Draft ICAO Circular on NLA.pdf - Airports Council International

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-17- 4) Weather conditions (Heavy rain, cross wind, strong/gusty winds, visibility); and 5) Human factors (crew, maintenance, balance, payload security). b) for landing: 1) Aircraft (malfunctioning of landing gear, control surfaces, hydraulic system, brakes, tires, nose gear steering); 2) Power plant (reverse and thrust lever linkage); 3) Surface conditions (standing water, snow, runway friction coefficient); 4) Weather conditions (Heavy rain, cross wind, strong/gusty winds, thunderstorms/wind shear, visibility); 5) ILS localizer signal quality/interference; and 6) Human factors (hard landings, crew, maintenance). 4.1.2.2.3 An analysis of lateral runway excursion reports shows that accident mechanisms are not the same for take-off and for landing. Mechanical failures are, for instance, a frequent accident factor for excursion during take-off, while bad weather conditions are more often associated with landing incidents. Engine reverse thrust system malfunction has also been a factor in a significant number of landing veer-offs (see Appendix B). 4.1.2.2.4 Lateral runway excursion hazard could be classified as major to catastrophic risk depending on the aircraft speed. According to the available reports, there were no code E aircraft fatal accidents due to runway excursion alone reported from 1980 to 2000. 4.1.2.2.5 A review of this accident/incident database also revealed that only 1.3 per cent of the total number of on-board fatalities from 1980 to 1998 occurred after lateral runway excursions. However, it should be noted that a large percentage of excursions result in serious damage or operational implications. 4.1.2.3 Risk assessment and possible mitigation measures 4.1.2.3.1 The lateral runway excursion risk is clearly linked to specific aircraft characteristics, performance/handling qualities, controllability in response to such events as aircraft mechanical failures, pavement contamination and cross-wind conditions. This type of risk comes under the category for which risk assessment is mainly based on aircraft performance and handling qualities. Aircraft type certification is one of the key factors to be considered in order to ensure that this risk is under control. 4.1.2.3.2 For use of runways narrower than the 60 m width recommended by Annex 14, Volume I, all factors affecting safety should be taken into account including the certification of the specific aircraft type and local conditions 2 . The approval of the appropriate authority should be sought. Possible mitigation 2 Attention should be given to the crosswind performance of the aircraft on various runway surface conditions <strong>ICAO</strong> Version 4.1 — 15 March 2004
<strong>ICAO</strong> Version 4.1 — 15 March 2004 -18- measures for operation of a given NLA on runways which do not meet Annex 14, Volume I, code F specifications, are: a) paved inner shoulders of adequate bearing strength to provide an overall width of the runway and its (inner) shoulders of 60 m; b) provision of inset runway edge lights (in lieu of elevated lights); c) provision of outer paved/stabilized shoulders with adequate bearing shoulders strength to provide an overall width of the runway and its shoulder of 75 m; and d) provision of additional runway centre line guidance. 4.1.2.3.3 Aerodromes with runways narrower than 60 m should also take into account the possibility that certain NLAs are unable to make a 180 degree turn on that runway. When there is no proper taxiway to the end of the runway, the provision of a suitable runway turn pad is recommended. 4.1.2.4 Runway shoulder width 4.1.2.4.1 Annex 14, Volume I, paragraph 3.2.2 recommends that runway shoulders should be provided for a runway where the code letter is F. Furthermore, runway shoulders should extend symmetrically on each side of the runway so that the overall width of the runway and its shoulders is not less than 75 m where the code letter is F. 4.1.2.4.2 Runway shoulders are intended to provide a transition from the full strength pavement to the runway strip. In the event of an aeroplane running off a runway, the shoulders should be capable of withstanding the occasional passage of the aeroplane that has the most demanding pavement loading impact, operating at the aerodrome. Shoulders also provide erosion protection for the areas beyond the pavement, thereby reducing consequent foreign object damage. 4.1.2.5.1 Annex 14, Volume I recommends: 4.1.2.5 Runway shoulder strength Paragraph 3.2.5: A runway shoulder should be prepared or constructed so as to be capable, in the event of an aeroplane running off the runway, of supporting the aeroplane without inducing structural damage to the aeroplane and of supporting ground vehicles which may operate on the shoulder. 4.1.2.5.2 Aerodrome Design Manual, Part 1 states that: Paragraph 5.2.2: The shoulder of a runway should be prepared or constructed so as to minimize any hazard to an aeroplane running off the runway. Paragraph 5.2.3: In some cases, the bearing strength of the natural ground may be sufficient, without special preparation, to meet the requirements for shoulders.
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Draft ICAO Circular on NLA.pdf - Airports Council International

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