Presented by: Timothy W. Neubert, MBA, A.A.E., Neubert Aero Corp. Barry Goff, BEng. Research & Development, NAC Dynamics, LLC. 29 th Annual Airport Conference

Presented by:Presented by:

Timothy W. Neubert, MBA, A.A.E., Neubert Aero Corp.Timothy W. Neubert, MBA, A.A.E., Neubert Aero Corp.

Barry Goff, BEng. Research & Development, NAC Dynamics, LLCBarry Goff, BEng. Research & Development, NAC Dynamics, LLC..

2929thth Annual Airport Conference Annual Airport ConferenceMarch 1, 2006March 1, 2006

Runway Friction Runway Friction Measurement & Reporting Measurement & Reporting

ProceduresProcedures

Why do airports measure friction ?Why do airports measure friction ?

CFME or Decelerometer – Why are they CFME or Decelerometer – Why are they different and which is more accurate?different and which is more accurate?

Summer Testing – ProcedureSummer Testing – Procedure

Winter Testing Winter Testing – Procedure– Procedure

Which CFME is Right for your Airport ?Which CFME is Right for your Airport ?

OverviewOverview

Over time, the Over time, the skid-resistance of runway pavement skid-resistance of runway pavement deterioratesdeteriorates due to a number of factors: due to a number of factors:

The effect of The effect of these two factors are directly dependent upon these two factors are directly dependent upon the volume and type of aircraft trafficthe volume and type of aircraft traffic..

Why do we measure Friction ?Why do we measure Friction ?

• mechanical wear and polishing action from aircraft mechanical wear and polishing action from aircraft tires rolling or braking on the runway surface tires rolling or braking on the runway surface

• the accumulation of contaminantsthe accumulation of contaminants

Runway Contaminants, such as, rubber deposits, dust Runway Contaminants, such as, rubber deposits, dust particles, jet fuel, oil spillage, water, snow, ice, and slush, particles, jet fuel, oil spillage, water, snow, ice, and slush, all cause friction loss on runway pavement surfaces.all cause friction loss on runway pavement surfaces.

The most persistent contaminant problem is The most persistent contaminant problem is rubber deposit rubber deposit from tires of landing jet aircraft.from tires of landing jet aircraft. Rubber deposits occur at Rubber deposits occur at the runway touchdown areas and is extensive to remove. the runway touchdown areas and is extensive to remove. NOTE: Friction testing is required before and after rubber NOTE: Friction testing is required before and after rubber removal.removal. Heavy rubber deposits can completely cover the pavement Heavy rubber deposits can completely cover the pavement surface texture causing loss of aircraft braking capability surface texture causing loss of aircraft braking capability and directional control, particularly when runways are wet.and directional control, particularly when runways are wet.


DC-9 Aircraft Wet Runway Landing Veer-off Accident DC-9 Aircraft Wet Runway Landing Veer-off Accident Reynosa, Mexico; October 6, 2000Reynosa, Mexico; October 6, 2000


Chicago Midway AirportChicago Midway Airport

Runway friction was a Runway friction was a contributing factorcontributing factor



Initial Reported Comments – Chicago Midway AirportInitial Reported Comments – Chicago Midway Airport

NTSB preliminary reports that the runway was last NTSB preliminary reports that the runway was last cleared of snow and chemically de-iced approx. 45 cleared of snow and chemically de-iced approx. 45

minutes prior to Southwest aircraft landing.minutes prior to Southwest aircraft landing.

Airport officials reported the braking friction on the runway Airport officials reported the braking friction on the runway was “good” 30 minutes before the accident, but was “good” 30 minutes before the accident, but

investigators have determined the runway condition at the investigators have determined the runway condition at the time of the accident to be only “fair” to “poor”. time of the accident to be only “fair” to “poor”.

July / August 2005 two aircraft over ran the Runway, one July / August 2005 two aircraft over ran the Runway, one at Toronto and one at Bangladesh.at Toronto and one at Bangladesh.

The Air France A-340 was destroyed in the post accident The Air France A-340 was destroyed in the post accident fire. Both accidents involved landings in heavy rain and fire. Both accidents involved landings in heavy rain and

crosswinds conditions. crosswinds conditions.

According to Accident Records: During the last 15 years, According to Accident Records: During the last 15 years, there have been 130 accidents involving aircraft overruns there have been 130 accidents involving aircraft overruns

and runway veer-offs, of which 3 resulting in complete and runway veer-offs, of which 3 resulting in complete loss of aircraft and 80 fatalities. loss of aircraft and 80 fatalities.


When a runway is contaminated with water the When a runway is contaminated with water the information passed to the pilot is reported as “wet”.information passed to the pilot is reported as “wet”.

No water depth or location is reported.No water depth or location is reported.

During a heavy downpour, the conditions on the length During a heavy downpour, the conditions on the length of a runway can vary and may be deep enough to cause of a runway can vary and may be deep enough to cause

hydroplaning.hydroplaning.


A layer of water between the tires and the runway A layer of water between the tires and the runway surface reduces the friction level to NIL braking action.surface reduces the friction level to NIL braking action.

Typical Information given to the PilotTypical Information given to the Pilot


CContinuous ontinuous FFriction riction MMeasuring easuring EEquipment is the quipment is the continuous trace of friction along the length of continuous trace of friction along the length of

the runwaythe runway

Is a CFME the same as a Decelerometer?Is a CFME the same as a Decelerometer?

Airport Surface Friction TesterAirport Surface Friction Tester

Mu MeterMu Meter

Runway Friction TesterRunway Friction Tester

GriptesterGriptester

NAC Dynamic Friction TesterNAC Dynamic Friction Tester

RUNAR Runway Analyser and RecorderRUNAR Runway Analyser and Recorder

BV-11BV-11

Sarsys Friction TesterSarsys Friction Tester

The “Mu Value” is calculated by the horizontal force divided The “Mu Value” is calculated by the horizontal force divided by the vertical force or by using the measured torque generated by the vertical force or by using the measured torque generated

at the measuring tire.at the measuring tire.Info : FAA AC150/5320-12CInfo : FAA AC150/5320-12C

CContinuous ontinuous FFriction riction MMeasuring easuring EEquipment (CFME)quipment (CFME)

All approved CFME’s have different operating modes including All approved CFME’s have different operating modes including different tires, tire inflation pressures, slip ratio, weights. different tires, tire inflation pressures, slip ratio, weights.

Each CFME will record different friction values at Each CFME will record different friction values at different speeds as note in AC150/5320-12C, Table 3-2.different speeds as note in AC150/5320-12C, Table 3-2.

Info : FAA AC150/5320-12C, Table 3-2Info : FAA AC150/5320-12C, Table 3-2


A DecelerometerA Decelerometer only gives a spot check of the pavement only gives a spot check of the pavement

BOWMONKBOWMONK

TAPLEYTAPLEY

TES ERD MK3TES ERD MK3

VERICOM VC3000 RFMVERICOM VC3000 RFM

The operation of a Decelerometer is to measure the The operation of a Decelerometer is to measure the forces generated in terms of g (deceleration ft/secforces generated in terms of g (deceleration ft/sec22) )

““under full skid conditions”.under full skid conditions”.

Decelerometers can be either Electronic or MechanicalDecelerometers can be either Electronic or Mechanical

Info : FAA AC150/5200-30A Appendix 4Info : FAA AC150/5200-30A Appendix 4

Is a CFME the same as a Decelerometers ?Is a CFME the same as a Decelerometers ?

Info : Road Research Laboratory Report 50Info : Road Research Laboratory Report 50


Slip Wheel Slip Wheel CFME 0.57CFME 0.57µµ

Locked Wheel Locked Wheel Decelerometer Decelerometer 0.350.35µµ

Effect of slip ratio on coefficient of braking friction on wet runwayEffect of slip ratio on coefficient of braking friction on wet runway

Info : FAA CERTALERT No. 05-01Info : FAA CERTALERT No. 05-01

Both Mu Value and Braking Action reporting is Both Mu Value and Braking Action reporting is acceptable for reporting pavement conditions.acceptable for reporting pavement conditions.

To date there is no correlation between CFME and a To date there is no correlation between CFME and a Decelerometer Decelerometer [1][1]


FACTFACT

A CFME is a precision measurement device and is more A CFME is a precision measurement device and is more accurate and reliable than a Decelerometer because of accurate and reliable than a Decelerometer because of

several uncontrollable variables influencing the several uncontrollable variables influencing the reporting (braking technique, vehicle condition, etc.) .reporting (braking technique, vehicle condition, etc.) .

SUMMER TESTINGSUMMER TESTING

AC150/5320-12CAC150/5320-12C

Measurement, Construction and Maintenance of Skid-Measurement, Construction and Maintenance of Skid-Resistant Airport Pavement SurfacesResistant Airport Pavement Surfaces

Friction Evaluations with CFME’s are required by the FAAFriction Evaluations with CFME’s are required by the FAA

• Water is pumped directly in front of the friction Water is pumped directly in front of the friction measuring wheel(s) at a controlled rate.measuring wheel(s) at a controlled rate.

• This gives standard repeatable conditionsThis gives standard repeatable conditions

• This is an This is an ideal testideal test for monitoring rubber build up and for monitoring rubber build up and the runways micro and macro texturethe runways micro and macro texture

• Not an ideal testNot an ideal test for monitoring ponding or in conditions for monitoring ponding or in conditions such as Snow, Slush or Ice.such as Snow, Slush or Ice.

• Summer Testing can only be performed using a CFMESummer Testing can only be performed using a CFME

Summer TestingSummer Testing

Info : FAA 150/5320-12CInfo : FAA 150/5320-12C

• 40mph Testing determines the overall Macrotexture / 40mph Testing determines the overall Macrotexture / Contaminant / Drainage condition of the Pavement Contaminant / Drainage condition of the Pavement Surface.Surface.

• 60mph Testing determines the overall Micro-texture of 60mph Testing determines the overall Micro-texture of the Pavement Surface the Pavement Surface

• Tests give a good indication of the runway drainage Tests give a good indication of the runway drainage ability during rain conditions providing greater ability during rain conditions providing greater information for winter OPS.information for winter OPS.


Info : FAA 150/5320-12C Page 19Info : FAA 150/5320-12C Page 19

TABLE 3-1 MINIMUM FRICTION SURVEY TABLE 3-1 MINIMUM FRICTION SURVEY FREQUENCYFREQUENCY


Site Location ****

Runway Number 02-20

Test Performed at 40mph

300

600

900

1200

1500

1800

2100

2400

2700

3000

3300

3600

3900

4200

4500

4800

5100

5400

5700

6000

6300

6600

6900

7200

7500

7800

8100

8400

8700

9000

9300

9600

9900

1020

0

1050

0

1080

0

1110

0

1140

0

Runw ay Edge

18 0.62 0.46 0.44 0.45 0.53 0.53 0.41 0.50 0.53 0.54 0.50 0.59 0.62 0.63 0.66 0.61 0.66 0.66 0.73 0.71 0.75 0.88 0.86 0.88 0.90 0.92 0.88 0.94 0.90 0.86 0.82 0.79 0.71 0.57

12 0.60 0.39 0.37 0.38 0.45 0.45 0.35 0.43 0.45 0.46 0.43 0.50 0.53 0.54 0.56 0.52 0.56 0.56 0.62 0.60 0.64 0.75 0.73 0.75 0.76 0.78 0.75 0.80 0.76 0.73 0.69 0.67 0.60 0.48

6 0.52 0.35 0.33 0.34 0.40 0.40 0.31 0.38 0.40 0.41 0.38 0.45 0.47 0.48 0.50 0.46 0.50 0.50 0.55 0.54 0.57 0.67 0.65 0.67 0.68 0.70 0.67 0.71 0.68 0.65 0.62 0.60 0.54 0.43

CL6 0.56 0.42 0.36 0.37 0.44 0.44 0.34 0.42 0.44 0.45 0.42 0.50 0.52 0.53 0.55 0.51 0.55 0.55 0.61 0.59 0.63 0.74 0.72 0.74 0.75 0.77 0.74 0.78 0.75 0.72 0.68 0.66 0.59 0.47

12 0.51 0.47 0.40 0.42 0.49 0.49 0.38 0.46 0.49 0.50 0.46 0.55 0.57 0.59 0.61 0.56 0.61 0.61 0.67 0.66 0.70 0.82 0.79 0.82 0.83 0.85 0.82 0.87 0.83 0.79 0.76 0.73 0.66 0.53

18 0.53 0.52 0.45 0.46 0.55 0.55 0.42 0.52 0.55 0.56 0.52 0.62 0.64 0.66 0.68 0.63 0.68 0.68 0.75 0.74 0.78 0.92 0.89 0.92 0.93 0.96 0.92 0.97 0.93 0.89 0.85 0.82 0.74 0.59

Runw ay Edge

Predominant Landing direction

40mph TestKey Range Summer OP's Winter Op's

Nil <0.40

Minimum Friction Level Poor ?

Maintenance Planning Level Fair ?

Design Objective Level Good ?

OF

FS

ET

0.74>

0.74-0.53

0.53-0.43

<0.43

Friction / Distance 2D Charting

Runway divided in to 300 foot sections and color coded for quick reference


Winter TestingWinter Testing

AC150/5200/30AAC150/5200/30A

Airport Winter Safety and OperationsAirport Winter Safety and Operations

• CFME are to be performed down the full length of the CFME are to be performed down the full length of the runway at a Safe Speed depending on runway conditions.runway at a Safe Speed depending on runway conditions.

• Decelerometer, a minimum of Three(3) Braking tests in Decelerometer, a minimum of Three(3) Braking tests in each zone are required in determining the average friction each zone are required in determining the average friction value for that zone. A total of 9 braking tests are value for that zone. A total of 9 braking tests are performed.performed.

• Friction surveys will be reliable as long as the depth of Friction surveys will be reliable as long as the depth of dry snow does not exceed 1 inch (25mm), or the depth dry snow does not exceed 1 inch (25mm), or the depth of wet snow/slush does not exceed 1/8” (3mm) of wet snow/slush does not exceed 1/8” (3mm) [1][1]

Info : FAA 150/5200-30 Page 11Info : FAA 150/5200-30 Page 11


• The central portion is contaminated over a distance of The central portion is contaminated over a distance of 500 feet (150m) or more. 500 feet (150m) or more.

• Whenever visual runway inspections or pilot reports Whenever visual runway inspections or pilot reports changing friction characteristics.changing friction characteristics.

Friction Surveys are to be performed when:Friction Surveys are to be performed when:

• Following anti-icing, de-icing, or sanding operationsFollowing anti-icing, de-icing, or sanding operations

• At least once(1) during eight(8) hour shift while At least once(1) during eight(8) hour shift while contaminants are present.contaminants are present.

• Immediately following any aircraft incident or accident Immediately following any aircraft incident or accident on the runway.on the runway.

Info : FAA 150/5200-30A, Page 11Info : FAA 150/5200-30A, Page 11


• CCalibration: In accordance with the operating manual alibration: In accordance with the operating manual

• CCoordination: Work closely with ATC/FSSoordination: Work closely with ATC/FSS

Friction Measuring Procedures (C.C.C.L.S):Friction Measuring Procedures (C.C.C.L.S):

• CClearance: contact ATC/FSSlearance: contact ATC/FSS

• LLocation: 10 feet from centerline, in direction of aircraft ocation: 10 feet from centerline, in direction of aircraft landinglanding

• SSpeed: Up to 40mph, peed: Up to 40mph, as safety considerations allowas safety considerations allow

Info : FAA 150/5200-30A, Page 12Info : FAA 150/5200-30A, Page 12


CFME: CFME:

Friction Report using “DFT RWY 03R, 34-38-32, Friction Report using “DFT RWY 03R, 34-38-32, compacted snow at 0325hrs.compacted snow at 0325hrs.

Decelerometer:Decelerometer:

Friction Report using “BOWMONK RWY 03R, 23-27-21, Friction Report using “BOWMONK RWY 03R, 23-27-21, compacted snow at 0325hrs.compacted snow at 0325hrs.

Caution : Caution :

There is no correlation between a CFME and a Decelerometer There is no correlation between a CFME and a Decelerometer [1][1]

Example Reporting for FSS & ATCExample Reporting for FSS & ATC

Info : FAA 150/5200-30A Page 12Info : FAA 150/5200-30A Page 12Ref [1] : FAA CERTALERT No. 05-01Ref [1] : FAA CERTALERT No. 05-01


Which device is right for your Airport?Which device is right for your Airport?

NEUBERT AERO CORP.4105 West De Leon St., Tampa, FL 33609

Phone: 727.538.8744 Fax: 727.538.8765www.airportnac.com

* Copy of Presentation is available upon Request *

THANK YOU

Documents

Presented by: Timothy W. Neubert, MBA, A.A.E., Neubert Aero Corp. Barry Goff, BEng. Research & Development, NAC Dynamics, LLC. 29 th Annual Airport Conference