As a Honeywell product, it’s available on just about any airplane.
It was a factor in the Emirates crash of a 777-300, in which the crew went around on the basis of a RAAS caution - neglecting to advance the throttles, though they selected the TOGA switch.
Two difffent systems on our fleet - RAAS ( advises when approaching a runway on the ground ) , and ROPS ( none io our aircraft have this system ) which warns pilots in the air on final approach, if the system predicts a long landing and to go around.
They decided to do the low enery GA BEFORE the "long landing" warning went off to comply with company policy ( must touch down in the TDZ ).
I notice a big increase with tail strikes ( botched low energy GAs ) when ROPS warns “ long landing” despite lots of runway left in some cases.
I am not 100% but I think that “ long landing” warning goes off just because you reach the end of the touch down zone and not because there isn’t enough runway to still land safely.
As I have said before to people, doing unexpected low energy GAs can be risky.
Same thing with AF hitting the tail in Toronto just because it had ALREADY touched down at the end of the TDZ.
The problem with the Emirates accident was 100% pilot error and automation complacency. It wasn’t the long landing system , it was the fact they didn’t understand what happens when you push the TOGA buttons after floating and touching down.
If your airline has strict policies that make it mandatory to do a low energy GA just because you touch down at the end of the TDZ on a 14,500 runway, make sure you fully understand how you will perform the low energy GA and understand how the automation works.
That GA proved to be far more dangerous than continuing with the landing on a runway they all knew was 14,500.
My airline policy.....SHOULD touch down in the TDZ , but not mandatory. I have the final say.
SW made that low energy GA look easy but its a risky maneuver if not flown and handled properly ( tail strike, holding the pitch until speed increases despite the fact the GA bars are telling you to raise the nose, retracting the flaps too early until speed increases ).
I won't be calling for any low energy GA's just because we touch down close to the TDZ on a 10,000 runway, bare and dry but I will call GA if we are not stable prior to landing to comply with the stable approach policy.
Now, when we land on 7000 runways, thats a different story.
Edit: corrected a few typos ( hospital called while typing the first time ).
Anyone interested, google the article below.
