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Dealing with anything less than a dry runway can be a bit confusing, given the paucity of information in most manufacturer's flight manuals. It helps to know what the terms mean.
What, after all, is the difference between "damp" and "wet. All that appears below but there is also other things to consider.
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Everything here is from the references shown below, with a few comments in an alternate color. Click photo for a larger image. To be able to report with some accuracy on the conditions of the runway, the following terms and associated descriptions should be used:.
Additionally the condition may be called in terms of runway thirds: approach end, middle, and departure end. You often hear at Farnborough, "wet, wet, wet.
A typical Gulfstream's main gear tire pressures will be around psi. That means you can expect to begin hydroplaning around knots and will not regain friction until knots. The nose gear is typically about psi, which means directional control via the nose wheel can be suspect around knots. Experience has shown that results obtained from the various types of decelerometers on water and slush are not accurate, and the CRFI will not be available when these conditions are present.
Much more than documents.
Canada is one of the few countries that has stepped up to the plate and tried to quantify runway friction values and their impact on runway performance. This is important to Gulfstream drivers as we don't have much by way of contaminated runway performance and the manufacturer provides CRFI data in lieu of test performance data. The vertical lines indicate the recommended maximum crosswind component for reported CRFI.
Transport Canada Aeronautical Information Manual. Always remember that Eddie, when you get right down to it, is just a pilot. He tries to give you the facts from the source materials but maybe he got it wrong, maybe he is out of date.
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Sure, he warns you when he is giving you his personal techniques, but you should always follow your primary guidance Aircraft manuals, government regulations, etc. Please note: Gulfstream Aerospace Corporation has no affiliation or connection whatsoever with this website, and Gulfstream does not review, endorse, or approve any of the content included on the site. As a result, Gulfstream is not responsible or liable for your use of any materials or information obtained from this site.
Runway Friction Normal Procedures. Eddie sez:. Last revision: Runway Friction. To be able to report with some accuracy on the conditions of the runway, the following terms and associated descriptions should be used: Damp — the surface shows a change of colour due to moisture. Wet — the surface is soaked but there is no standing water. Water patches — significant patches of standing water are visible.
Flooded — extensive standing water is visible Additionally the condition may be called in terms of runway thirds: approach end, middle, and departure end.
Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0. Snow on the ground Dry snow.
Snow which can be blown if loose or, if compacted by hand, will fall apart again upon release; specific gravity: up to but not including 0.
Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific gravity: 0.
Compacted snow. Snow which has been compressed into a solid mass that resists further compression and will hold together or break up into lumps if picked up; specific gravity: 0. See Also:. The learning never stops! Copyright Code LLC.
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