TP 13579 PROCEEDINGS of the 2nd International Meeting ... - UQAC

IMAPCR ’99
aircraft. However, Mr. Martin cautioned that the data cannot replace aircraft flight manual
(AFM) data from the manufacturer.
33. In response to a query, Mr. Martin said that no airline had used the takeoff performance
program. He suggested that the airlines should follow the AFMs supplied by the manufacturer.
Each aircraft manufacturer has a similar model, but these are not in the public domain. As
previously stated, the model could be used to assess the relative effects of different parameters.
Operations on Contaminated Runways – Harmonization of FAR/JAR
Operating Rules
34. Don Stimson, Flight Test Engineer, U.S. Federal Aviation Administration (FAA), spoke
about the activities of the Aircraft Performance Harmonization Working Group, chartered
in November 1997 to harmonize the performance-related operating rules for JAR-OPS1 and
Federal Aviation Regulation (FAR) Parts 121-135. The working group has members from
regulatory authorities, aircraft manufacturers, aircraft operators, and pilots’ associations from
the U.S., Europe, and Canada.
35. While JAA contaminated runway requirements include engine failure accountability for
takeoff and takeoff weight limitations for forecast landing conditions, the FAR does not
have specific requirements concerning contaminated runways.
36. Although the working group has not yet reached a consensus on the harmonization of
requirements, the majority support the Joint Aviation Regulations (JAR) takeoff
requirements and in-flight check for landing suitability.
37. The stumbling block to a consensus appears to be economics (e.g. off-loading of payload). The
goal is to reduce payload penalty. The working group is preparing recommendations.
38. Addressing the question of whether more accurate reporting of runway conditions would be
useful, Mr. Stimson suggested that while that would help, other variables must be
considered. For instance, slush presents a more complex problem. Its thickness, water
content, and specific gravity have to be considered, as they also contribute to slush drag. In
addition, the maintenance level of the surfaces changes over time.
39. In response to further questions on slush, Mr. Stimson suggested that it is extremely useful
to measure slush drag. However, the lack of suitable technology to measure it in a dynamic
environment poses a problem. He suggested that IMAPCR participants should insist on
more research and data in this area.
40. As to the question of whether airport operators were members of the working group,
Mr. Stimson responded in the negative. He added, however, that the airport operators have
been working together on these issues.
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