Braking performance of commercial airplanes during operation on winter contaminated runways

Klein-Paste, Alex; Huseby, Arne Bang; Anderson, J. D.; Giesman, Paul; Bugge, Hans Jørgen; Langedahl, Tor-Børre

doi:10.1016/j.coldregions.2012.04.001

Cited by 20 publications

(22 citation statements)

References 4 publications

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“…braking coefficient on slush ranged from 0.07 to 0.25). Figure 2 (reproduced after Andresen and Wambold 7 ) shows that friction coefficient of contaminated runway surfaces (covered by water, snow or ice) varies widely (0 to 0.7) and confirms the low friction values (most of the time lower than 0.5) reported in Klein-Paste et al 8 As it is generally accepted that accidents increase sharply when the friction coefficient is lower than 0.5, 9 research on contaminated road and runway surfaces still represents many interests.…”

Section: Friction On Contaminated Runway Surfacessupporting

confidence: 86%

Modeling aircraft braking performance on wet and snow/ice-contaminated runways

Gerthoffert

Cerezo²,

Bouteldja

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part J:

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The paper deals with the modeling of friction between aircraft tires and contaminated runway surfaces. Wet-, snow- and ice-covered surfaces are considered. A tire Brush model developed for aircraft braking on dry runways is adapted to take into account the effect of contaminants. Compared with a dry surface, contaminants are assumed to affect the static and dynamic friction coefficients, the tire stiffness, the tire slip ratio and the length of the contact patch. Linear relationship is established between static and dynamic friction coefficients. The dynamic friction coefficient is reduced using an empirical model for wet surfaces and experimental fitting for snow- and ice-covered surfaces. The tire stiffness is modified considering the frequency and temperature dependence of the tire mechanical properties. Values on snow and ice are lower than those on wet and dry surfaces. A physical model is developed to calculate the length of the wet contact patch. Finally, it is assumed that the aircraft effective slip ratio is surface dependent; values are determined for each of the studied contaminants. Theoretical friction-slip curves are realistic in terms of shape and differentiation between surface conditions. The model is applied to a Falcon 20 aircraft and a runway monitoring device called IMAG. Friction-slip and friction-speed curves are calculated and compared to experimental data. It was found that the model can be used to relate ground friction to aircraft braking performance with enough reliability

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Section: Friction On Contaminated Runway Surfacessupporting

confidence: 86%

Modeling aircraft braking performance on wet and snow/ice-contaminated runways

Gerthoffert

Cerezo²,

Bouteldja

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part J:

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Section: Type Of Contamination Xmentioning

confidence: 93%

“…The following groups have been defined: When a runway section is only partly covered, the available friction tends to be higher (Klein-Paste et al, 2012). Therefore, P is upgraded when the spatial coverage S is 50% or less.…”

Section: Type Of Contamination Xmentioning

confidence: 99%

“…The choice of classification is based on experience from winter maintenance personnel, earlier published classifications (Subbotin and Gardner, 2013) and evaluations of braking performance during operational conditions (Klein-Paste et al, 2012). Note that wet snow is judged more slippery than slush in Table 4, which is in accordance with measurements on Norwegian runways (Klein-Paste et al, 2012). This aspect can be physically explained because slush is easier being squeezed out to the contact area, compared to wet snow which is still a compressible material (Colbeck et al, 1978) but it can also be caused by the fact that slush is reported in 3 mm intervals whereas wet snow is reported in 6 mm intervals.…”

Section: Type Of Contamination Xmentioning

confidence: 99%

“…All relevant weather and runway data was collected, together with landing data from two commercial airliners. An airplane braking model was utilized to calculate the aircraft braking coefficient (Klein-Paste et al, 2012). The goal was to develop a decision support system that provided winter maintenance personnel all relevant weather information (to help them making the right winter maintenance decisions) and help runway inspectors to asses the runway condition (the braking action).…”

Section: Introductionmentioning

confidence: 99%

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A decision support model to assess the braking performance on snow and ice contaminated runways

Klein-Paste

Bugge

Huseby

2015

Cold Regions Science and Technology

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Pilots need accurate predictions on the quality of runway surface conditions when operating on snow/ice contaminated runways. These predictions are typically made by friction measurements, or by expert judgments of runway inspectors. This study presents a decision support model (the IRIS runway model) for runway inspectors that interprets descriptive data from SNOWTAM reports and predicts the braking action on the common scale from 1 to 5, ranging from "poor" to "good". The model is tested on two airports in Norway during the winter seasons 2008/2009 to 2010/2011. Two other predictors of the braking action (assessments by runway inspectors and friction measurements) were also included. Analyses of 1261 friction-limited landings of commercial airplanes were used to compare predicted and measured braking actions. The IRIS runway model was found to be more conservative than the assessments of Norwegian runway inspectors, and even more conservative than friction measurements. In 86% of the landings, the IRIS runway model predicted the conditions within ±1 category of what the airplanes experienced, compared to 77% achieved by the runway inspectors. The predictions by the friction measurement devices were the least conservative and predicted the conditions within ±1 category in 61% of the landings. The model is now implemented in 15 airports in Norway.

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