Airport Technology Reports – Runway Friction Testing – Moventor Oy

SPECIAL REPORT

Runway Friction Testing

Runway Friction – Problems and Solutions Making Landings Safer: The Value of Friction Testing New Regulations are Changing the Way Airports Will Use Friction Measuring Equipment Designing a System to Monitor Runway Friction The Future of Continuous Friction Testers

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Published by Global Business Media

MAKES EVERY RUNWAY SAfER SKIDDOMETER BV11

RUNWAY FRICTION TESTERS

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SPECIAL REPORT: RUNWAY FRICTION TESTING

SPECIAL REPORT

Runway Friction Testing

Runway Friction – Problems and Solutions Making Landings Safer: The Value of Friction Testing

Contents

New Regulations are Changing the Way Airports Will Use Friction Measuring Equipment Designing a System to Monitor Runway Friction The Future of Continuous Friction Testers

Foreword

2

Tom Cropper, Editor

Runway Friction – Problems and Solutions

3

Mikko Kallio, CEO, Moventor

Foreword ICAO Global Reporting Format

Sponsored by

Published by Global Business Media

Published by Global Business Media Global Business Media Limited 62 The Street Ashtead Surrey KT21 1AT United Kingdom Switchboard: +44 (0)1737 850 939 Fax: +44 (0)1737 851 952 Email: info@globalbusinessmedia.org Website: www.globalbusinessmedia.org Publisher Kevin Bell Business Development Director Marie-Anne Brooks Editor Tom Cropper Senior Project Manager Steve Banks Advertising Executives Michael McCarthy Abigail Coombes Production Manager Paul Davies For further information visit: www.globalbusinessmedia.org

Deficiencies Solution to the Problem

Making Landings Safer: The Value of Friction Testing 6 Tom Cropper, Editor

Accidents Happen The Impact of Accidents The Challenge of Measuring Friction

New Regulations are Changing the Way Airports Will Use Friction Measuring Equipment

8

Jo Roth, Staff Writer

Regulatory Change Global Consistency Making the Change

Designing a System to Monitor Runway Friction

10

James Butler, Staff Writer

Satisfying Regulations Balancing the Books Choosing Friction Testing Equipment

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The Future of Continuous Friction Testers

12

Tom Cropper, Editor

A Growing Market Data Analysis Advanced Testing Vehicles Connected Technologies

References 14

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SPECIAL REPORT: RUNWAY FRICTION TESTING

Foreword T

HE RUNWAY is the most important asset for

and reporting. They are taking us towards a world of

all airports, which is why they spend so much

more consistent and standardized runway condition

time and money keeping them in top condition.

reporting.

Even so, the standard of reporting about runway

How should airports respond? As James Butler,

conditions leaves much to be desired. New

discovers, friction testing has often been variable and

regulations and a fresh generation of technologies

subjective. By embracing new technologies, training

promise to change that.

staff and understanding how data can be collated,

Our opening article comes from Moventor Oy, one of the world’s leading manufacturers of friction reporting tools. As they say, friction testing may have been the most popular method of monitoring the condition of runways, but the way in which these reports are made is changing. They look at how the changes will push airports to make better use of continuous friction testers.

managed and communicated, airports can improve significantly the quality of their reports.

Finally, we’ll look at some of the innovations coming into the market. From new testing vehicles to data gathering software and GPS systems, inspectors have many more tools at their disposal. The result could lead them away from subjective analysis based on their own observations and out- of- date tools to objective

We will also look at the value these testers bring.

assessments based on the latest technology and real

Skids off runways represent the most common form

time data. All this will make taking off and landing a

of aviation accident. High profile incidents demonstrate

whole lot safer.

the difficulty of assessing conditions and the damage they can inflict on the reputation of an airport.

Jo Roth then looks at how the global regulators have been updating their guidelines on friction measurement

Tom Cropper Editor

Tom Cropper has produced articles and reports on various aspects of global business over the past 15 years. He has also worked as a copywriter for some of the largest corporations in the world, including ING, KPMG and the World Wildlife Fund.

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SPECIAL REPORT: RUNWAY FRICTION TESTING

Runway Friction – Problems and Solutions

MAKES EVERY RUNWAY SAfER

Mikko Kallio, CEO, Moventor

Foreword For decades, friction testing has been the number one tool to examine runway landing and take-off conditions. That remains the situation, but the way to implement friction testing is about to change.

As part of ICAO´s Global Runway Safety Action Plan, runway reporting will have a new format called Global Reporting Format (GRF). In this new reporting format, which will apply from November 2020, the way to use friction testers will change.

To keep up with the changes, airports need to learn the new way of reporting and utilizing friction testers in a safe and efficient way.

ICAO Global Reporting Format The new reporting format will be effective from 5th of November 2020. Airports needs to be prepared for this change as SNOWTAM syntax and the methods of reporting will change. The GRF targets the standardized reporting of runway surface conditions on wet and contaminated runways, the impact of which is then directly correlated with aircraft performance, enabling a more accurate prediction of their landing performance for flight crews as well as improved situation awareness.

Instead of friction-based runway condition classification, the assessment will be based on human observation of the runway. This, of course, leads to a more subjective evaluation of the condition of the runway, while inspectors can rely on visual inspection only. Inspectors must be well trained in the new system to avoid variation in reports when conditions are the

same, but inspectors change. This places a huge responsibility on inspectors, as the information is passed on to pilots who use this information for their landing and take-off calculations.

The methodology, intended to cover conditions in all climates, provides a means for airport operators to assess runway surface conditions, whether they are exposed to wet runway conditions, snow, slush, ice or frost.

The evaluation of a runway leads to a Runway Condition Code (RwyCC) ranging from 0 for a very slippery surface to 6 for a best possible surface.

This code is accompanied by a description of the surface contaminant, based upon its type, depth and coverage, for each third of the runway. This information is then used to complete a standard report called the Runway Condition Report (RCR).

To obtain an accurate RwyCC, the inspector needs to understand aircraft performance, as the up- and downgrade criteria are based to the way aircraft would behave on the surface in question. This puts pressure and responsibility on inspectors to obtain more training on many features they didn´t need to be familiar with in the past. Until now, in many cases, runway inspection was just one task for employees among many others.

Deficiencies Runway safety is my driving force when going to work every day. We have put lot of effort into learning the new reporting format and to find ways to increase our experience of it. I believe

GLOBAL RUNWAY REPORTER Global Runway Reporter is a modern software designed for making runway inspection effortless and efficient. Get alerted when inspection is timely.

Report contaminants easily directly from the inspection vehicle with Mobile software. Explore with limitless visual analytics. Customize analyzing tools and perform analyses in just a few clicks. from the biggest airports to the smallest ones uses Global Runway Reporter to report runway conditions and generate consistent SNOWTAM syntax.

REAL TIME STATUS OF ALL YOUR RUNWAYS ALERT

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WEB

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SPECIAL REPORT: RUNWAY FRICTION TESTING

The methodology, intended to cover conditions in all climates, provides a means for airport operators to assess runway surface conditions, whether they are exposed to wet runway conditions, snow, slush, ice or frost

sincerely that the GRF will increase runway safety and it has my full support, but I believe that there are ways to implement the new format in a more efficient manner. There are also a number of deficiencies which we believe should be discussed more widely to make system even better. For instance, omitting the friction column from the Runway Condition Assessment Matrix (RCAM). In the RCAM there is no objective measuring feature directly relating to the RwyCC. This increases the pressure on inspectors, making the work more stressful. This also increases the risk of false analysis through reporting only the visible top contaminant and not knowing what´s underneath. In GRF, friction testers are advised to assess hard contaminants only in addition to checking rubber accumulation.

The new RCAM consists of 19 different contaminants, compared to the current seven which inspectors are used to. This requires more training for inspectors to learn the differences among the contaminants and to report based on the worst situation for aircraft. This requires knowledge of aircraft behavior on different contaminants. Also, there is not accurate correlation between aircraft performance software and RCAM contaminants. Inspectors are able to report on multiple contaminants for a runway, but the aircraft software can cope with only one contaminant. Besides the difficulty in decision making for inspectors, this increases the pressure on pilots to select the correct contaminant.

When studying the GRF in more detail, we noticed that it focuses only on landing aircrafts.

Pilots will use the same given Runway Condition Report for take-off also. This is a crucial topic as using the wrong input parameter for take-off will increase the risk of overrun in the unlikely event of an engine breakup. For a landing aircraft, the 4 | WWW.AIRPORTTECHNOLOGYREPORTS.COM

worst-case contaminant could be different for an aircraft taking off. And when reporting multiple contaminants on one runway, there could be a situation where there is not enough accurate information to make correct decisions based on performance calculations.

Solution to the Problem We believe that the key to achieving the most efficient outcome when utilizing the GRF is to keep the deficiencies in mind and to find ways to increase safety by overcoming the issues. We believe that using friction testing on a wider scale than only on hard contaminants will increase safety markedly. And we recognize the concerns ICAO has had in relation to friction testers, due to the lack of standardization. But, with correct practices these concerns can be tackled. When using friction testers on a wider scale, the following points need to be considered: - Friction limits are always friction tester-model specific.

- D ata must be collected and analyzed.

Comparison to Runway Condition Reports must be carried out from time to time. When there´s sufficient amount of data, safe implementation of a supporting friction column can be included.

- Consult friction tester manufacturers regarding the limits of usage on different contaminant depths. All machines have their operational limits and that´s also the case with friction testers.

When understanding the limits of a friction tester, the results can be trusted.

- Implement a regular maintenance and calibration program for the friction tester.

- Train inspectors in correct usage and put in place a periodic refreshment training plan.

-W ork in close harmony with relevant local authorities.

When using friction testers in a well-planned

SPECIAL REPORT: RUNWAY FRICTION TESTING

MAKES EVERY RUNWAY SAfER and correct manner, a great tool is added to the runway reporting toolbox. Friction testers will give objective results for the runway and, using these numbers to support a decision for choosing the correct RwyCC will increase the accuracy of assessment. If your assessment is similar to the friction readings, you will feel much more comfortable selecting the RwyCC. And if they are totally different, it will give you a reason to double check your assessment in more detail.

Friction testers can also be equipped with surface temperature and contaminant sensors, which will give more tools for objective assessment. Relying only on inspectors’ subjective assessment, places too much responsibility on them, which is an uncomfortable position for them to be in.

When observing the runway, we believe, also, that using the tried and tested seven contaminants and reporting them individually instead of choosing from 19 preselected combinations will give more accurate results. These seven contaminants can be reported two from each third and converted to RCAM contaminants by software. This gives fewer alternatives for inspectors and reduces the pressure on them. From these old type contaminants, the most significant contaminant for take-off can be calculated, which will increase safety. We believe that safety will increase when the inspector’s job is made as easy as possible, providing, at the same time, supporting tools for decision making. This allows runway inspectors to focus to their main task - observing the runway.

RUNWAY FRICTION TESTERS

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SPECIAL REPORT: RUNWAY FRICTION TESTING

Making Landings Safer: The Value of Friction Testing Tom Cropper, Editor A fresh approach to assessing runway conditions and communicating information is needed to avoid accidents and increase airport capacity.

Aside from the danger to life and limb, even a relatively minor incident can create significant issues for an airport.

Runways will have to be closed and operations suspended, creating disruption to flights

M

OST AVIATION accidents happen either on landing or take off, and there is a very good reason for this. Here the aircraft comes into contact with one big uncertainty: the condition of the runway. There are many variables to consider including visibility, the slope of the runway, its composition, whether it is wet, icy or contaminated with rubber. All of these factors can reduce the margin for error for aircraft taking off or landing.

Accidents Happen In 2015, Delta Airlines flight 1086 landed at La Guardia Airport in foggy and snowy conditions.

Part of the way down the runway, it skidded, veered off the runway, crashed through a barrier and came to rest just a few meters away from the icy waters of Flushing Bay1.

The airport operators confirmed that the runway had been ploughed shortly before the landing and that aircraft which had landed shortly before had reported no problems and good braking action. However, La Guardia’s short runways make landing difficult in the best of conditions.

All passengers survived, although many were treated for minor injuries.

In the case of a Turkish Airlines flight attempting to land in Nepal, there were many different issues all at the same time. The airport was shrouded in dense fog and the runway was slippery after several consecutive days of rain. The result? As it landed, the landing gear collapsed and the aircraft overshot the runway2.

Skids off a runway represent the most frequent cause of aircraft accidents with issues occurring both on landing and take-off3. The vast majority of incidents are minor with passengers receiving only cuts and bruises, but they can be fatal.

The Impact of Accidents Aside from the danger to life and limb, even a relatively minor incident can create significant issues for an airport. Runways will have to be closed and operations suspended, creating disruption to flights.

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Each accident is also a major PR problem.

Airports are increasingly mindful of their reputation. A runway can be resurfaced, but each incident stays with it for years. When the broadcasters covered the La Guardia incident, they were quick to refer back to a fatal accident more than 20 years previously when an aircraft crashed after take-off in snowy conditions.

Experts also debated whether the shorter runways increased risks4.

This all created a picture of an airport in which the risk of this particular type of accident is much higher and, in an increasingly competitive climate, that’s a big problem for airports. Passengers have more choice than ever before about which airports they fly from. Bad experiences in the past or concerns about safety may persuade passengers to choose another airport.

The Challenge of Measuring Friction Airports routinely measure the friction of their runways, but these reports are not always a hundred percent reliable. Rubber can build up on certain areas, degrading macrotexture and creating slippery zones. In winter, snow, ice and rain can cause surface friction to change rapidly.

Inspections often depend on subjective analysis of inspectors and can be prone to error. As a result, a surface may be more slippery than airport operators believe, and pilots would be operating based on inaccurate or incomplete information.

Airports need something which is more up to date, objective and quantifiable, which is why continuous friction testing is becoming increasingly important. This can provide more information about the condition of a runway surface and will help airports to take earlier remedial measures. This form of testing is becoming more sophisticated and can send data on runway friction levels directly from the testing vehicle to operators, who can compile up-to-date reports for incoming pilots.

Results can vary from one device to another depending on the makeup of the test tire and

SPECIAL REPORT: RUNWAY FRICTION TESTING

MAKES EVERY RUNWAY SAfER

how it interacts with the pavement surface. What can be achieved, though, is the establishment of a set of trends. Continuous monitoring will show where friction levels are rising or falling and deliver a set of data to pilots who can adjust landing calculations accordingly.

Regulators are leading the way with new guidelines aiming to improve the way information is collected and communicated to pilots. These should give pilots more accurate real time information about the state of the runway and help them to adjust their takeoff and landing calculations accordingly.

This will be safer, but friction testing is something airports should be investigating in any case. Continual testing of surface friction will help operators to maintain a more consistent observation of the condition of surfaces and

schedule remedial action more effectively.

This will reduce downtime and disruption of schedules. Each runway overshoot costs money as airport operations will have to be halted and investigations will need to be launched into the causes of the incident. Where an airport can be deemed to have been negligent, it could also find itself at risk of legal action.

Airports have plenty of tools at their disposal.

Testing equipment is becoming more sophisticated and accurate. Technology is making it easier to establish the location of problem areas and improve the quality of reporting. The result is that airport operators can get their hands on much more information about the condition of their runways. The benefits will come firstly through better safety, but also improved scheduling, which can help airports cope with growing demand.

GLOBAL RUNWAY REPORTER Global Runway Reporter is a modern software designed for making runway inspection effortless and efficient. Get alerted when inspection is timely.

Report contaminants easily directly from the inspection vehicle with Mobile software. Explore with limitless visual analytics. Customize analyzing tools and perform analyses in just a few clicks. from the biggest airports to the smallest ones uses Global Runway Reporter to report runway conditions and generate consistent SNOWTAM syntax.

Regulators are leading the way with new guidelines aiming to improve the way information is collected and communicated to pilots. These should give pilots more accurate real time information about the state of the runway and help them to adjust their takeoff and landing calculations accordingly

REAL TIME STATUS OF ALL YOUR RUNWAYS ALERT

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WEB

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SPECIAL REPORT: RUNWAY FRICTION TESTING

New Regulations are Changing the Way Airports Will Use Friction Measuring Equipment Jo Roth, Staff Writer Aviation regulators around the world are issuing new guidelines on the maintenance of runway surfaces, reporting and measurement equipment.

There is no friction column in the report, which places more pressure on an inspector’s visual assessment, and they must account for 19 contaminants rather than the previous seven

C

HANGE IS coming. The ICAO, EASA and FAA are all updating the way friction on runways is measured. The move is designed to bring consistency to reporting and improve safety, but may require airports to make significant adjustments to their equipment and strategies. So, how ready are they?

The next two decades are likely to see enormous changes in the aviation sector. Long term forecasts suggest traffic volumes could double, with rapid growth coming from China and other developing economies5. New airports are being built around the world, but expansion is expensive, time consuming and controversial.

Inevitably, all airports will have to cope with higher traffic volumes. Not only will this put pressure on infrastructure such as runways, but airports will need to reduce the impact of maintenance procedures on schedules.

Regulatory Change So, what do these new regulations say? The ICAO’s new Global Reporting Format (GRF) comes into effect in November 2020 and will include significant changes to the format of reporting and the SNOWTAM syntax. One of the key changes will be a move towards an evaluation of runway conditions by human operators. This will normally be done by airport operations staff who will make visual inspections of the surface.

They will use a runway condition matrix and assign a Runway Condition Code (RwyCC) ranging from zero to six along with a description of the surface based on its type, depth and coverage for each third of the runway. This is then used to complete a Runway Condition Report (RCR), which the airport forwards to air traffic control to be communicated onwards to aircraft pilots.

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Pilots can then use this information to make assessments about landing by correlating the code with the aircraft performance data supplied by the manufacturer. So, if a runway is wet or contaminated, pilots should be able to calculate adjustments accordingly.

The GRF also allows pilots to make their own observations of conditions either confirming the RwyCC or alerting an airport of the need to make a fresh inspection. It is simple, globally applicable and covers all conditions found in all climates.

However, it does put a substantial amount of pressure on the shoulders of airport staff who will need extensive training. All evaluations should be performed by a trained runway assessor, but there is still considerable reliance on visual inspection, which can be open to subjective interpretation.

There is no friction column in the report, which places more pressure on an inspector’s visual assessment, and they must account for 19 contaminants rather than the previous seven. This can increase the risk of a false reading if inspectors are only reporting on their visual assessments.

As The Global Runway Friction Taskforce says in its paper on the new Global Reporting System and Format: “friction measuring equipment values are no longer used to determine and report surface conditions because joint industry and multi-national government tests have not established a reliable correlation between runway friction values and the relationship to airplane braking performance6.”

However, friction testing can provide a view of developing trends in friction and can increase the amount of information in the hands of operators. It provides quantitative verifiable information which can be added to other data from visual inspection, weather forecasts and pilot observations to provide a clearer picture of surface conditions.

SPECIAL REPORT: RUNWAY FRICTION TESTING

MAKES EVERY RUNWAY SAfER Global Consistency One of the most important goals will be to achieve global consistency, so that organizations such as the ICAO also consider other initiatives around the world such as in Europe, the US and Asia to develop a more harmonized set of standards.

In Europe, the European Aviation Safety Association (EASA) has drawn up new guidelines which include details about the performance of friction measurement equipment. According to the new guidelines, these details should: • Have the ability to measure friction at speeds of up to 65km/h and 95 km/h with a tolerance of 5km/h.

• Be able to conduct measurements with nonribbed smooth standardized tires.

• Have a self-wetting system that distributes water in front of the measuring tire at a uniform depth of 1mm.

• Provide data in a format in which the friction value can be calculated manually.

• Provide a continuous trace of friction values obtained along the whole runway minus the acceleration/stabilized water flow rate/ deceleration distances, which should not be more than 400m.

• Ensure that measurements are accurate, calibrated and repeatable • Have the latest operational documents as well as software, enabling the information to be collected, shared and stored electronically7.

In the US, the FAA updated its guidelines after a 2005 runway overrun incident at Chicago Medway

Airport. While landing in heavy snow, the aircraft slid off the runway killing a six-year-old named Joshua Woods8. From 2016 it began using Takeoff and Landing Performance Assessment (TALPA)9 standards to reduce the risk of further overrun accidents. The TALPA improves the way airports assess runways and reports those findings back to aircraft. Airports use a Runway Condition Assessment Matrix (RCAM) to categorize the condition of the runway based on aircraft performance data supplied by manufacturers for each of the specified contaminant types and depths. This replaces subjective analysis with a more objective measurement tied directly to contaminant type categories. Pilots will be able to use this information to make their own assessments about the condition of the runway.

RUNWAY FRICTION TESTERS

Making the Change The landscape, then, is moving quickly. Reporting requirements are changing and so too are the specifications for friction measurement equipment. Operators will need to understand the outputs of all the projects around the world to ensure they can meet new guidelines.

Better measurement equipment will also support inspectors as they try to cope with the greater demands being placed upon them. Advanced equipment which can provide a detailed account of the true nature of the surface beyond that which is seen by visual inspection, will help them to deliver more reliable and consistent reports to satisfy tougher requirements.

SKIDDOMETER BV11 VEHICLE INTEGRATION

One of the most important goals will be to achieve global consistency, so that organizations such as the ICAO also consider other initiatives around the

SKIDDOMETER BV11 TRAILER

world such as in Europe, the US and Asia to develop a more harmonized set of standards

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SPECIAL REPORT: RUNWAY FRICTION TESTING

Designing a System to Monitor Runway Friction James Butler, Staff Writer Airports have always measured the friction of their runways, but new technologies and regulations mean future assessments should be much more accurate.

The economic landscape is full of uncertainty. From Brexit to US/China trade rows and fluctuating fuel prices, airport finances have a lot to contend with. Most airports around the world are losing money , which means finances are a constant juggling act

T

HE ARRIVAL of new regulations from the ICAO, EASA and FAA, together with developments in technology, means airports around the world will be taking a fresh look at how they monitor the friction of runways.

While this will lead to more standardized reporting and increased safety, it does represent an additional expense for an industry which is already struggling with tight profit margins. Operators will be asking themselves some searching questions about how they can integrate improvements in a costefficient manner.

Satisfying Regulations The first goal will be to ensure that they can comply with new guidelines coming from the regulators. The ICAO’s Global Reporting Format10 (GRF) means that, no matter where in the world a pilot is coming in to land, he or she will receive a runway report in a consistent format. This comes into force in November 2020, which means all airports will have to ensure their reporting satisfies the new standards and that they are regularly measuring the friction of each runway.

This will see investments in friction testing machinery, training and new reporting formats.

Continuous testing will become more important to provide as much information about the condition of the runway as possible. Equipment will need inbuilt software which enables airports to quickly and efficiently deliver reports in the new standardized format. Inspectors will need greater education as guidelines place a greater reliance on their own visual inspections.

Balancing the Books Money will be the most immediate concern.

Over the years, major airports such as Heathrow have turned to non-aeronautical revenues such as retail in order to maintain profits. However, this revenue is reaching its peak and, as a result, profits risk stalling.

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Last year, London City Airport saw profits slide by 10% in the face of falling passenger numbers11.

Birmingham saw profits fall despite handling record passenger numbers12. Even the operators of Gatwick, which saw profits jump by 10% thanks to investment in long haul flights, remained cautious. The impending prospect of Brexit, they said, created uncertainty for the entire sector13.

Indeed, the economic landscape is full of uncertainty. From Brexit to US/China trade rows and fluctuating fuel prices, airport finances have a lot to contend with. Most airports around the world are losing money , which means finances are a constant juggling act. Running an airport is an incredibly cost intensive exercise. Airports need a huge amount of equipment in order to maintain operations both on the runway and inside the terminal. When it comes to specialist equipment, such as runway friction testers, many will be tempted to cut costs wherever they can.

Managers will be looking to find an approach which is not only effective but affordable.

One option may be to lease equipment.

Several of the leading manufacturers have recently introduced leasing and finance solutions to help airports spread costs. These have a number of benefits for both the provider and the buyer.

Firstly, they remove one of the biggest obstacles to buying - the fear that making a purchase may not be worth the investment. Buying equipment is always risky. It will involve a considerable upfront investment which may be lost if it doesn’t perform as expected. Aviation history is full of innovations which failed to live up to their high hopes.

Leasing doesn’t tie up capital and allows operators to spread the cost of testing equipment over a longer period of time. Yes, leasing might work out more expensive than purchasing over the long run, but it is less of a drain on cash flow. It makes it possible to have more of the equipment that operators need readily available, which can boost efficiency and performance.

SPECIAL REPORT: RUNWAY FRICTION TESTING

MAKES EVERY RUNWAY SAfER Last but not least, this ensures that airports will have the latest technology available at any one time. This is a rapidly evolving sector and manufacturers are producing better vehicles, better equipment and more sophisticated IT systems. Those which do not upgrade their capacity risk being left behind by those that do, but money will always be a limiting factor.

Purchasing outright gives larger hubs who might be able to afford the upfront investment a further advantage against smaller operations. Flexible finance options can help to level the playing field.

Choosing Friction Testing Equipment Next, we look at the design of the testing machines themselves. A host of variables will impact the choice such as the interaction between the testing tire and the tarmac. While it is possible to develop data highlighting friction trends on an individual surface, it can’t be correlated to a calculation of aircraft stopping distance. This will depend on multiple factors such as the speed of landing, aircraft performance and the impact of reverse thrust.

Technological advances such as mobile data reporting also boost the performance of vehicles, allowing for real time reporting from inspectors on the ground. They may facilitate the integration of other information such as weather reports and present it in a way which is compatible with the new GRF. Equally, some may be able to demonstrate a track record of more consistent and accurate reporting than others.

The final element will be training. Inspectors on the ground will need to understand the technology they are using and their requirements under new regulations. Greater weight is being placed on observations on the ground, which means individuals will need to be trained in how to deliver accurate and consistent reports based on visual evidence and the available data.

The year 2020, then, is going to be a major moment for airports in how they report runway conditions. In theory, innovations should provide faster and more consistent reporting to pilots, but they will need to be integrated harmoniously into existing systems to deliver solutions which are safer and more affordable.

Several of the leading manufacturers have recently introduced leasing and finance solutions to help airports spread costs. These have a number of benefits for both the provider and the buyer

GLOBAL RUNWAY REPORTER Global Runway Reporter is a modern software designed for making runway inspection effortless and efficient. Get alerted when inspection is timely.

Report contaminants easily directly from the inspection vehicle with Mobile software. Explore with limitless visual analytics. Customize analyzing tools and perform analyses in just a few clicks. from the biggest airports to the smallest ones uses Global Runway Reporter to report runway conditions and generate consistent SNOWTAM syntax.

REAL TIME STATUS OF ALL YOUR RUNWAYS ALERT

MOBILE

WEB

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SPECIAL REPORT: RUNWAY FRICTION TESTING

The Future of Continuous Friction Testers Tom Cropper, Editor Innovations in the design of continuous friction testers, regulatory requirements and data analysis promise to give operators and pilots more reliable information about the condition of surfaces.

Enhanced mobile software solutions make it possible for reports to come in from multiple sources such as inspectors, air traffic control, weather sensors and pilots to create faster reports and a more complete picture of the conditions on the ground

I

F YOU’RE a manufacturer of runway friction measurement equipment, times are good.

Regulations are changing the nature of the game; new airports are opening up around the world and technology is improving the quality of results. For those at the front end of the market, this is an environment bursting with opportunities. For airport operators, it’s a case of understanding evolving requirements and ensuring they can keep up with the pace of change.

A Growing Market The outlook for the surface friction market is extremely positive. A report into the future of demand for continuous friction testers finds that growing concern over the condition of runway surfaces in bad weather created ‘growth opportunities’ in the friction tester market. The US predicts the report, is likely to capture the greatest market share while there is also considerable growth potential in Europe and Asia. Other areas such as the Middle East, Africa and Latin America would see moderate growth, although the less developed infrastructure of developing countries could inhibit growth15.

Further opportunities come from various initiatives from global regulators. 2020 is likely to be a big year of change for the reporting and monitoring of runway conditions. Regulations from the FAA, EASA and ICAO change the way runway condition reports are delivered to pilots and the braking action reports given by pilots. Under these rules, pilots will be required to provide braking action reports to air traffic control whenever they are requested.

This information may then be relayed to air traffic control or to other pilots on approach if it highlights a significant problem.

This effectively uses incoming aircraft as an additional sensor and addresses one of the difficulties of ground friction resistance measuring equipment. While these can

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provide much information about trends in grip levels, they struggle to correlate those with braking performance from incoming aircraft.

Braking analysis from the aircraft themselves will add new layers to the information coming into operators, which leads to more accurate overall assessments.

Data Analysis With information coming in from various quarters, data management will be vital. Enhanced mobile software solutions make it possible for reports to come in from multiple sources such as inspectors, air traffic control, weather sensors and pilots to create faster reports and a more complete picture of the conditions on the ground.

Software Tools such as the Global Runway Reporter are designed to make inspection and maintenance efforts as fast, seamless and cost effective as possible. They deliver timely reminders when an inspection is due and allow inspectors to make reports via mobile software directly from their vehicles16.

The ‘Alerter’ allows for better timing of tests and issues an alert when reports from pilots differ from the current runway condition. If this happens, air traffic control can alert operators on the ground suggesting it would be a good time to perform another inspection. When changing weather conditions can render inspections inaccurate, this is a good way to ensure the seamless flow of data to ensure that everyone involved is working with the latest and most accurate information.

As part of this picture, it brings in updates from multiple sources including air traffic control, weather sensors and pilots. This satisfies regulatory demands about when it is appropriate to make a new assessment and can also issue alerts when airports should actively clean a runway rather than just scheduling a new runway report.

All this functionality is fueled by an environment which is becoming more connected than ever

SPECIAL REPORT: RUNWAY FRICTION TESTING

MAKES EVERY RUNWAY SAfER before. Data is fluid and mobile. Analysis is instant. There will be little or no delay between an inspector making an assessment on the ground and reports being communicated to operators. Aside from the obvious safety implications of being able to identify issues and increase the accuracy of reports, this also reduces ongoing costs by optimizing monitoring and reporting processes.

Advanced Testing Vehicles Testing equipment is becoming more advanced.

There is a widening gap between the market leaders and the rest of the field. The likes of the Skiddometer BV11VI from Moventor Oy integrate the tester into a vehicle. A hydraulic lift system and touch screen computer provide better integration with the vehicle and make it easy for operators to view results and make reports from the vehicle itself. This can be adapted to work with any brand of pickup truck and could be used with rental vehicles. As well as delivering precise information about the surface structure of the runway it can also show when action must be taken such as cleaning contaminants or removing snow.

These testing vehicles are becoming more sophisticated, connected and reliable and can add immense value to airports. They help them comply with regulatory demands, but also allow them to optimize maintenance and inspection schedules. The information given to airport operators will be more accurate and up to date removing dangerous variables in surface reporting. They will also contribute to greater

standardizing of information across the world, which will make life a little easier for the pilots of incoming aircraft.

Connected Technologies Devices around the airport are becoming more connected as operators increasingly exploit the world of the Internet of Things (IoT). Each piece of equipment can communicate with others.

Advances, such as GPS systems, can produce faster measurements and more accurate results.

A dash mounted display can guide operators throughout the duration of the test and ensure drivers are following the same lines throughout the test. This avoids inconsistencies and ensures results are fully consistent. The GPS device can also provide a more complete view of the location of any areas of slipperiness identified.

This means remedial activities can be faster and more targeted. For example, if certain areas of a runway have friction issues as a result of contamination, operators will be able to identify precisely the location of the problem and resolve it in the fastest and least intrusive way.

Innovation is coming from all angles. Vehicles are becoming easier to use, more sophisticated and reliable. Data can be collected from multiple sources to provide a much more complete view of runway conditions. As we move into the future, we can expect further innovations which can consistently improve the accuracy and timeliness of information available to all stakeholders.

Airports which incorporate these solutions effectively will be well placed for the future.

Aside from the obvious safety implications of being able to identify issues and increase the accuracy of reports, this also reduces ongoing costs by optimizing monitoring and reporting processes.

RUNWAY FRICTION TESTERS

SKIDDOMETER BV11 VEHICLE INTEGRATION

SKIDDOMETER BV11 TRAILER www.moventor.com

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SPECIAL REPORT: RUNWAY FRICTION TESTING

References: 1

Delta Airlines 1086: https://en.wikipedia.org/wiki/Delta_Air_Lines_Flight_1086

Turkish Airlines Plane Crash Lands: https://www.telegraph.co.uk/news/worldnews/asia/nepal/11448454/Turkish-Airlines-plane-crashes-after-overshooting-runway.html

2

Skids off Runway Most Frequent Cause of Aircraft Accident: https://www.wsj.com/articles/skid-off-runway-is-most-frequent-airliner-accident-1425606402

3

4

Aircraft Skids off Runway: https://www.youtube.com/watch?v=pR3ud1o4e_o

5

IATA Long Term Forecast: https://www.iata.org/pressroom/pr/Pages/2018-10-24-02.aspx

Global System Reporting Format: https://www.icao.int/Meetings/grf2019/Documents/Presentations/GRF2019%20S2%20Armann%20Norheim%20-%20Norway.pdf

6

7

European Union Aviation Safety Agency Notice of Propose Amendment: https://www.easa.europa.eu/sites/default/files/dfu/NPA%202018-14.pdf

8

Southwest Airlines Flight 1248: https://en.wikipedia.org/wiki/Southwest_Airlines_Flight_1248

9

Take-off and Landing Performance Assessment: https://www.faa.gov/about/initiatives/talpa/

Global Reporting System and Format: https://www.icao.int/Meetings/grf2019/Documents/Presentations/GRF2019%20S2%20Armann%20Norheim%20-%20Norway.pdf

10

City Airport’s Profits Skid as Passenger Numbers Dip: https://www.telegraph.co.uk/business/2018/07/16/city-airport-profits-skid-passenger-numbers-dip/

11

12

Profits Fall for Birmingham: https://www.shropshirestar.com/news/business/2018/08/13/profits-fall-for-birmingham-airport/

13 Gatwick Airport Sees Profits Take Off: https://www.thisismoney.co.uk/money/markets/article-7153113/Gatwick-Airport-profits-rise-thanks-growth-long-haul-flights.html 14

66% of the World’s Airports are Losing Money: https://www.portcalls.com/66-worlds-airports-losing-moneyreport/

15

Continuous Friction Tester Market 2018 to 2028: https://www.futuremarketinsights.com/reports/continuous-friction-tester-market

16

Global Runway Reporter: http://moventor.com/about-us/evaluating-runway-conditions/global-runway-reporter/

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MAKES EVERY RUNWAY SAfER SKIDDOMETER BV11

RUNWAY FRICTION TESTERS

SKIDDOMETER BV11 VEHICLE INTEGRATION SKIDDOMETER BV11 TRAILER

GLOBAL RUNWAY REPORTING SOFTWARE

info@moventor.com www.moventor.com

SPECIAL REPORT: RUNWAY FRICTION TESTING

Notes:

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