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3rd International Winter Operations Conference
State of the Art of Contaminated Runways
Work at Airbus
Presented by
Logan JONES – Aircraft Performance Certification
October 2013
3rd International Winter Operations Conference
Agenda
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A Case Study : Landing on a “Wet” Runway
Was this runway…
3mm
But with several factors that
reduce friction:
But with several factors that
improve friction:
Example A380 Flight Test Analysis at Brest Airport
• High Ambient Temperature?
• Worn Runway Texture?
• Heavy Aircraft?
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• Cold Day?
• High macro texture runway?
• Light weight aircraft?
3rd International Winter Operations Conference
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October 2013
3rd International Winter Operations Conference
October 2013
Understanding the Parts, Understanding their Interaction
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October 2013
Understanding the Parts, Understanding their Interaction
The Tire and the Rubber it’s made from
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An Aircraft Tire…(a typical widebody aircraft)
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October 2013
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What’s in a Tire?
• New aircraft tires are Radial construction
Tire
Stiffness
Rubber
Tread
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October 2013
Research – looking into Rubber
• Rubber is a polymer
• Which means its characteristics change significantly with temperature
and frequency
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3rd International Winter Operations Conference
October 2013
Understanding the Parts, Understanding their Interaction
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3rd International Winter Operations Conference
Runway Texture
http://www.surfacecharacteristics.com/index.php?q=taxonomy/term/9
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October 2013
3rd International Winter Operations Conference
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October 2013
3rd International Winter Operations Conference
October 2013
Understanding the Parts, Understanding their Interaction
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3rd International Winter Operations Conference
October 2013
What’s the Anti-Skid Doing?
120
110
Friction
100
90
80
70
60
50
Slip Ratio
0.05
0.1
(analagous
to the
amount of0.25braking
0.15
0.2
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0.3
0.35
40
3rd International Winter Operations Conference
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October 2013
3rd International Winter Operations Conference
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October 2013
3rd International Winter Operations Conference
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October 2013
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What Have We Learned So Far?
• Aircraft Tires are Complicated
• Add to that the interaction with the runway, runway texture,
temperature effect, runway contamination..
• But, although we aren’t at the level of fully coupled modeling, we
are understanding trends:
•
•
•
•
•
Tire Construction Differences
Temperature Effect
Speed Effect
Runway Texture Effect
Runway Contamination
• And as we understand the trends we can incorporate this
knowledge into a dynamic model
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What Have We Learned So Far?
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October 2013
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Agenda
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October 2013
In-Flight Landing Distance assessment
• Airbus strongly supported FAA and TALPA ARC
• Airbus has proactively introduced from September 2012
these in-flight landing distances in the paper and e-tools for
all FBW models even before FAA regulatory process.
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October 2013
In-Flight Landing Distance assessment: Airbus proposal
• Not only Airbus strongly supported FAA and TALPA ARC, but
Airbus proactively introduced from September 2012 these
in-flight landing distances in his paper and e-tools for all
FBW models even before FAA regulatory process.
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3rd International Winter Operations Conference
October 2013
In-Flight Landing Distance assessment: Airbus proposal
• Not only Airbus strongly supported FAA and TALPA ARC, but
Airbus proactively introduced from September 2012 these
in-flight landing distances in his paper and e-tools for all
FBW models even before FAA regulatory process.
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3rd International Winter Operations Conference
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October 2013
ROPS Briefing to AEA - October 2 2013
Runway Overrun Prevention System
Design principles
• A technology designed to monitor continuously total energy
and aircraft landing performance vs. runway end, from
short final up to aircraft stop
 Have
I right now enough meters in front of me to stop safely my
aircraft before the end of the runway?
• A true guidance to assist the crew in:
 The
go-around decision making process
 The timely application of on-ground retardation means: reversers,
braking
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400 ft
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Upcoming for the A350
BTV-ROPS will cover contaminated
runways
• Introduction of a means for pilot to input Runway
State information into BTV-ROPS:
 Allows to actively protect performance
defined runway states and trigger red alerts
when necessary
 Allows optimisation of BTV-ROPS
protection.
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In the Cockpit
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Feedback from In-Air down to Ground
• Above 500ft
• Feedback about Runway Length and Chosen Exit
• Below 500ft
• System actively monitoring real-time parameters
• Predicted Stop Distance updated as a function of current aircraft
energy
• ROW alerts if landing distance not sufficient to stop
• RWY TOO SHORT
• Rollout
• Continuous monitoring of aircraft energy and runway end
• ROP Alerts if aircraft predicted stop point is longer than runway end
• Max Braking & Max Reverse
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October 2013
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October 2013
Uncertain Environmental information: runway
condition
• Today, runway condition information is provided:
By airports using visual inspections, and estimated surface friction
obtained from ground vehicles:
-
Both require runway closures up to 30min
-
Non consistency between Estimated surface friction and A/C friction and therefore
A/C performance (except on some specific contaminants and conditions)
-
Runway condition information may be sometimes difficult to translate into one
clear performance category, or not updated, or even misleading
-
Runway condition information may be sometimes absent (standing water)
-
Estimated surface friction is increasingly advised against for fluid contaminants
(as snow and slush) due to random and misleading results
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October 2013
Uncertain Environmental information: runway
condition
• Today, runway condition information is provided (cont):
By pilots, mostly North-American, via PIREPs of Braking Action:
-
Such reports are subjective
-
Most non North American pilots will not perform a PIREP of BA
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3rd International Winter Operations Conference
October 2013
Runway condition reporting: Airbus proposal
Airbus’ pro-active answer:
use the aircraft as best possible runway condition
assessment means
COntaminated Runway State Automatic Identification
and Reporting = CORSAIR
Supported by 3 recommendations issued by NTSB and AAIB
(1982, 2005, 2006) to develop onboard solutions
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October 2013
CORSAIR High Level Operational Concept
Only if lower
than Airport
RWY condition
3. Pilot reporting to
tower via radio
1. CORSAIR runway
Braking Action
objective
assessment
2. Pilot validity
cross check from
subjective
deceleration feeling.
3bis. Automatic
reporting to tower
via TBD
broadcasting means
4. Tower report to
incoming aircraft
5
RWY condition
reporting in TALPAARC standard
4
RWY condition
reporting in TALPAARC standard +
detailed information
1 2 3
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5. Incoming aircraft
to use report of
Braking Action for
Landing
Performance
evaluation
3rd International Winter Operations Conference
October 2013
Runway condition reporting: Airbus CORSAIR proposal
• On-board function that delivers an objective Braking Action
experienced during Landing Roll:
• to complement existing subjective PIREP of Braking Action,
• or to provide (for the rest of the world pilots) objective
Braking Action.
• Based on certified Airplane Flight Manual models and real-time
performance analysis
• Fully consistent with incoming FAA TALPA-ARC standards
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October 2013
Where are we now?
• Thousands of operational flights analyzed in post-flight
• Initial flight tests of CORSAIR prototype end of 2012 on A320
• Then first initial operational trials during 2012-2013 winter
season with an interested major airline
• More operational trials during 2013-2014 winter season for
more airline pilots feed-back
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3rd International Winter Operations Conference
Agenda
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October 2013
3rd International Winter Operations Conference
October 2013
Wrap-Up and Way Forward
Airbus is approaching Contaminated Runways in two ways:
1. Theoretical Side
• Trying to Better Understand at a local level, what affects the tirerunway friction
2. Practical Side
• Provide tools to the pilot and to the airport that can improve
winter operations today using the best information available.
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3rd International Winter Operations Conference
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October 2013
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October 2013
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations S.A.S. No intellectual property
rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations S.A.S. This
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in good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations S.A.S. will be pleased to explain the basis thereof.
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