Download PDF [10.9 MB] - Flight Safety Foundation

More documents

Recommendations

Info

© Mathieu Pouliot/AirTeamImages AIRPORTOPS is wetness in terms of liquid water volume percent. Mean surface temperature (measured by infrared sensor) and mean air temperature (as reported in the METAR), together with spread related to dew point temperature, are given. The ABC is expressed for Boeing 737-800 aircraft. As a rule, the contaminated runway was sanded, from prior or recent application, or both. Frequently, warm sand was applied. Though observations were made preferably when wetness was large, there was a bias toward more observations when wetness actually was small. Thawing or very wet precipitation are not frequent occasions, as compared to all the days with “dry” conditions. Flights are canceled or diverted when expected braking action is reported as poor. Table 3 shows increasing ABC with decreasing wetness, notably when it gets less than 10 volume percent. These rather dry conditions in the sample occur together with decreasing temperatures and increasing spread. As shown in a previous study, ABC usually improves with decreasing surface temperature and increasing spread (except for polishing effects). Wetness and surface temperature turn out to be good indicators for ABC due to meteorological feedback interdependencies. It should be noted that case studies could offer more details worth considering, although they represent unique situations. But each case study, by eliminating distracting details, might reveal insights not seen in statistical analysis alone. Reinhard Mook, Ph.D, who retired in 2006 as a professor at the University of Tromsø in Norway, is an independent consultant and researcher. He has conducted micrometeorological field work as an independent researcher at Norway’s Svalbard Airport Longyear and analyses of slippery runway incidents for the AIBN, SAS Scandinavian Airlines and the former Norwegian airline Braathens SAFE. 22 | FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | MAY 2013 Notes 1. AIBN (2011) Winter Operations, Friction Measurements and Conditions for Friction Predictions. Accident Investigation Board of Norway (Statens Havarikommisjon for Transport), Lillestrøm, Norway. 2. Mook, R. “Valuable Intelligence.” AeroSafety World Volume 6 (November 2011):16–19. 3. The velocity of the propagation of electromagnetic waves relative to the velocity in a vacuum, depends on that constant. It is specific for any substance, except ferromagnetic material not propagating electromagnetic waves. The constant respective velocity for ice is significantly different from liquid water, a property applied. Velocity and refraction are linked together, as is well known from the spectral colors of sunlight in ice crystals due to refraction. 4. Denoth, A. (1994) “An electronic device for long-term snow wetness recording.” Annals of Glaciology, 19, 104–106. 5. Mook, R. “Treacherous Thawing.” AeroSafety World Volume 3 (October 2008):14–19.
© Draganfly Innovations Civil aviation authorities on three continents are mapping strategies for integrating a surge of unmanned aircraft systems (UAS) into civil airspace, preparing to designate research sites where the vehicles will be permitted to operate and examining safety and privacy concerns. As the systems have advanced, the terminology used to describe them has changed. Previously known as unmanned aerial vehicles or drones, the U.S. Federal Aviation Administration (FAA) refers to them as UAS, while the International Civil Aviation Organization (ICAO) and the European Commission (EC) have begun calling them remotely piloted aircraft or remotely piloted aircraft systems (RPAS). ICAO, in the 2013 revision of its Global Aviation Safety Plan, says the notion of having RPAS fully integrated into shared airspace will soon be FLIGHTSAFETY.ORG | AEROSAFETYWORLD | MAY 2013 FLIGHTOPS BY LINDA WERFELMAN Finding Their Place Governments and the aviation industry are finding ways to incorporate unmanned aircraft into shared airspace. | 23
Page 1 and 2: AeroSafety WORLD BRAKING ACTION ON
Page 3 and 4: SETBACK IN Nigeria By now you may h
Page 5 and 6: 45 Data Link | Canadian Runway Incu
Page 7 and 8: Next month, I am scheduled to give
Page 9 and 10: Wayne Rosenkrans A few months ago I
Page 11 and 12: INBRIEF ‘Monitoring Matters’ Th
Page 13 and 14: A Lion Air Boeing 737-800 sits in s
Page 15 and 16: was based on using the aircraft its
Page 17 and 18: Satellite photo of Guatemala Airpor
Page 19 and 20: It may take hours for your aircraft
Page 21 and 22: measured and estimated runway frict
Page 23: snow and rain accumulating frozen m
Page 27 and 28: © Scheibel another of the states s
Page 29 and 30: I work hard to convince our busines
Page 31 and 32: development of interventions suitab
Page 33 and 34: The rapid changes in the body’s s
Page 35 and 36: In summary, if a critical situation
Page 37 and 38: U.K. Air Accidents Investigation Br
Page 39 and 40: says. “As with the aeroplane wing
Page 41 and 42: Challenging encounters with strong
Page 43 and 44: German Federal Bureau of Aircraft A
Page 45 and 46: values] went all over the place unt
Page 47 and 48: BY RICK DARBY Canadian Sum Set Cana
Page 49 and 50: from 10 to 6, and “undetermined
Page 51 and 52: Therefore, it requires us to stay a
Page 53 and 54: The rule illustrates the negative s
Page 55 and 56: ‘Hazardous Proximity’ An airlin
Page 57 and 58: land at the airport the afternoon o
Page 59 and 60: mechanical resistance. The first of
Page 61 and 62: FLIGHTSAFETY.ORG | AEROSAFETYWORLD
Page 63: MULTIPLE AVIATION INDUSTRY SEGMENTS

Download PDF [10.9 MB] - Flight Safety Foundation

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?