B-8. LANDING DATA MODEL BEECH 1900D AIRCRAFT

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

110 105.8 103.1 1.9 2.3 1.8 1312 -1 2.5 -0.4 2.5 2.7 -1.3111 104.6 100.5 2.1 2.6 2.3 1416 -1 5.2 -0.8 1.6 4.1 -2.9113 93.9 92.2 3.5 3.0 2.6 1145 -3 5.3 -2.5 1.1 1.7 -4.7116 100.5 98.8 1.0 1.2 1.1 1292 0 4.0 -0.2 -0.5 1.7 -4.7117 106.8 103.0 1.1 1.3 1.2 1416 0 2.8 -2.5 -0.9 3.8 -3.2119 104.8 102.5 0.8 0.5 0.7 1284 0 4.7 -2.0 0.4 2.3 -3.3128 107.3 99.6 1.9 0.5 0.8 1310 -2 1.0 1.9 0.7 7.7 6.4139 101.8 95.8 0.5 1.6 1.0 1265 2 4.4 5.0 -1.7 6.0 10.4142 113.6 107.1 2.5 1.8 2.1 1093 3 3.4 0.4 -1.5 6.5 11.3143 105.2 101.1 3.6 2.3 2.3 1416 2 4.0 3.6 -2.9 4.1 11.3150 108.3 107.3 0.9 1.1 1.0 980 7 4.7 2.5 0.3 1.0 5.9159 100.2 99.2 1.3 2.7 2.3 1375 0 4.9 4.6 -1.3 1.0 12.0163 108.1 101.2 1.9 0.6 1.3 1781 -1 3.5 2.6 -1.7 6.9 9.8166 107.4 101.9 2.2 2.6 2.3 1351 0 2.3 1.9 -2.0 5.5 9.5171 105.6 104.8 2.5 1.7 2.1 870 1 1.2 3.4 -4.3 0.8 9.0176 104.7 110.5 0.9 1.2 1.0 1437 3 2.4 0.8 -3.5 -5.8 6.9178 114.1 117.5 2.1 2.6 2.3 1411 6 2.3 3.0 -3.4 -3.4 9.4180 97.4 94.4 0.9 0.6 0.7 901 1 4.6 -0.2 0.3 3.0 -0.5181 104.8 102.8 0.6 0.9 0.9 1014 -1 2.3 0.8 1.6 2.0 -0.3183 107.5 103.6 1.0 1.2 1.1 1420 -1 4.7 0.6 2.0 3.9 0.7184 105.6 102.6 0.5 0.3 0.4 1435 -1 1.8 -0.7 -0.7 3.0 0.5186 101.6 98.6 0.8 1.1 0.8 772 1 3.5 -0.6 0.2 3.0 -0.5190 92.0 100.2 1.7 1.4 1.6 1019 3 2.4 2.0 -2.5 -8.2 -3.8

B-15
TABLE B-8. LANDING DATA MODEL BEECH 1900D AIRCRAFT

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) (fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

197 108.0 0.7 0.7 0.8 1396 -1 2.8 -0.3 -0.8 12.0 1.0203 89.3 1.2 1.2 0.6 1515 0 4.7 1.8 -1.6 12.8 2.3206 93.3 1.1 0.8 1.0 1510 -1 1.8 1.0 -0.6 10.0 0.0207 110.4 0.6 0.0 0.3 1443 -1 1.0 2.1 0.3 11.3 4.1210 106.7 1.2 0.6 0.9 1417 -4 3.5 -2.4 -0.3 3.9 0.7211 87.1 0.9 1.3 0.9 1141 -1 3.6 -0.4 0.0 2.5 -1.7213 112.7 1.0 0.9 0.9 1432 0 1.7 -1.0 0.7 2.0 -0.3218 107.1 2.2 0.9 1.5 1443 3 3.3 1.4 -0.8 2.6 3.1220 108.6 1.2 0.2 0.4 886 1 1.4 1.6 0.0 6.9 1.2226 108.1 1.7 1.4 1.5 1412 -2 2.1 3.4 1.9 8.2 3.8228 90.9 1.6 0.8 0.8 1349 2 3.8 3.1 1.0 4.9

Sinking Speed at Touchdown

Stbd. 

96.0

76.583.3

99.1

102.8

84.6

110.7104.5

101.7

99.9 B-1686.0 4.9 234 93.6 88.2 0.7 0.3 0.5 1676 -4 6.1 -0.9 0.0 5.4 2.5

238 113.9 112.5 2.5 2.9 3.0 1050 1 4.2 0.9 0.2 1.4 7.9

99.3 102.0 1.3 1.1 1.2 1781 0 3.1 3.0 -0.6 -2.7 7.5

251 104.8 107.2 0.8 2.2 1.3 810 1 2.2 2.1 1.7 -2.4 6.6260 105.7 108.9 1.1 1.4 1.3 1054 2 3.6 0.9 -0.4 -3.2 3.8246
TABLE B-9. LANDING DATA MODEL JETSTREAM 41 AIRCRAFT

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

21 105.2 99.8 1.8 1.6 1.7 1652 -2 1.7 0.4 1.9 5.4 -2.526 110.1 107.1 3.1 4.0 3.6 579 1 3.0 0.7 1.9 3.0 0.571 107.4 107.2 1.6 1.2 1.4 1312 -2 2.9 0.4 2.1 0.2 -1.097 114.0 110.0 0.8 0.6 1.1 1285 2 2.6 1.3 4.1 4.0 -5.7118 99.1 99.6 1.3 1.8 1.4 834 2 3.6 1.1 4.2 -0.5 -6.0158 107.5 105.4 1.0 2.9 2.7 893 -2 2.1 -0.1 2.3 2.1 7.7174 106.6 108.5 0.8 1.6 1.7 893 -4 3.8 3.6 1.5 -1.9 10.8189 106.3 99.5 2.4 4.7 3.6 1221 5 2.8 0.9 -2.1 6.8 1.8242 107.8 103.3 1.5 1.6 1.5 1192 -3 3.1 -0.7 2.0 4.5 2.1258 108.9 109.9 1.8 2.2 2.0 1358 0 3.3 3.8 3.2 -1.0 3.9 B-17
TABLE B-10. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

4 98.7 94.7 0.3 2.7 2.3 1339 0 6.6 2.2 1.5 4.0 -0.35 84.7 79.1 0.4 0.2 1.1 1192 -2 4.0 1.6 1.5 5.6 -2.18 102.8 95.3 1.0 1.8 1.4 1600 4 3.0 -1.1 1.4 7.5 -2.79 89.4 82.4 2.0 2.0 2.0 1047 1 3.3 1.8 0.5 7.0 0.010 98.8 96.5 2.0 1.8 1.9 1413 -4 4.8 -0.6 0.8 2.3 -1.911 86.8 83.9 0.7 2.3 1.5 972 -2 7.3 -1.8 2.8 2.9 -4.112 98.7 93.8 3.0 2.7 3.4 1362 -2 5.5 -0.4 1.3 4.9 -0.913 86.6 82.8 1.3 1.7 1.5 1700 0 6.9 0.5 0.2 3.8 -1.414 97.4 91.8 1.3 3.5 2.6 1652 5 5.0 3.0 1.1 5.6 -2.115 77.8 73.8 0.3 2.7 1.5 1223 1 8.4 1.0 -1.2 4.0 0.316 99.9 96.0 2.1 2.6 2.9 1254 -3 4.2 0.0 -0.4 3.9 -0.717 99.0 94.5 1.2 1.8 1.6 1550 1 4.5 2.0 2.8 4.5 -2.118 101.8 99.8 0.8 1.5 1.0 1284 -2 4.3 0.9 -1.0 2.0 -0.324 98.2 92.2 1.7 1.1 1.2 901 -1 4.8 -0.2 0.9 6.0 -0.527 81.5 74.5 1.0 1.1 0.5 788 1 7.0 -1.0 2.0 7.0 -0.630 89.1 87.0 1.4 0.7 1.0 514 -1 5.3 -3.8 -1.9 2.1 -2.131 97.9 95.8 1.7 0.2 0.9 1779 3 4.3 -0.5 0.3 2.1 -2.134 95.9 87.9 1.2 2.1 1.6 962 1 6.4 -0.1 1.5 8.0 0.736 93.4 85.9 1.1 0.9 0.4 1345 1 5.3 -0.7 -0.2 7.5 -2.737 87.3 85.6 1.3 1.5 1.7 1394 3 2.0 -1.2 0.2 1.7 -1.038 95.6 88.3 0.5 1.1 0.8 1071 4 5.0 1.0 1.7 7.3 -3.442 106.6 103.1 1.2 1.2 0.3 1210 1 2.1 1.9 0.7 3.5 -2.043 96.4 93.7 2.2 1.0 1.6 890 -2 3.4 0.5 3.0 2.7 -1.3

B-18
TABLE B-10. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

47 92.8 90.0 1.6 1.5 1.5 1629 -1 6.0 0.4 1.5 2.8 -2.848 90.2 84.4 1.3 0.9 0.9 886 0 6.9 -1.5 0.5 5.8 -6.949 94.7 87.6 3.3 3.5 3.4 526 -1 7.2 -4.1 1.8 7.1 -7.150 92.7 90.7 1.1 1.1 1.1 1419 -6 4.2 -1.5 2.1 2.0 0.251 86.0 82.2 0.6 1.2 1.4 1203 0 3.2 0.8 2.9 3.8 -3.252 95.9 93.0 2.3 3.8 3.0 1220 1 5.6 -0.3 1.1 2.9 -4.153 86.6 83.3 2.8 1.3 2.6 1388 -2 5.4 -1.2 1.7 3.3 -2.357 85.0 82.2 0.6 0.4 0.8 1584 1 7.9 3.0 3.7 2.8 -2.859 93.5 94.5 2.6 2.7 2.7 1050 1 6.2 0.0 0.7 -1.0 0.065 108.5 106.5 1.1 1.3 1.2 612 2 5.1 -1.3 0.9 2.0 -3.566 92.2 93.6 1.5 1.4 1.5 1049 -4 5.2 -0.4 3.4 -1.4 -3.867 90.0 85.7 1.3 0.5 1.2 772 -6 3.5 -1.3 1.7 4.3 -2.569 94.8 93.7 0.3 0.5 0.4 1343 1 4.6 -0.1 2.1 1.1 -1.670 85.4 85.4 0.3 0.6 0.4 1316 -2 2.6 0.2 1.9 0.0 -4.072 88.3 84.4 1.1 0.3 1.1 1216 5 6.5 -2.8 -2.9 3.9 -0.777 98.3 95.0 2.5 3.3 2.7 985 -3 4.0 -0.4 2.0 3.3 -2.379 94.8 91.3 0.2 0.6 0.3 1536 -2 3.4 1.1 1.7 3.5 -3.580 92.5 91.8 2.0 1.9 2.8 1223 1 4.4 -0.2 1.4 0.7 -1.981 96.5 95.1 1.4 1.3 1.3 1765 5 5.3 0.5 0.9 1.4 -1.483 90.4 87.2 1.8 1.4 1.6 1000 0 6.7 -1.2 0.4 3.2 -3.884 176.2 92.2 0.6 2.4 0.8 1275 -3 4.9 -3.1 1.0 2.3 -1.986 80.3 76.4 1.1 0.3 0.7 1567 1 4.4 0.1 0.7 3.9 -1.087 77.9 78.1 1.0 0.9 0.9 1652 1 4.5 -2.7 -0.2 -0.2 -2.0

B-19
TABLE B-10. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

88 93.6 91.0 0.9 3.6 2.3 554 1 1.8 0.0 1.0 2.6 -3.189 -4 95.2 92.9 2.1 1.9 2.0 1423 5.9 -1.3 1.7 2.3 -3.392 111.2 109.1 0.8 1.8 1.3 1387 -5 4.0 -0.9 0.1 2.1 -2.195 98.0 99.4 1.0 0.1 0.9 1668 0 4.1 0.0 0.4 -1.4 -3.896 96.9 96.1 2.0 3.1 1.7 1202 -2 2.6 -1.3 2.8 0.8 -2.999 96.1 99.6 1.7 0.9 1.5 1034 0 4.0 -1.5 2.9 -3.5 -6.1100 96.0 95.2 1.9 1.6 2.1 1218 -3 5.5 -3.0 1.4 0.8 -1.8101 103.5 99.0 2.9 3.8 3.4 850 -6 7.6 -5.8 -1.2 4.5 -5.4104 96.8 93.9 0.9 0.5 0.7 913 -1 7.2 -0.6 1.3 2.9 -0.8106 98.2 95.4 1.5 2.0 1.8 1365 -2 6.1 -0.4 3.5 2.8 -1.0107 103.0 99.7 2.3 1.5 1.9 1408 1 3.1 -0.4 0.9 3.3 -2.3108 87.5 84.5 2.2 0.0 2.1 1587 1 5.3 2.6 1.5 3.0 -0.3109 97.9 94.4 2.6 1.1 1.8 1160 -2 3.1 -1.2 2.4 3.5 -6.1112 98.0 94.0 2.2 0.6 1.4 1231 -6 5.7 -0.5 3.0 4.0 -6.9115 100.3 94.2 1.2 1.9 1.6 1402 1 4.5 -0.9 0.9 6.1 -3.5121 95.6 93.9 0.2 0.9 0.5 949 -3 6.8 -4.1 -1.1 1.7 -2.5123 98.6 95.3 1.5 1.8 1.8 1393 -1 4.2 -1.5 -0.3 3.3 -2.3124 92.2 89.0 3.3 2.0 2.9 993 -3 5.4 -2.9 -1.3 3.2 -3.8125 88.6 85.1 0.2 0.2 0.2 1362 0 5.0 -2.2 3.2 3.5 -6.1126 92.3 87.2 0.4 1.3 0.6 698 -9 3.0 0.9 1.8 5.1 -6.1127 93.5 87.7 2.0 4.1 3.2 1248 1 5.3 2.2 -1.8 5.8 6.9134 107.2 97.2 0.8 0.0 0.3 1406 3 3.2 1.4 -2.8 10.0 8.4135 105.5 99.4 3.3 4.4 4.8 576 9 7.6 5.3 0.2 6.1 5.1

B-20
TABLE B-10. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

136 6 103.9 95.5 1.7 2.8 2.3 860 3.6 4.2 -3.7 8.4 7.1138 98.8 96.7 2.3 3.4 2.9 993 4 5.8 5.4 -3.2 2.1 11.8145 90.8 87.4 1.5 4.8 3.1 1585 2 5.5 2.5 -2.6 3.4 9.4146 99.8 95.7 1.9 3.3 2.6 1011 8 4.4 3.4 0.8 4.1 11.3147 94.6 92.5 0.5 3.1 1.8 1749 1 7.7 4.5 -2.5 2.1 11.8148 103.6 94.4 0.5 3.7 2.7 1608 3 5.2 4.4 0.7 9.2 7.7152 108.3 105.2 3.2 2.0 2.6 1096 11 3.4 2.3 -2.5 3.1 8.5154 92.5 87.9 1.3 2.4 1.9 832 6 5.6 2.9 -1.0 4.6 10.0155 105.0 101.6 1.5 0.8 0.9 1352 1 4.5 1.7 -2.3 3.4 7.3156 89.8 87.9 1.0 2.8 2.1 465 0 1.9 3.3 2.5 1.9 10.8157 94.7 97.8 1.6 3.4 3.2 439 8 4.3 2.8 -1.5 -3.1 8.5164 97.6 91.3 3.7 4.0 3.9 1601 3 5.1 4.2 -0.3 6.3 13.6165 103.1 95.6 0.9 2.8 2.1 1022 0 5.7 3.5 -0.7 7.5 10.6170 104.8 101.0 0.2 2.0 1.1 1083 2 5.2 4.4 0.7 3.8 10.3172 106.4 100.4 2.2 0.9 1.5 1428 5 4.6 0.1 -1.3 6.0 10.4173 100.0 104.5 0.5 0.1 0.3 1480 10 5.0 2.2 -4.1 -4.5 7.8175 94.6 100.4 3.0 2.3 2.7 884 1 7.3 1.2 -1.6 -5.8 6.9177 92.2 94.0 0.2 0.7 0.2 967 7 6.8 4.3 0.8 -1.8 6.8179 92.0 90.6 1.4 3.0 2.1 1626 3 6.0 2.5 -1.9 1.4 7.9182 105.3 101.4 3.4 3.3 3.5 452 -2 4.4 -0.3 0.7 3.9 -0.7187 9 107.1 102.2 1.7 2.5 1.9 1241 5 1.9 3.9 2.7 4.9 4.188 98.2 86.4 1.7 2.5 2.1 561 -1 4.3 1.1 -1.4 11.8 2.1191 109.5 101.3 1.4 1.9 1.7 566 1 4.0 2.4 -1.0 8.2 5.7

B-21
TABLE B-10. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

192 93.7 81.9 0.7 2.2 1.3 1292 1 4.1 2.8 -1.8 11.8 5.5193 91.5 81.5 1.3 1.3 1.4 1336 -1 5.9 2.3 -4.2 10.0 4.6194 3 96.3 83.1 2.1 2.0 2.2 967 3 6.4 1. 1.8 13.2 4.8195 97.8 87.8 2.3 0.8 1.5 1418 3 5.6 1.3 -1.3 10.0 4.6196 100.7 88.1 1.2 2.2 1.7 1057 2 2.5 1.7 0.9 12.6 3.4198 110.3 97.3 0.6 1.7 1.2 1316 3 2.5 2.3 2.6 13.0 0.0199 107.2 96.3 1.0 1.0 1.0 1299 0 3.5 0.6 0.4 10.9 5.1202 89.6 80.1 1.7 0.5 1.3 859 1 6.4 0.1 -1.6 9.5 5.5205 90.5 78.7 1.3 3.7 2.3 1013 7 6.0 2.0 0.4 11.8 2.1209 106.5 94.9 0.1 1.2 0.6 1672 3 4.0 3.8 1.7 11.6 3.1212 83.1 81.1 2.0 1.1 1.5 1298 0 3.3 0.4 0.6 2.0 -0.2215 2 88.2 83.2 0.4 2.1 1.2 1186 2 3.7 2. 0.7 5.0 -0.4216 2.9 85.7 82.7 3.0 3.2 3.1 551 0 1.4 2.3 3.0 0.0217 94.8 91.8 1.2 3.3 2.3 1225 -1 4.2 1.6 2.2 3.0 0.0219 102.1 98.5 1.0 2.8 1.9 1041 5 4.8 1.9 0.1 3.6 1.7221 98.0 93.4 1.7 1.0 1.5 957 0 5.2 -1.3 -0.5 4.6 3.9224 101.8 94.9 2.9 2.7 3.3 955 3 5.1 0.9 0.3 6.9 4.0225 92.5 84.3 1.2 1.2 1.2 1398 2 7.1 0.4 -2.1 8.2 3.8230 79.8 74.1 2.2 2.6 2.4 875 1 1.9 2.0 1.6 5.7 4.0231 104.7 100.1 1.8 2.2 2.0 1085 4 3.0 4.8 1.1 4.6 3.9233 88.3 84.2 1.2 2.6 2.2 921 0 4.2 1.3 1.0 4.1 2.9237 101.0 98.5 1.7 1.2 1.8 1236 1 2.6 -0.9 0.4 2.5 5.4239 88.6 87.6 1.0 1.2 1.1 1347 2 6.3 1.5 0.1 1.0 3.9

B-22
TABLE B-10. LANDING DATA MODEL DEHAVILLAND CANADA DHC-8 

FAA SURVEY—PHILADELPHIA INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

241 92.1 88.2 0.1 0.6 0.4 896 -3 2.2 2.8 0.2 3.9 4.6243 100.5 100.2 1.3 1.8 1.5 1361 -3 5.5 0.2 -1.6 0.3 1.0244 90.8 88.4 3.0 4.2 3.6 1653 3 4.9 4.5 -1.0 2.4 6.6245 98.2 97.5 1.8 2.5 2.3 1334 2 5.4 2.5 1.8 0.7 3.9247 96.1 94.0 2.5 1.1 1.3 1375 4 6.0 2.2 -1.9 2.1 5.6248 97.1 97.1 2.2 3.1 2.2 1207 0 4.9 2.6 -1.2 0.0 6.0249 95.7 99.1 1.6 1.0 1.3 1050 3 4.0 0.2 0.4 -3.4 9.4250 96.7 98.7 2.9 3.7 3.6 927 5 5.4 3.7 0.8 -2.0 3.5255 96.0 95.3 2.0 2.1 2.2 941 -2 4.8 1.7 0.3 0.7 1.9256 95.9 96.4 2.6 2.7 2.7 1443 7 5.1 0.2 -2.3 -0.5 6.0262 0.4 107.1 108.5 0.6 0.2 0.4 1062 4 3.2 -0.7 -1.4 3.8263 108.2 110.6 2.7 3.0 2.8 601 4 4.2 1.6 -2.6 -2.4 6.6

B-23
TABLE B-11. LANDING DATA MODEL BEECH 1900D 

FAA SURVEY—ATLANTIC CITY INTERNATIONAL AIRPORT 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

228 109.6 101.6 2.3 3.0 2.7 2374 1 2.0 0.6 1.6 8.0 0.8243 91.4 88.2 0.4 0.9 0.6 1413 -8 4.1 0.3 2.0 3.2 3.8245 109.3 96.4 1.1 0.7 0.9 1466 -7 2.7 -0.1 1.7 12.9 1.6269 92.4 82.9 2.6 2.6 2.6 1584 -3 5.5 -0.5 1.5 9.5 5.5300 84.9 78.0 1.3 -0.8 0.2 1748 -1 3.3 -2.9 1.5 6.9 0.9303 97.3 96.9 0.2 1.0 0.6 1719 0 5.8 0.6 1.8 0.4 6.0309 5 93.4 90.6 2.0 1.8 1.9 2245 10 3. 0.6 1.8 2.8 6.4317 103.6 101.5 1.5 1.1 1.3 1288 -12 4.5 -6.5 1.3 2.1 -11.8323 109.4 107.1 1.6 1.4 1.5 2319 -2 3.2 -3.1 1.5 2.3 -14.8337 104.7 104.3 2.2 1.2 1.7 1465 -6 1.2 -2.3 1.4 0.4 -4.0344 114.5 106.2 0.1 0.5 0.3 2410 -8 2.2 -1.5 1.4 8.3 -8.6345 104.9 98.5 1.2 0.5 0.8 1812 -6 3.9 -4.0 1.5 6.4 -7.7360 99.1 97.6 1.0 0.5 0.7 2357 11 2.7 -1.8 1.6 1.5 -2.6362 125.0 120.3 1.8 2.5 2.1 1262 -6 4.1 1.0 1.7 4.7 -5.2367 85.7 87.1 0.7 0.1 0.4 1650 -4 2.2 -1.1 1.6 -1.4 3.8369 105.2 103.9 1.1 0.3 0.7 1956 -6 6.1 1.4 2.0 1.3 6.9378 107.9 101.0 0.5 2.2 1.4 2141 4 2.8 5.1 1.8 6.9 5.8432 99.4 85.1 1.1 1.1 1.1 2427 6 2.0 -0.4 2.1 14.3 7.3433 9 115.4 99.8 1.8 1.4 1.6 1794 1 7.5 2.4 1. 15.6 9.0441 114.4 106.6 1.4 2.9 2.2 1193 -3 1.4 3.5 1.6 7.8454 90.7 94.6 0.5 0.5 0.5 2230 -3 0.6 0.3 1.9 -3.9 0.7464 98.3 95.8 1.7 2.0 1.9 1916 -1 0.6 -1.4 1.6 2.5 -3.2465 96.0 94.4 1.2 0.6 0.9 1692 1 1.6 0.1 1.5 1.6 -1.2471 92.9 86.9 1.3 1.1 1.2 2328 -1 2.6 -2.0 1.5 6.0 -5.2501 98.0 97.4 1.8 1.5 1.7 1980 1 2.4 1.1 1.8 0.6 9.0515 86.8 83.3 2.7 5.8 4.2 1773 4 4.4 5.4 1.8 3.5 11.5

B-24

7.8
TABLE B-11. LANDING DATA MODEL BEECH 1900D 

FAA SURVEY—ATLANTIC CITY INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist. 

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees) 

Roll 

Angle 

TD 

(degrees) 

Yaw 

Angle 

TD 

(degrees)

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

519 93.9 86.7 2.4 1.8 2.1 1803 -4 2.3 -3.2 1.3 7.2 -9.6521 105.3 97.4 1.9 1.3 1.6 1888 -8 2.2 -2.4 1.3 7.9 -7.6535 92.7 92.4 3.3 2.5 2.9 1871 0 3.6 -1.9 1.8 0.4 -2545 116.7 113.1 0.6 0.3 0.5 2178 2 5.9 1.2 1.8 3.6 7.1548 116.9 108.4 1.7 1.7 1.7 2081 12 1.2 2.0 1.8 8.5 5.3550 114.2 104.7 4.4 2.2 3.4 1087 -4 3.6 .6 1.7 9.5 3.3555 101.6 97.0 1.4 1.2 1.3 1718 -1 0.5 0.1 1.6 4.6 -5.3556 98.7 90.7 1.4 1.8 1.6 1733 -9 2.7 -1.8 1.3 8.0 -8.9567 88.9 81.4 1.0 3.0 2.0 1586 1 3.7 6.0 1.7 7.5 -2.9573 107.0 98.0 0.6 3.8 2.2 1933 -1 0.8 -0.6 1.3 9.0 0.6583 106.5 99.5 3.6 3.0 3.3 1330 3 3.0 0.9 1.6 7.0 0.4599 124.3 116.9 1.6 1.5 1.5 2141 -1 2.3 -5.5 1.4 7.4 -11.9614 135.0 118.6 2.4 1.1 1.8 2255 0 2.2 0.1 1.1 16.4 4.4617 108.1 99.7 7.2 6.8 7.0 1778 15 1.2 3.0 1.74 8.4 7.1631 91.1 2.9 1.4 1.9 1560 2 5.6 0 1.7638 83.6 2.0 1.7 1.9 1560 2 5.6 0 2.0652 94.2 1.9 1.1 1.5 2302 3 4.5 -0.5 1.7656 99.6 2.3 1.9 2.1 2204 1 4.4 -0.7 1.6659 93.7 0.8 0.3 0.6 1136 -7 4.2 2.0 1.42666 84.4 1.3 1.6 1.5 2324 6 4.4 0.2 1.53676 89.1 1.4 0.8 1.1 2132 0 5.5 -0.3 1.5685 91.2 2.6 2.5 2.5 1398 2 2.4 0.8 1.8686 89.3 1.8 1.7 1.7 1779 1 2.9 1.7 1.5698 103.1 1.6 2.1 1.9 1636 3 3.0 3.3 2.0707 98.1 2.3 2.1 2.2 1510 1 0.9 6.5 1.6775 89.3 84.9 3.3 3.2 3.2 1556 5 2.6 1.5 1.7 4.4 5.1

B-25
TABLE B-11. LANDING DATA MODEL BEECH 1900D 

FAA SURVEY—ATLANTIC CITY INTERNATIONAL AIRPORT (Continued) 

Sinking Speed at Touchdown

Landing 

No. 

Power 

Approach

Airspeed 

(knots)

Closure 

Speed 

Port 

(fps) 

Stbd. 

(fps) 

Avg. 

(fps) 

Ramp to

TD Dist.

(ft) 

Runway 

Off-Center 

(ft) 

Pitch

Angle 

TD 

(degrees)

Roll 

Angle 

TD 

(degrees)

Yaw 

Angle 

TD 

(degrees) 

Wind

Par. 

(knots)

Wind

Perp. 

(knots)

783 113.8 118.8 3.0 3.6 3.3 1451 5 2.8 4.5 1.6 -5.0 5.4834 96.9 104.1 1.7 1.9 1.7 1877 0 2.9 -1.4 1.6 -7.2 -4.1846 96.6 91.7 1.5 0.7 1.2 1972 1 2.0 -2.0 1.4 4.9 -4.9847 89.0 83.0 1.4 1.0 1.2 1453 4 3.6 -0.3 1.5 6.0 -2.3850 110.1 104.2 3.1 2.3 2.7 1500 3 3.0 -2.5 2.0 5.9 -5.7853 107.7 103.7 1.8 0.4 1.2 2253 5 1.5 -3.2 1.7 4.0 4.7854 101.5 101.0 1.3 2.4 1.8 1585 8 3.3 1.0 1.8 0.5 4.5867 114.0 110.1 2.0 3.2 2.6 1875 6 3.3 3.8 1.8 3.9 11.3875 115.7 113.1 0.0 0.7 0.1 2115 2 2.6 0 1.5 2.6 -3.4877 88.4 83.9 1.9 2.5 2.2 1543 4 3.4 0.7 1.7 4.5 -4.5878 102.6 99.0 1.6 0.5 1.1 1698 7 2.5 -2.6 1.36 3.6 -5.4884 101.7 97.5 1.0 0.1 1.0 2073 5 5.0 -1.3 1.8 4.2 -3.7886 100.8 99.8 1.0 1.4 1.2 1581 2 3.0 0.1 1.4 1.0 -3.6887 100.0 99.9 0.9 0.7 0.9 2276 3 5.3 -1.4 1.6 0.1 -1.0892 100.0 98.3 2.4 2.3 2.4 1632 10 9.9 1.0 3.0 1.7 2.9897 128.2 126.8 2.5 4.1 3.3 1760 5 6.0 2.0 .9 1.4 5.5911 110.3 106.7 2.6 3.1 2.9 1744 2 1.9 2.2 1.7 3.6 6.8912 136.8 131.6 1.4 0.0 0.6 1399 5 1.7 3.9 1.8 5.2 6.7919 100.7 96.6 0.8 1.6 1.2 1647 3 1.9 3.9 1.6 4.1 8.4942 114.3 112.7 1.8 1.8 1.8 1824 2 3.9 -0.3 1.6 1.6 -5.3947 92.5 91.0 2.1 1.3 1.7 2046 2 5.0 -3.1 1.3 1.5 -2.5949 105.8 105.1 1.6 0.8 1.2 2133 2 3.3 -1.0 1.63 0.7 -4.5985 101.2 99.2 1.1 1.1 1.1 2284 5 3.2 0.2 1.8 2.0 2.5993 93.1 93.1 3.1 3.8 3.4 1507 5 5.0 1.1 1.8 0.0 0.0997 95.2 87.9 2.1 0.9 1.5 1871 -4 4.9 -2.0 1.52 7.3 0.1

B-26
APPENDIX CLANDING PARAMETER SURVEY DEFINITIONS

SINK SPEED VV 

Sink speed is the sink speed of the aircraft landing gear wheel just prior to touchdown. Sink 

speed is reported for each landing gear individually: that is for the port, starboard, and nose 

wheels just prior to individual runway contact. In addition the average sink speed of the aircraft 

main landing gear is calculated just prior to touchdown of the first main landing gear wheel. 

Sink speed is determined from image data. The symbols used to identify aircraft sink speed are

as follows: 

VVA - average sink speed

VVS

 - sink speed of the starboard main wheel

VVP

 - sink speed of the port main wheel 

The values of aircraft sink speed are reported in feet per second

WIND SPEED VW 

Wind speed is the wind velocity measured by the survey team’s instrumentation. A head wind is 

defined as the positive direction for the parallel component of wind speed. The perpendicular 

component of wind speed, the crosswind, is also reported. 

The symbol for wind speed is VW and is reported in knots. 

CLOSURE SPEED VC

The closure speed is the speed determined by the change in the aircraft’s range from the camera. 

It is reported parallel to the runway center line. Closure speed is reported with respect to the 

ground. Closure speed is calculated from image measurements. 

The symbol for closure speed is Vc and is reported in knots. 

APPROACH SPEED VP’AF 

The value of approach speed reported is the algebraic sum of closure speed and component of

wind speed parallel to the runway centerline. The value of approach speed is the aircraft forward 

velocity with respect to the air mass. 

The symbol for approach speed is VP’AF and is reported in knots. 

AIRCRAFT PITCH ANGLE θ P

The aircraft pitch angle is measured between the aircraft reference line and a line parallel to the 

runway. Positive values of pitch angle are reported for an aircraft with a noseup attitude. Pitch 

angle is determined from image data. 

C-1
The symbol for pitch angle is θ P and is reported in degrees. 

AIRCRAFT ROLL ANGLE θ r

The aircraft roll angle is measured between the aircraft reference line and a line parallel to the 

runway. Positive values of roll angle are reported for an aircraft whose starboard wing is down.

Roll angle is determined from image data. 

The symbol used for roll angle is θ r and is reported in degrees. 

AIRCRAFT OFF-CENTER LINE DISTANCE Y 

This is the distance measured perpendicularly between the aircraft center line and the center line

of the runway. This value is calculated from image data just prior to first main wheel touchdown. Positive values of this quantify indicate that the aircraft landed on the port side of the 

runway center line. 

The symbol for this quantity is Y and is reported in feet. 

DISTANCE FROM RUNWAY THRESHOLD TO FIRST MAIN WHEEL TOUCHDOWN XW 

The distance between the runway threshold and the point of first main wheel touchdown is 

determined from image data. 

The symbol for this quantity is XW and is reported in feet. 

AIRCRAFT YAW ANGLE YAWtd 

The yaw angle is the angle between the aircraft center line and the aircraft flight path at the point 

of first main wheel touchdown. Positive yaw angle is defined to be that orientation where a 

clockwise rotation of the flight path vector causes the vector to coincide with the aircraft center 

line using a minimum angular rotation. Yaw angle is determined from image data. 

The symbol for this quantity is YAWtd and is reported in degrees. 

LIST OF SUBSCRIPTS 

 P - Port 

 S - Starboard 

 N - Nose wheel 

 A - Average 

r - Roll 

 p - Pitch 

C-2