Guidelines for Guidelines for Narrow Runway Narrow Runway - - PowerPoint PPT Presentation

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Guidelines for Guidelines for Narrow Runway Narrow Runway - - PowerPoint PPT Presentation

Dec 27, 2022 292 likes •654 views

Guidelines for Guidelines for Narrow Runway Narrow Runway Operations Operations Rob Root Rob Root Flight Operations Engineer Flight Operations Engineer Flight Technical Services Flight Technical Services Boeing Commercial Airplanes

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Guidelines for Narrow Runway Operations Guidelines for Narrow Runway Operations

Rob Root

Flight Operations Engineer Flight Technical Services

Boeing Commercial Airplanes

Rob Root

Flight Operations Engineer Flight Technical Services

Boeing Commercial Airplanes

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Agenda Agenda

  • How narrow is narrow?
  • A look at runway “offside” events
  • Narrow runway issues
  • Regulatory background
  • Sample guidelines for 737-700 w/ 24k Engines
  • Recommendations
  • How narrow is narrow?
  • A look at runway “offside” events
  • Narrow runway issues
  • Regulatory background
  • Sample guidelines for 737-700 w/ 24k Engines
  • Recommendations
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How Narrow Is Narrow? How Narrow Is Narrow?

  • 45m is standard runway width (for most large

commercial jet operations)

  • As of March, 2002, there were at least 63

airports worldwide with runway width 30m or less, being served by 737,757 or 767 aircraft

  • Boeing has received various requests from
  • perators for guidance in operating aircraft on

runways as narrow as 23m (75 ft)

  • 45m is standard runway width (for most large

commercial jet operations)

  • As of March, 2002, there were at least 63

airports worldwide with runway width 30m or less, being served by 737,757 or 767 aircraft

  • Boeing has received various requests from
  • perators for guidance in operating aircraft on

runways as narrow as 23m (75 ft)

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Runway Offside Statistics Runway Offside Statistics

  • 117 events involving Boeing airplanes between

January 1995 and present …

  • Majority occurred on landing…
  • 117 events involving Boeing airplanes between

January 1995 and present …

  • Majority occurred on landing…

Takeoff Takeoff Landing Landing Taxi Taxi (15) (15) (15) (15) (87) (87)

(Not Specifically Related to Narrow Runways…) (Not Specifically Related to Narrow Runways…)

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Was Runway Width a Factor? Was Runway Width a Factor?

  • Of the 117 events, one occurred on a 30m

wide runway, and one occurred on a 42m wide runway

  • Vast majority occurred on 45m wide runways
  • 15 occurred on 60m wide runways
  • Of the 117 events, one occurred on a 30m

wide runway, and one occurred on a 42m wide runway

  • Vast majority occurred on 45m wide runways
  • 15 occurred on 60m wide runways
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Potential Factors? Potential Factors?

Landing Offsides (87 events) Landing Offsides (87 events)

14 events - circumstances unknown 14 events - circumstances unknown

Hydraulic problem Hydraulic problem Strong/gusty winds Strong/gusty winds Slippery runway Slippery runway Heavy rain Heavy rain Asymmetric reverse thrust Asymmetric reverse thrust Localizer incursion Localizer incursion Hard landing Hard landing Runway incursion Runway incursion Gear/steering problem Gear/steering problem Intentional Intentional Thunderstorm/windshear Thunderstorm/windshear 5 5 10 10 15 15 20 20 25 25 30 30 35 35

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Potential Factors? Potential Factors?

Asymmetric spin-up Asymmetric spin-up Engine failure Engine failure Slippery runway Slippery runway Heavy rain Heavy rain Asymmetric reverse thrust Asymmetric reverse thrust Aft CG Aft CG Engine inoperative ferry Engine inoperative ferry

Takeoff Offsides (15 events) Takeoff Offsides (15 events)

3 events - circumstances unknown 3 events - circumstances unknown

1 1 2 2 3 3 4 4 5 5

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Consequences… Consequences…

Out of 117 events, five resulted in injuries to passengers/crew

  • Vast majority did not result in injury
  • Most injuries were minor, resulting from evacuation
  • One fatal injury

Airframe and engine damage ranged from nil to hull loss

  • “Typical” damage includes engine FOD, cowl damage,

gear and flap damage, occasionally accompanied by gear collapse Out of 117 events, five resulted in injuries to passengers/crew

  • Vast majority did not result in injury
  • Most injuries were minor, resulting from evacuation
  • One fatal injury

Airframe and engine damage ranged from nil to hull loss

  • “Typical” damage includes engine FOD, cowl damage,

gear and flap damage, occasionally accompanied by gear collapse

Events that cause neither damage nor injury may go unreported … Events that cause neither damage nor injury may go unreported …

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Narrow Runway Issues Narrow Runway Issues

  • Takeoff:
  • 1. “GO” following engine failure
  • 2. “RTO” following engine failure
  • 3. Maximum recommended crosswind
  • Landing:
  • 1. Adverse weather (pilot decision-making)
  • 2. Crosswind landing
  • 3. Crosswind and engine failure
  • 4. Autoland considerations
  • MMEL/Inflight Failures affecting

directional control

  • Ground Maneuvering and increased risk of FOD to wing-

mounted engines

  • Takeoff:
  • 1. “GO” following engine failure
  • 2. “RTO” following engine failure
  • 3. Maximum recommended crosswind
  • Landing:
  • 1. Adverse weather (pilot decision-making)
  • 2. Crosswind landing
  • 3. Crosswind and engine failure
  • 4. Autoland considerations
  • MMEL/Inflight Failures affecting

directional control

  • Ground Maneuvering and increased risk of FOD to wing-

mounted engines

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Regulatory Background Regulatory Background

  • In CFR 14 Part 25 and JAR 25, there are

currently no requirements to define a minimum runway width as part of the certification of an airplane type

  • No published AFM limitation
  • FAA does publish recommended runway design

criteria in Advisory Circular 150/5300-13

  • ICAO also publishes recommended minimum

runway width in Annex 14

  • In CFR 14 Part 25 and JAR 25, there are

currently no requirements to define a minimum runway width as part of the certification of an airplane type

  • No published AFM limitation
  • FAA does publish recommended runway design

criteria in Advisory Circular 150/5300-13

  • ICAO also publishes recommended minimum

runway width in Annex 14

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Runway Design Criteria Runway Design Criteria

FAA Recommended minimum runway width design guideline defined as a function of:

  • Aircraft approach category (approach speed)
  • Airplane design group (wingspan)

FAA Recommended minimum runway width design guideline defined as a function of:

  • Aircraft approach category (approach speed)
  • Airplane design group (wingspan)

ICAO Recommended minimum runway width guideline defined as a function of:

  • Reference takeoff field length (sea level,

standard day, MTOW)

  • More restrictive of wingspan or main gear

track width ICAO Recommended minimum runway width guideline defined as a function of:

  • Reference takeoff field length (sea level,

standard day, MTOW)

  • More restrictive of wingspan or main gear

track width

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Runway Design Criteria for Boeing Jet Transports Runway Design Criteria for Boeing Jet Transports

45m 45m 45m 45m 30m/45m 45m 30m 45m ICAO Annex 14 Minimum Runway Width 45m 45m 45m 45m 30m/45m 45m 30m 45m FAA AC-150/5300-13 Minimum Runway Width 717 777 767 757 747 737 727 707/720 Airplane * FAA recommended width shown for straight-in approach category * FAA recommended width shown for straight-in approach category

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Runway Design Criteria for Heritage Douglas Jet Transports Runway Design Criteria for Heritage Douglas Jet Transports

45m 45m 45m 45m 45m 45m ICAO Annex 14 Minimum Runway Width 45m 45m 30m 30m 30m 45m FAA AC-150/5300-13 Minimum Runway Width MD-11 DC-10 MD-90 Series MD-80 Series DC-9 DC-8 Airplane * FAA recommended width shown for straight-in approach category * FAA recommended width shown for straight-in approach category

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Regulatory Background – Airworthiness Standards Regulatory Background – Airworthiness Standards

  • Runway width not directly addressed in

FAR/JAR Part 25

  • FAR 25.149(e) does specify criteria to be used

to determine minimum control speed on the ground (VMCG): – No credit for nose wheel steering… – Maximum 30 ft (9.14m) deviation from centerline during recovery

  • Runway width not directly addressed in

FAR/JAR Part 25

  • FAR 25.149(e) does specify criteria to be used

to determine minimum control speed on the ground (VMCG): – No credit for nose wheel steering… – Maximum 30 ft (9.14m) deviation from centerline during recovery

Note: Regulatory VMCG basis assumes zero crosswind Note: Regulatory VMCG basis assumes zero crosswind

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Maximum Allowable Deviation and Runway Width… Maximum Allowable Deviation and Runway Width…

Initial

  • ffset?

Initial

  • ffset?

2m 2m Max Deviation Max Deviation 30 ft (9.1m) 30 ft (9.1m) ½ gear track ½ gear track

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VMCG on a 45m Runway VMCG on a 45m Runway

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VMCG on a 30m Runway VMCG on a 30m Runway

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VMCG and Dispatch Runway Width VMCG and Dispatch Runway Width

  • No regulatory link between VMCG definition and

actual runway width, so the maximum 30ft deviation could result in reduced (or non- existent) clearance between outboard main landing gear tire[s] and runway edge…

  • Continued takeoff edge margin is reduced on a

narrow runway at V1 limited by VMCG

  • No regulatory link between VMCG definition and

actual runway width, so the maximum 30ft deviation could result in reduced (or non- existent) clearance between outboard main landing gear tire[s] and runway edge…

  • Continued takeoff edge margin is reduced on a

narrow runway at V1 limited by VMCG

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737-700 sea level example: 737-700 sea level example:

Narrow Runway VMCG Narrow Runway VMCG

VMCG should be increased to provide adequate margins on narrow runways… Our approach is to scale the permissible deviation to the runway width, and then quantify the affect

  • n VMCG:

VMCG should be increased to provide adequate margins on narrow runways… Our approach is to scale the permissible deviation to the runway width, and then quantify the affect

  • n VMCG:

Add 3-5 knots baseline VMCG Adjustment 6.1m (20 ft) 30m 9.1m (30 ft) 45m (Baseline) Allowable deviation Runway Width

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What About Rejected Takeoff? What About Rejected Takeoff?

  • Notice that the increased VMCG we just

discussed protects us for a continued takeoff after V1, following engine failure, but it slightly increases our potential exposure to an RTO

  • An equally important consideration is the effect
  • f a narrow runway on the RTO
  • Notice that the increased VMCG we just

discussed protects us for a continued takeoff after V1, following engine failure, but it slightly increases our potential exposure to an RTO

  • An equally important consideration is the effect
  • f a narrow runway on the RTO
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RTO Physics RTO Physics

  • Retard thrust on the operating engine as quickly

as possible to remove thrust asymmetry

  • Largest deviations occur on RTO…
  • Retard thrust on the operating engine as quickly

as possible to remove thrust asymmetry

  • Largest deviations occur on RTO…
  • Engine failure below V1 STOP!
  • Engine failure below V1 STOP!
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Airspeed Effect on Maximum Deviation During RTO Airspeed Effect on Maximum Deviation During RTO

  • Higher speed increases rudder effectiveness

and increases airplane momentum prior to engine failure

  • Thrust asymmetry reduces at higher speeds
  • Higher speed increases rudder effectiveness

and increases airplane momentum prior to engine failure

  • Thrust asymmetry reduces at higher speeds

Conclusion: Worst case for directional control is encountered on RTO when engine fails at slow speed Conclusion: Worst case for directional control is encountered on RTO when engine fails at slow speed

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Max Deviation Max Deviation

The Critical Condition for RTO The Critical Condition for RTO

Worst Case Assumptions:

  • High Thrust
  • Light Weight, Aft CG
  • Max Takeoff Flap

Worst Case Assumptions:

  • High Thrust
  • Light Weight, Aft CG
  • Max Takeoff Flap

Crosswind Crosswind

Crosswind + Engine Failure

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Crosswind Accountability for Engine Failure on Takeoff Crosswind Accountability for Engine Failure on Takeoff

Boeing’s Recommended Crosswind Guidelines are intended to address crosswind and engine failure… but they are based on a 45m wide runway Boeing’s Recommended Crosswind Guidelines are intended to address crosswind and engine failure… but they are based on a 45m wide runway FAR/JAR Part 25 VMCG definition assumes zero crosswind… FAR/JAR Part 25 VMCG definition assumes zero crosswind… Maximum Demonstrated Crosswind does not address engine failure… Maximum Demonstrated Crosswind does not address engine failure…

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Performance Adjustments Performance Adjustments

  • Adjust VMCG appropriately to protect “go”
  • Adjust crosswind guidelines appropriately
  • n narrow runway to preserve 45m wide

runway capability

  • Adjust VMCG appropriately to protect “go”
  • Adjust crosswind guidelines appropriately
  • n narrow runway to preserve 45m wide

runway capability What if these limitations are too restrictive to be operationally viable? What if these limitations are too restrictive to be operationally viable?

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Improving Narrow Runway Performance Improving Narrow Runway Performance

Restrict WT/CG to increase crosswind capability if necessary, to improve crosswind capability: Restrict WT/CG to increase crosswind capability if necessary, to improve crosswind capability:

Center of Gravity - % MAC Center of Gravity - % MAC G r

  • s

s W e i g h t G r

  • s

s W e i g h t AFT CG CURTAILMENT

DO NOT TAKE OFF IN THE SHADED AREA WHEN OPERATING ON A NARROW RUNWAY

T a k e

  • f

f a n d L a n d i n g F l i g h t L i m i t

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Improving Narrow Runway Performance Improving Narrow Runway Performance

  • Select derated takeoff thrust to increase

crosswind capability and/or to lessen WT/CG restriction required, when performance permits

  • Assumed temperature takeoff thrust reduction

also provides improved directional control, but cannot be used to improve WT/CG envelope, crosswind, or VMCG limitations, because the thrust reduction may be cleared at the pilot’s discretion

  • Select derated takeoff thrust to increase

crosswind capability and/or to lessen WT/CG restriction required, when performance permits

  • Assumed temperature takeoff thrust reduction

also provides improved directional control, but cannot be used to improve WT/CG envelope, crosswind, or VMCG limitations, because the thrust reduction may be cleared at the pilot’s discretion

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737-700/24K Results on 30m Runway 737-700/24K Results on 30m Runway

4 16 Standing water/slush ** 11 13 24 30m Rwy Crosswind* (kts) 7 Ice – no melting 21 Snow - no melting 23 Wet 36 Dry 45m Rwy Crosswind (kts) Runway Condition *Includes credit for Weight/Aft CG restriction for takeoff **Operation is NOT RECOMMENDED *Includes credit for Weight/Aft CG restriction for takeoff **Operation is NOT RECOMMENDED

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Landing on Narrow Runways Landing on Narrow Runways

  • Engine inoperative straight-in and sidestep

approaches and landings with crosswind were evaluated

  • Takeoff crosswind limits are conservative

for landing (assuming stabilized approach)

  • Pilot judgment is critical on landing!
  • Tendency to flare late on narrow runways

due to optical effect should be addressed

  • Autoland has not been demonstrated on

less than 45m wide runway

  • Engine inoperative straight-in and sidestep

approaches and landings with crosswind were evaluated

  • Takeoff crosswind limits are conservative

for landing (assuming stabilized approach)

  • Pilot judgment is critical on landing!
  • Tendency to flare late on narrow runways

due to optical effect should be addressed

  • Autoland has not been demonstrated on

less than 45m wide runway

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Ground Maneuvering and Foreign Object Damage Ground Maneuvering and Foreign Object Damage

  • Unique airport characteristics must

be considered

  • Ground Maneuvering should be carefully

considered (i.e. ramp, taxiway, back-taxi, radius restrictions)

  • Flight Crew Training Manual and Airplane

Characteristics for Airport Planning contain detailed ground maneuvering procedures and geometry information

  • Increased risk of Foreign Object Damage (FOD)

to wing-mounted engines

  • Unique airport characteristics must

be considered

  • Ground Maneuvering should be carefully

considered (i.e. ramp, taxiway, back-taxi, radius restrictions)

  • Flight Crew Training Manual and Airplane

Characteristics for Airport Planning contain detailed ground maneuvering procedures and geometry information

  • Increased risk of Foreign Object Damage (FOD)

to wing-mounted engines

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MEL Dispatch and Inflight Failures MEL Dispatch and Inflight Failures

  • All landing gear steering, thrust reverser,

braking, and flight control systems other than yaw damper shall be operational for narrow runway operations

  • Company MEL should address narrow runway

limitations for dispatch

  • Crews should be given guidance for en route

diversions for critical inflight failures

  • All landing gear steering, thrust reverser,

braking, and flight control systems other than yaw damper shall be operational for narrow runway operations

  • Company MEL should address narrow runway

limitations for dispatch

  • Crews should be given guidance for en route

diversions for critical inflight failures

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Summary: Operational Recommendations Summary: Operational Recommendations

  • Adjust VMCG and recommended crosswind

guidelines appropriately for narrow runway

  • Use reduced takeoff thrust (when performance

permits) to minimize thrust asymmetry following engine failure

  • Load to more forward CG to improve

directional control

  • Address narrow runway appropriately in MEL
  • Adjust VMCG and recommended crosswind

guidelines appropriately for narrow runway

  • Use reduced takeoff thrust (when performance

permits) to minimize thrust asymmetry following engine failure

  • Load to more forward CG to improve

directional control

  • Address narrow runway appropriately in MEL
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Summary: Flight Crew Recommendations Summary: Flight Crew Recommendations

  • Provide dedicated training and qualification for

narrow runway operations (properly validated simulator can be very effective device for this)

  • Be vigilant for and aggressive in responding

to asymmetric spin-up or engine failure on takeoff roll

  • Be aware that differential braking may be

required for RTO below 65 knots

  • Exercise conservative judgment with respect

to approach and landing, especially in adverse weather

  • Provide dedicated training and qualification for

narrow runway operations (properly validated simulator can be very effective device for this)

  • Be vigilant for and aggressive in responding

to asymmetric spin-up or engine failure on takeoff roll

  • Be aware that differential braking may be

required for RTO below 65 knots

  • Exercise conservative judgment with respect

to approach and landing, especially in adverse weather

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Hold That Centerline! Hold That Centerline!

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Questions and Comments Questions and Comments