1 / 24

Why do business aircraft go off the runway more often than commercial aircraft ?

Why do business aircraft go off the runway more often than commercial aircraft ?. Gerard van Es 58th annual Business Aviation Safety Seminar Montreal, Canada April, 2013. What is a runway excursion?. A veeroff or overrun off the runway surface during takeoff or landing.

nubia
Télécharger la présentation

Why do business aircraft go off the runway more often than commercial aircraft ?

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Why do business aircraft go off the runway more often than commercial aircraft? Gerard van Es • 58th annual Business Aviation Safety Seminar • Montreal, Canada • April, 2013

  2. What is a runway excursion? A veeroffor overrun off the runway surface during takeoff or landing

  3. Do business aircraft go off the runway more often? Source: NLR-ATSI

  4. Runway excursion accident rate Difference is getting smaller last 5 yrs Source: NLR-ATSI

  5. Is runway excursion risk importantfor business aviation? • 35% of all take-off & landing accidents with business ops involved a runway excursion; • Can result in fatalities and/or significant damage to a/c; • In top 6 of NTSB Priorities on Business Aviation safety.

  6. Some accident/incident data analysis • Source: NLR-ATSI Air Safety Database • Inclusion criteria: • Runway excursions with known causes; • Period 1980-2010; • Worldwide; • Single engine aircraft excluded; • Turbine/turboprop aircraft. • >1600 excursions met these criteria.

  7. Flight phase and excursion type Source: NLR-ATSI

  8. Top factors in runway excursions Percentage of all excursions with known factors

  9. Exposure to risk factors • Similar distribution of top causal factors between business and commercial operations; • Difference in exposure to risk factors? • Knowledge of day to day operations needed; • Based on FDM/FOQA data; • Focus on landing.

  10. Wet/contaminated runway operations • Reduction runway friction; • No good data on number of business operations on wet/contaminated runways; • Business a/c can operate at smaller airports: • Runway surface condition monitoring less sophisticated; • Less equipment for snow removal.

  11. Unstabilised approaches • Influence on fast & high approaches; • Comparison typical rates: • Commercial operations: 1-8% of all approaches; • Business operations: 1-14% of all approaches; • Go-around rates following unstabilised approaches are low: • Only 1-2 % of unstabilisedapproaches resulted in a go-around; • Higher values in commercial ops. Source: NLR-ATSI/FSF

  12. Fast approaches • Speed difference at threshold (VTH – Vapp )>15 kts; • 3-5 times more likely on business a/c operations. Source: NLR-ATSI

  13. Long flare (long landing, deep landing) • Rate of landings >2,400 ft touchdown from threshold 8 Times more likely on business ops Source: NLR-ATSI

  14. Tailwind operations More tailwind landings in business ops Headwind Kt. Tailwind Kt. Source: NLR-ATSI/FSF

  15. Runway length in overruns occurrences • A/c type depended • No data on day-to-day ops Source: NLR-ATSI

  16. Landing distance assessment • Issues with landing distance assessments at time of arrival: • Not always required by operator (dispatch assessment only); • Confusion on whether reverse thrust has been included; • Sometimes based on (un)factored AFM instead of realistic landing performance data; • No (good) data for contaminated runways; • No guidance on how to use actual operational landing distance information; • No safety factors applied.

  17. Runway width in veeroffs occurrences Matches with runways normally used Source: NLR-ATSI

  18. Wheel track comparison Commercial a/c Business a/c 5-14 m 2.5-6 m • Maximum allowable deviation from centerline is 9.1 m; • VMCG and X-wind adjustments could be needed on narrow rwys (not common on business a/c).

  19. Demonstrated crosswinds (dry rwy) Buss Jets average: 26 kts Passengera/c average: 30 kts. Source: NLR-ATSI

  20. Crosswind and contaminated runways • Not part of certification – advisory only; • Advisory material normally available for commercial a/c: • But not perfect! • Often limited advisory material for business a/c, e.g.: • Only for an icy runway; • Statements like “extreme care should be taken...”, no hard numbers; • Crosswind limits based on non-validated correlation with runway friction coefficient.

  21. How to manage the risk? • Check out the different initiatives and tools, e.g.: • European Action Plan for the Prevention of Runway Excursions (EAPPRE); • IATA/FSF Runway Excursion Risk Reduction (RERR) Toolkit; • FSF - Runway Excursion Risk Awareness Tool: • Can be used during dispatch. • FSF - ALAR toolkit; • Guidance material from NBAA.

  22. Remember there is more than factorcausing runway excursions Example • Excess approach speed, • Late touchdown, • Delayed application wheel brakes.

  23. Conclusions • Runway excursion causes are the same for business and commercial aircraft; • Exposure to certain risk factors is often higher during business operations: • Unstabilised approaches; • Long landings; • Fast landings; • High tailwind landings. • Less guidance for operations on contaminated runways for business a/c; • Lack of FDM/FOQA data for business operations (less awareness of rwy excursion risk factors).

  24. It can happen more than once.... • SANTOS DUMONT AIRPORT, Brazil Landing overrun Take-off overrun

More Related