Что-то это мне напоминает. А, документ NTSB 1985 года:
Consider an aircraft flying a 3deg ILS on a stabilized approach at 140 knots indicated airspeed (IAS) with a 20-knot headwind. Assume that the aircraft encounters an instantaneous wind shear where the 20-knot headwind shears away completely. At that instant, several things will happen; the airspeed will drop from 140 to 120 knots, the nose will begin to pitch down, and the aircraft will begin to drop below the glide slope. The aircraft will then be both slow and low in a “power deficient” state. The pilot may then pull the nose up to a point even higher than before the shear in an effort to recapture the glideslope. This will aggravate the airspeed situation even further until the pilot advances the throttles and sufficient time elapses at the higher power setting for the engines to replenish the power deficiency. If the aircraft reaches the ground before the power deficiency is corrected, the landing will be short, slow, and hard. However, if there is sufficient time to regain the proper airspeed and glide slope before reaching the ground then the “double reverse” problem arises. This is because the throttles are set too high for a stabilized approach in a no-wind condition. So, as soon as the power deficiency is replenished, the throttles should be pulled back even further than they were before the shear (because power required for a 3deg ILS in no wind is less than for a 20-knot headwind).
If the pilot does not quickly retard the throttles, the aircraft will soon have an excess of power: i.e., it will be high and fast and may not be able to stop in the available runway length.
Кратко, падает приборная скорость при изменении направления ветра со встречного на попутный. Для компенсации режим работы двигателей должен быть увеличен, но если вовремя не убрать, длины полосы может не хватить для остановки. И еще – из исследования 2001 года:
When applying normal landing techniques, pilots who land their aircraft with a higher than normal approach speed tend to bleed off the speed by floating the aircraft. Floating the aircraft just off the runway surface before touchdown should be avoided because this will use a significant part of the available runway.
In case of a tailwind operation the associated increase in ground speed will further increase the landing distance. As the aircraft comes closer to the ground the tailwind will normally decrease. This has a temporary lift increasing effect due to the increase in true airspeed (inertial effect) making it more difficult to put the aircraft on the ground, which amplifies floating of the aircraft.
О том, что увеличенная посадочная скорость, особенно в присутствии попутного ветра, имеет последствия в виде выдерживания, что увеличивает посадочную дистанцию. Очень похоже на АП темы.