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others, aircraft antiskid behaviour, the considerably higher operating speeds of aircraft and
their different tire pressures and tire geometry hamper direct correlation to friction testing
equipment.
The reflective criterion is of little use for grooved/PFC runways as this merely reflects a
situation where the water starts to rise above the texture depth. This situation is more
representative of a flooded runway with an increasing possibility of hydroplaning and
considerably reduced braking action. Long before water levels reach this height already a
reduction in runway friction is present as reflected in the certification requirements.
Although recommended/actual landing distances for aircraft types concerned may indicate a
feasible landing with braking action GOOD, this could (depending on aircraft type) require a
maximum effort landing, including reverse thrust credit for an aircraft dispatched according
to a dry runway. Recommended/actual landing distances are not certified and for
information only and do not provide the safety level intended by dispatch requirements and
as such cannot be considered in the dispatch phase.
There is no internationally agreed rain intensity level defining heavy rain (+RA).
CAA-NL has not given approval.
VNV acknowledges the fact that the runway surface of EHRD has excellent friction characteristics
and appreciates the quality of the maintenance program and the efforts of staff involved. An
excellent example is the recent resurfacing of the runway. Nevertheless the fact remains that
international experts from manufacturers, authorities and scientific institutes agree that an
equivalent dry capability of aircraft
Considering grooved/PFC runways dry with forecasted rain is merely based on whether the literal
interpretation of current JAR-OPS wording is possible, but has nothing to do with the actual
capability of grooved/PFC runways.
when moisture is present on grooved/PFC runways is not a real
life scenario. This is reflected in current certification requirements.
Nevertheless VNV supports landing performance credit comparable with the option currently
available for accelerate-stop distances in the certification requirements, in order to provide further
economic incentive for the building of grooved/PFC runways. However, stimulating airports in
investing in high quality runway surface materials and excellent maintenance by allocating
performance credits should be undertaken at the appropriate international level and with an
international accepted standard.
Legislation
1. JAR-OPS 1 Subpart G Amendment 11 – 1 August 2006
Section 1 JAR-OPS 1.480 Terminology (a)(4) Dry Runway
Section 1 JAR-OPS 1.480 Terminology (a)(10) Wet Runway
Section 1 JAR-OPS 1.515 Landing – Dry Runways
Section 1 JAR-OPS 1.520 Landing – Wet and Contaminated Runways
Section 2 IEM OPS 1.485(b) General – Wet and Contaminated Runway Data
2. DNPA-OPS 47 Revisions to JAR-OPS 1 Subparts F, G and H arising from ARAC Harmonisation
discussions (JAA Performance Subcommittee)
3. Regulatory Impact Assessment for NPA-OPS 47 Proposal 1, JAR-OPS 1.475(d) (OST 04/4 WP)
4. Regulatory Impact Assessment for NPA-OPS 47 Proposal 2, JAR-OPS 1.480 (OST 04/4 WP)
5. FAR 25 Amendment 92 (Effective 20 Mar 1998)
6. NPRM 93-8 (58 FR 36738) (Published 8 Jul 1993)
7. JAR Orange Paper 25/88/1 (Effective 18 Oct 1988)
8. JAR 25 Change 13 (Effective 5 Oct 1989)
9. JAR Temporary Guidance Material 25/04 (Effective 1 Oct 1995)
10. JAR 25 Change 15 (Effective 1 Oct 2000)
11. JAA NPA 25BDG-244 Accelerate-Stop Distances and Related Performance Matters (Published
Mar 1991, Revised Feb 1993)
12. ICAO Annex 14 Aerodromes Volume I, Aerodrome Design and Operations (Effective 25 Nov
2004)
13. ICAO Airport Services Manual (Doc 9137) Part 2, Pavement Surface Conditions (2002)
14. CAA-UK CAP 683 The Assessment of Runway Surface Friction for Maintenance Purposes (14
May 2004)
15. FAA AC 150/5320-12C Measurement, Construction and Maintenance of Skid-Resistant
Airport Pavement Surfaces (18 Mar 1997)
Scientific Reports / Papers
1. Engineering Sciences Data Unit (ESDU) Data Item 71026, Frictional and Retarding Forces on
Aircraft Tyres. Part II: Estimation of Braking Forces (Amendment D, 1 Jun 1995)
2. Engineering Sciences Data Unit (ESDU) Data Item 99015, Statistical Analysis of Wet Runway
Friction for Aircraft and Ground-test Machines (Nov 1999)
3. NTSB SIR 90/2 Runway Overruns Following High Speed Rejected Takeoffs (27 Feb 1990)
4. NASA TP 2917 Evaluation of Two Transport Aircraft and Several Ground Test Vehicle Friction
Measurements Obtained for Various Runway Surface Types and Conditions - A Summary of
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