B757 Contaminated And Slippery Runways

民航

B757-Contaminated_And_Slippery_Runways

 

游客，如果您要查看本帖隐藏内容请回复

民航

Giesman757.1
Contaminated and
Slippery Runways
Paul Giesman
Performance Engineer Operations
Flight Operations Engineering
Boeing Commercial Airplanes
May 2004
The Boeing Company
“I glanced at the air speed indicator and saw it registered 105 knots and was flickering. When it
reached 117 knots I called out `V1‘ [Velocity One, the point on the runway after which it isn’t safe
to abandon take-off]. Suddenly the needle dropped to about 112 and then 105. Ken shouted,
`Christ, we can‘t make it’ and I looked up from the instruments to see a lot of snow and a house
and a tree right in the path of the aircraft”.
Inside the passengers‘ compartment Bill Foulkes had sensed that something was wrong:
“There was a lot of slush flying past the windows and there was a terrible noise, like when a car
leaves a smooth road and starts to run over rough ground”.
The Elizabethan left the runway, went through a fence and crossed a road before the port wing
struck a house. The wing and part of the tail were torn off and the house caught fire. The cockpit
struck a tree and the starboard side of the fuselage hit a wooden hut containing a truck loaded
with fuel and tyres. This exploded.
Giesman757.2
The Boeing Company Giesman757.3
Non-Dry Runway Topics
• Wet runway
– Regulatory/operations
• Slush / standing water
• Snow covered runway
– Loose/compact
• Slippery runways
• Crosswind considerations
The Boeing Company Giesman757.4
Wet Runway Regulatory Requirements
• FAA historically
– No definitive regulatory requirements for wet runway
performance adjustments in Part 25 or 121
– Boeing supplied as a subset of slippery runway data
The Boeing Company Giesman757.5
Wet Runway Regulatory Requirements
• FAA current (737-6/7/8/900, 757-300, 767-400)
– Wet runway is part of AFM certification basis
– Amendment 25-92
– Assumptions
– 15 foot screen height
– Engine inoperative reverse thrust credit
• JAA Operators
− New certifications - same as FAA (Note: 747-400 also certified
to a different wet runway standard)
Note: This data is based on an agreed upon certification method
which adjusts a standard wet runway braking characteristic
curve by the individual airplanes anti-skid system efficiency.
The Boeing Company Giesman757.6
Wet Runway Regulatory Requirements
• Operational data - JAROPS 1
– Requires operational wet runway data based on
possibility of an engine failure
– Boeing supplies performance information for wet as a
subset of slippery runway data
– Recommend use of the data based on pilot reported
braking action of Good (approximately ½ the dry
runway effective ness when runway friction limited)
– This performance level is consistent with CAA
certification flight testing accomplished on the 707, 727,
737-1/2/200Adv, 747-100/200
The Boeing Company Giesman757.7
Boeing Slush/Standing Water Data
AFM information
FAA – No AFM requirements
JAA – AFM contains advisory data for more
recent airplanes
747-400, 777, 737NG, 757-300, 767-400
The Boeing Company Giesman757.8
Boeing Slush/Standing Water Data
Operational information
• Boeing supplies data in the OM, FPPM, PEM and
performance software
• Data in manuals are weight reductions and V1 adjustments
• Assumptions in calculation of performance
– One engine inoperative
– 15 screen height at the end of the runway
– Reverse thrust on operating engines
Note: All engines slush standing water data is still available –
very few use this data
– Weight reduction
– NoV1 adjustment provided
– Preserves 15% margin
No V1
The Boeing Company Giesman757.9
Snow data
• Provided in operational software for
– 737-6/7/8/900, 777, 757-300, 767-400
– Loose dry snow
– Calculations based on slush modeling using snow
specific gravities — depths to 101 mm
– Compact snow based on a relationship agreed upon
during JAA certification that is equivalent to a pilot
reported braking action of “good”
The Boeing Company Giesman757.10
Slippery Runway
• Weight reduction and V1 adjustment provided
– Reduced tire to ground friction
– Credit for reverse thrust
– Go to 15-ft screen height
• Data a function of pilot reported braking action
– Good — wet
– Medium — comparable to 727 ice and compact snow
testing — 60’s
– Poor — wet melting ice
• Boeing does not correlate performance data with
friction cart information
Datta prresentted iin aiirrpllane Operrattiionss Manuall,, FPPM,, and PEM
((Weett,, IIccyy))
The Boeing Company Giesman757.11
Crosswind Guidelines
• Boeing publishes takeoff and landing crosswind guidelines
in the Flight Crew Training Manuals
– Derived from analysis and piloted simulations
– Based on steady winds
– Function of runway condition — dry, wet, standing
water/slush, snow — no melting, ice — no melting
– Accounts for asymmetric reverse thrust
– Provides guidance on technique (side slip, crab)
The Boeing Company Giesman757.12
Example Of FCTM Information
May Be Different For TO And Land
Ice — No Melting** 15
Snow — No Melting** 20
Standing Water/Slush 15
Wet 25
Dry 40
Runway Condition Crosswind — Knots*
The Boeing Company Giesman757.13
Crosswind Guidelines
Recently Boeing extended additional guidance relating
runway condition to Pilot reported Braking Action
FCTM Runway Condition Braking
(TO and Land Guidelines)
Dry Dry
Wet Good
Snow — No Melting Medium to Good
Slush/St. Water or Medium to Poor
Ice — No Melting
Pilot Reported Action

hehe1019

好好的看看，学习学习~~~

979199501

CFM56-7 Starter Reliability

tonyblairer

很好的资料，谢谢分享

raikkonen10

波音果然牛啊啊