Boeing Slippery Runways Notes

Airplane Deceleration on
Slippery Runways
What You Should Know
Mark H. Smith
Boeing Air Safety Investigation
59TH International Air Safety Seminar

25 October 2006 Paris, France
During the investigation into the 737 landing overrun accident at

Chicagos Midway Airport in December 2006, it was discovered that
there is misunderstanding and confusion among some operators about
several issues relating to airplane performance on slippery runways.
This presentation is about the airplane and its associated performance
data. Specifics of the accident will not be discussed here because this
is still an open NTSB investigation. I hope this information will be
useful to you and your operations.
For simplicity and continuity this presentation will use the
Boeing 737-700 airplane as the specific example.
Airplane Deceleration On Slippery Runways

Agenda
The Boeing Company
Certified vs. Advisory Landing Distance Data

Airplane Braking vs. Runway Friction
Autobrake vs. Manual Brakes
Three specific topic areas will be discussed:

First, I will discuss the difference between the two different sets of
Landing Distance Data that are provided by Boeing.
Landing Distance Data

Data Provided by Boeing
The Boeing Company
Two sets of landing data are provided.

Certified Data
Advisory Data
Dispatch
Factored
En route
Unfactored
Operational
Location:
Airplane Flight Manual

(AFM)
Quick Reference Handbook

(QRH)
Reqmts:
Parts 25 & 121
Part 121
Also Called:

Boeing publishes two different sets of landing data for operators, referred to
here as the Certified Data Set and the Advisory Data Set. Other terms
are often used to refer to these same two data sets.
The Certified Data has also been called dispatch or factored data, and
is published in the Airplane Flight Manual or AFM.
The Advisory Data has also been called en route. unfactored or
operational data. The Advisory Data is located in the Quick Reference
Handbook or QRH, which is located with the flight crew in the flight deck.
For consistency throughout this presentation, I will use the terms Certified
Data and Advisory Data. A blue and green color coding is used to help
differentiate between the two data sets.
The certified data set is required for type certification under Part 25 of the
regulations. Both sets of data are required under Part 121 of the
regulations.

Data Provided by Boeing
The Boeing Company
The two data sets are for different purposes and uses.
Certified Data
Purpose: Provide factored landing
distance as required by
regulators
Use: Determine landing distance

requirements prior to
dispatch

Advisory Data
Provide actual landing
distance capability of the
airplane
Determine landing distance

for operational decisions
while en route
Each set of data has its own distinct purpose and use. The Certified Data
is factored data that is required by Part 25 of the regulations. This data is
used to determine the landing distance requirements prior to dispatch.
On the other side, the Advisory Data provides actual landing distance
capability of the airplane for various runway conditions and airplane
braking configurations. This data is used by the flight crew to determine
landing distance capability for making operational decisions while en
route.

Baseline Demonstrated Distance
The Boeing Company
Touch
Down
Runway
Threshold
Air Distance

Auto-Speedbrakes Deployed
Brakes Applied
Transition
Distance
Stop
Stopping Distance
I will now show how each of these data sets is derived. Understanding
what is built into the data should help operators understand the benefits
and limitations of each data set.
At Boeing, the landing distance calculations are broken into three
segments:
- the air distance is the distance from the runway threshold to
touchdown.
- the transition distance is the distance allotted for deployment of
automatic speedbrakes and initial brake application.
- the stopping distance is the distance required to come to a full stop.
These three segment calculations are the basic building blocks for the data
in both data sets.

The Boeing Company
Touch
Down
Runway
Threshold
Air Distance
50 ft
Brakes Applied
Transition
Distance
Stop
Stopping Distance
Basis for Certified Data Set

Dry
Distance from 50 ft
1sec
Max. Manual Braking

Basis Distance

Specific to the Certified Data set,

- The air distance is calculated from 50 ft above the threshold to the
point of touchdown. This distance is different for each airplane
model.
- Next, the transition distance is calculated for a 1 second time
period.
- Lastly, the stopping distance calculations use maximum manual
braking on a dry runway. Note that no reverse thrust is used.

The Boeing Company
Touch
Down
Runway
Threshold
Air Distance
Brakes Applied
Transition
Distance
Stop
Stopping Distance
Basis for Advisory Data Set

Reverse
1000 feet
1sec
Dry
Max. Manual Braking

Basis Distance

Specific to the Advisory Data set,

- The air distance is purposely set at 1,000 feet. This is an even
number that is easily adjusted by operators, if desired, for their
specific operations.
- The transition distance is calculated for a 1 second time period.
- The stopping distance is based on maximum manual braking on a
dry runway with reverse thrust.
The profile shown for the Advisory Data represents a nominal

landing profile where auto-speedbrakes and reverse thrust are used as
standard operating procedure for all landings.

The Boeing Company
Touch
Down
Runway
Threshold
Air Distance
50 ft
Brakes Applied
Transition
Distance
Stop
Stopping Distance
Basis for Certified Data Set

Dry
Distance from 50 ft
1sec
Max. Manual Braking

Basis Distance
Basis for Advisory Data Set

Reverse
1000 feet
1sec
Dry
Max. Manual Braking

Basis Distance
8
Comparing the basis of the two data sets shown on this chart, note the
following:
- The basis for both data sets is derived from Boeing flight test
demonstrations
- Both data sets are based on a dry runway
- Both data sets use maximum manual braking (rather than autobrakes)
The most significant difference between the Basis Distances of the two data
sets is the use of reverse thrust. By regulation, the Certified Data is not
allowed to take credit for reverse thrust. The Advisory Data does use reverse
thrust because this is the recommended standard operating procedure for
landings. As can be seen, reverse thrust reduces the landing distance by 100200 feet (<5%) on a dry runway with maximum manual braking.

CERTIFIED Data Set
The Boeing Company
Dry runway
Automatic Speedbrakes
Max manual braking
No reverse thrust
Stop
Basis Distance
CERTIFIED Data
FAR Dry
Basis Distance
Basis Distance x 1. 67
CERTIFIED Data
FAR Wet / Slippery
Basis Distance
Basis Distance x 1. 67 x 1.
15
For the Certified Data set, additional factors must be applied to the
data before it is incorporated into the AFM. Shown at the top of the
page is the basis distance that was developed on the previous charts
for the Certified Data Set. The data has been re-scaled on this page to
allow for application of factors.
For the Certified Data set, the basis distance is multiplied by a factor
of 1. 67 to get the regulatory distance for the FAR Dry landing
distance.
An additional factor of 1. 15 is applied to the FAR Dry distance to get
the FAR Wet/Slippery landing distance.
Only these factored distances are given in the AFM as required by
regulation. These distances are factored only, and are not based on
actual airplane performance. These are the distances used for dispatch
of the airplane.

ADVISORY Data Set
The Boeing Company
Dry runway
Max manual braking
With reverse thrust
1000 ft
ADVISORY Data
Stop
Dry
Dry Braking
Wet
Good Braking
Reverse
Basis Distance
Snow
Medium Braking
Ice
Poor Braking
10
Shown above is the basis distance that was developed on the previous charts for
the Advisory Data Set. The data has also been re-scaled to allow direct
comparison to the Certified Data set. The basis distance is the distance used for
DRY braking action in the QRH.
The advisory data provided in the QRH also shows airplane capability for
landing on a wet, snowy or ice-covered runway.
Braking on a wet runway maps to Good braking action in the QRH.
Braking on a snowy runway approximately maps to Medium braking action in
the QRH.
Braking on an icy runway approximately maps to Poor braking
action in the QRH.
In each of the conditions shown here, the same landing procedure is used with
max manual braking and reverse thrust, and the only difference is the airplane
braking action for the given runway surface. This data is used by the flight
crew to determine landing distance capability for making operational decisions
while en route.
10
Landing Distance Data Summary

CERTIFIED Data vs. ADVISORY Data
The Boeing Company
Dry runway
Max manual braking
No reverse thrust
Reference
Distance
Stop
Basis Distance
CERTIFIED Data
Basis Distance x 1. 67 x 1.
15
Dry runway
Max manual braking
Stop
With reverse thrust
1000 ft
FAR Dry
FAR Wet / Slippery
ADVISORY Data
Dry
Dry Braking
Wet
Good Braking
Reverse
Basis Distance
Snow
Medium Braking
Ice
Poor Braking
11
This slide shows a direct comparison of the two data sets. A

Reference Distance line is included at the end of the FAR
Wet/Slippery landing distance for comparison purposes. Note that the
Wet/Slippery runway distance in the Certified Data falls between the
MED and POOR braking performance in the Advisory Data.
As a final reminder, the Certified Data is a factored data set and is not
allowed to take credit for reverser thrust.
Conversely, the Advisory Data set is airplane performance data that
does use reverse thrust because it is the recommended standard
landing procedure.
11
Landing Distance
Advisory Data
Dry
The Boeing Company
Quick Reference Handbook

(QRH) contains airplane
landing distance data for
various runway conditions
and brake configurations.
Good
Med
Poor

12
Here is an example QRH page of the Advisor Data for the 737-700.
Landing distances are given in this table for the various braking
conditions discussed previously.
Distances for braking using maximum manual braking or an autobrake
setting are given for each braking condition.
The landing distance for the reference weight is shown in the first
column, with corrections shown in the other columns.
12
Landing Distance
Advisory Data
The Boeing Company
QRH landing distance data is

based on the notes at the
bottom of the page.
Relevant notes include:
- two engine detent reverse thrust
- 1,000 ft of air distance
- actual (unfactored) distances
(JAR Ops include 15% margin)
Based on
these notes
13
I would like to call your attention to the notes at the bottom of the page.
The calculations for the chart use the assumptions listed in the notes at the bottom of
the page. Relative to this presentation, these include:
- two engine detent reverse thrust
- 1,000 ft of air distance
- actual (unfactored) distances are shown
Note that the example chart shown here is actual, unfactored distances. Charts
provided for JAA Operators include an additional 15% for margin, as required by
JAR Ops rules. Beginning October 2006 the FAA will also require the additional
15% margin for US operators. Flight crews should be aware of the assumptions built
into the data set in use.
Finally, these notes are always included on the Boeing QRH pages. However, these
notes may not be readily apparent to flight crews that use laptop computers to output
landing distance data, or for operators that re-format this information into their own
QRH format.
13

Agenda
The Boeing Company

14
The second item on the agenda is a discussion of the difference between

airplane braking action and runway friction measurement.
14

Runway Condition Reporting
The Boeing Company
Three methods can be used to report runway condition

c Airplane Braking Action Report
d Runway Description
e Runway Friction Measurement
Each method uses a different descriptor (scale)

15
There are three methods of reporting runway condition to landing

flight crews:
- Method 1 is the airplane braking action performance or report.

- Method 2 is a verbal runway description.
- Method 3 is the runway friction measurement.
I would like to point out differences between these methods that crews
should be aware of. The key message that we hope you will take from
this section is that each of the methods uses a different descriptor or
scale to describe the runway.
15

Summary of Reporting Methods
c
Airplane Braking
Action Report
d
Runway
Description
The Boeing Company
e
Runway Friction
Measurement
ICAO
Better Braking
Dry
Dry
Wet
Dry Snow
Good
Med
Poor
Good
Compact Snow
Wet Snow
Slush
Ice
Wet Ice
Med
Poor
Worse Braking
16
Here are the three runway condition reporting methods shown

graphically for comparison purposes.
- Method 1 is airplane braking action, which is a pilot evaluation of
the airplane braking action at the time of the landing, using the
descriptor terms of Good, Medium or Poor.
- Method 2 is a verbal description of the runway surface, based on
observations by airport personnel.
- Method 3 is a quantitative measurement of runway surface friction,
as measured by an airport ground vehicle.
I would like to focus on the technical differences between
Methods 1 and 3, to highlight how each is describing a different piece
of the puzzle.
16

Summary of Reporting Methods
c
Calculated
Airplane Braking
d
Runway
Description
QRH
Data
Better Braking
Dry
Dry
0. 4
Wet
Dry Snow
Calculated 0. 3
Airplane
Braking
Coefficient 0. 2
Good
0. 1
Med
Airplane
Poor
0. 0
Compact Snow
Wet Snow
Slush
Ice
Wet Ice
The Boeing Company
e
Runway Friction
Measurement
1. 0
ICAO
0. 8
Measured
Runway 0. 6
Friction
Coefficient0. 4
Runway
Worse Braking
59TH
International Air Safety Seminar

Good
Med
0. 2
Poor
0. 0
17
This slide shows the science behind Methods 1 and 3.

For Method 1, Boeing assigns a scale to the descriptor terms used in
the QRH in order to make the landing distance calculations. This
scale is airplane braking coefficient, or Mu-Airplane, with a range
from 0 to 0. 4. Mu-Airplane is a calculated value of how the airplane
systems convert the available runway friction into effective stopping
performance. This calculation takes into account airplane GW, lift,
CG and antiskid system performance.
Method 3 is the runway friction as measured by an airport ground
vehicle. A scale called runway friction coefficient, or Mu-Runway, is
used with a range from 0 to 1. This is the measured value of the point
at which the tire will skid on the runway, and does not account for any
airplane parameters (GW, CG, etc. ).
Thus, Method 1 is calculated airplane capability and Method 3 is the
measured tire skid point. Flight crews should be aware that these are
two entirely different things and these scales cannot be directly
compared.
17

Deceleration Available from Brakes
The Boeing Company
Max
Brakes
e.g.,
stand on the
brake pedals
Dry Runway
Better
-Runway (Tire Skid Point)

-Airplane (Braking Capability)
Braking
Conditions
Slippery Runway
Runway
(Tire Skid Point)
initially, brakes will attempt full pressure

but this would lock the wheels
Worse
Less
Deceleration Available

More
18
This slide graphically demonstrates the difference between

Mu-Airplane and Mu-Runway. Deceleration Available is shown on
the horizontal axis versus braking conditions shown on the vertical
axis. Note that this graph shows deceleration rather than landing
distance, and larger deceleration results in a shorter landing distance.
For a dry runway, Mu-Runway is represented by the red bar shown at
the top of the page. If the crew were to apply maximum brakes, the
brakes would respond up to the maximum available pressure of the
system. In this case, Mu-Airplane is represented by the associated
orange bar.
On a slippery runway, Mu-Runway is limited by the skid limit of the
tire. If the crew were to again apply maximum brakes, the brakes
would attempt to apply the maximum available pressure of the system.
If this were allowed to happen though, the tires would lock up and
skid on the runway.
continued on next slide
18

The Boeing Company
Max
Brakes
e.g.,
stand on the
brake pedals
Dry Runway
Better
-Runway (Tire Skid Point)

-Airplane (Braking Capability)
Braking
Conditions
Method e
Slippery Runway
Runway (Tire Skid Point)

Airplane (Braking Capability)
Antiskid
Method c
Worse
Less
More

19
Instead, the antiskid system reduces the brake pressure to ensure the
tire does not skid. On a slippery runway, the difference between MuRunway and Mu-Airplane is primarily the antiskid system efficiency,
which ranges from 80%-90%, depending on the conditions.
On this slide, the end of the red bars represent the tire skid point for
the conditions, which is what the ground friction vehicle is attempting
to measure in Method 3.
For the associated conditions, the ends of the orange bars represent the
airplane braking capability, and this is what airplane performance is
based on in the Boeing QRH in Method 1.
Flight crews should be aware that Method 1 (Mu-Airplane) and
Method 3 (Mu-Runway) are different things, and that no industryaccepted method is available to compare the two.
19

The Boeing Company
Max
Brakes
e.g.,
stand on the
brake pedals
Dry
Braking
Conditions
Good
Med
Poor
Less
Antiskid
from Brakes
More
20
This shows the deceleration available from the brakes for the various
braking actions given in the QRH. Note that the deceleration for Good
is half of Dry, Medium is half of Good and Poor is half of Medium.
20

The Boeing Company
Decel. Available from Brakes

Dry
Good
Med
Poor
Less
from Brakes
For re
f
in nex erence
t sect
ion
More
21
I have now collected these together at the top of the page for reference
in the next section.
21

Agenda
The Boeing Company

22
The final agenda item is a discussion on autobrake versus manual brake

performance relative to reverse thrust use and runway braking action.
22
Autobrakes vs. Manual Brakes

Airplane Deceleration
The Boeing Company
Total airplane deceleration is affected by three

factors:
- Aerodynamic drag
- Wheel brakes
- Reverse thrust
If used, the autobrake system

- Targets a deceleration level
- Brakes applied as required to reach target level

23
During a landing, total airplane deceleration is affected by three

factors:
- Aerodynamic drag
- Wheel brakes
- Reverse thrust
In the previous section, only the portion of deceleration available from
the wheel brakes was discussed. This section will review overall
airplane deceleration during a landing, and will discuss how the
method of brake application (manual or autobrakes) affects airplane
performance.
With manual brakes, the brake system applies whatever brake pressure
is commanded by the crew. If autobrakes are used, the autobrake
system targets a predefined deceleration level and will apply the wheel
brakes only as required to reach target level.
This will be demonstrated graphically on the next few pages.
23

The Boeing Company
Braking
Applied
Max Manual
Drag
Brakes
Drag
Brakes
Reverse Thrust
Autobrake Max
Autobrake 2
Less
Total Airplane Deceleration
More
24
The graph above now shows Total Airplane Deceleration on the

horizontal axis versus braking method on the vertical axis. Again, this
graph shows deceleration rather than distance, and larger deceleration
results in a shorter landing distance.
For a landing using max manual brakes and no reverser thrust, the
total deceleration would be the sum of the deceleration from drag and
from brakes. The same landing except with reverse thrust would
result in the sum of the deceleration from drag, brakes and reverse
thrust. Thus, the deceleration from reverse thrust is additive when
using manual brakes, resulting in a shorter landing distance.
24

The Boeing Company
Braking
Applied
Max Manual
Autobrake Max
Autobrake 2
Drag
Brakes
Drag
Brakes
Drag
Brakes
Drag
Brakes
Reverse Thrust
Reverse Thrust
Decel
Target
Drag
Brakes
Drag
Brakes
Reverse Thrust
Less
Deceleration level
valid with or without
reverser thrust
More

25
If autobrakes are used, the autobrake system will apply the wheel
brakes until a predetermined target deceleration level is achieved.
For a landing using Autobrakes Max and no reverser thrust, only
enough braking is applied to meet the target deceleration. The same
landing except with reverse thrust would not change the deceleration
achieved. In this case, less braking would be applied by the
autobrakes because reverse thrust is helping the airplane achieve the
target deceleration.
Using Autobrakes 2, a lower target deceleration is used, so less
braking is needed than with Autobrakes Max. If using reverse thrust,
very little braking would need to be applied to achieve the target
deceleration.
In this example, reverse thrust effects are not additive when using
autobrakes. Therefore, the landing distance is unchanged whether or
not reverse thrust is used.
25

The Boeing Company

Dry
Good
Med
Braking
Applied
Max Manual
Autobrake Max
Autobrake 2
Poor
Drag
Brakes
Drag
Brakes
Drag
Brakes
Drag
Brakes
Reverse Thrust
Reverse Thrust
Decel.
Target
Drag
Brakes
Drag
Brakes
Reverse Thrust
Less

More
26
I now want to re-introduce the maximum deceleration available from

the wheel brakes as a function of runway conditions. Overlaid at the top
of the page is the maximum deceleration available from the brakes as
was developed in part 2 of this presentation.
26

Dry Braking
The Boeing Company

Dry
Good
Med
Braking
Applied
Max Manual
Autobrake Max
Autobrake 2
Poor
Drag
Brakes
Drag
Brakes
Drag
Brakes
Drag
Brakes
Reverse Thrust
Reverse Thrust
Decel.
Target
Drag
Brakes
Drag
Brakes
Reverse Thrust
Less

More
27
The example shown on this plot is correct for landing on a DRY runway
when full brake capability typically exists. Let us examine how this
example changes if less deceleration is available from the brakes due to
slippery runway conditions.
27

Good Braking
The Boeing Company

Dry
Good
Med
Braking
Applied
Max Manual
Autobrake Max
Autobrake 2
Poor
Drag
Brakes
Drag
Brakes
Drag
Brakes
Drag
Brakes
Reverse Thrust
Reverse Thrust
Decel.
Target
Drag
Brakes
Drag
Brakes
Reverse Thrust
Less

More
28
This is the same example, except with GOOD braking action available
from the brakes.
In the Max Manual braking case, less overall deceleration is available,
but reverse thrust is still additive to the deceleration from drag and
brakes.
In the Autobrake Max case, the situation has changed. The autobrake
system is no longer able to achieve the target deceleration because less
brake capability is available. The autobrake system still attempts to
meet the target deceleration and applies maximum available brakes.
In this case, the deceleration from reverse thrust is additive when
using autobrakes, resulting in a shorter landing distance.
The Autobrake 2 case is unchanged, because the brake capability
needed to meet the target decel is below the the max braking available,
so the target decel can still be met. The landing distance for
Autobrake 2 is valid with or without reverse thrust.
28

Medium Braking
The Boeing Company

Dry
Good
Med
Braking
Applied
Max Manual
Autobrake Max
Autobrake 2
Poor
Drag
Brakes
Drag
Brakes
Drag
Brakes
Drag
Brakes
Reverse Thrust
Reverse Thrust
Decel.
Target
Drag
Brakes
Drag
Brakes
Reverse Thrust
Less
More

29
This is the same example, except with MEDIUM braking action

available from the brakes.
As can be seen the deceleration from reverse thrust is additive when
using autobrakes, resulting in a shorter landing distance.
29

Poor Braking
The Boeing Company

Dry
Good
Med
Braking
Applied
Max Manual
Autobrake Max
Autobrake 2
Poor
Drag
Brakes
Drag
BrakesReverse Thrust
Drag
Brakes
Drag
BrakesReverse Thrust
Decel.
Target
Drag
Brakes
Drag
Brakes
Reverse Thrust
Less

More
30
This is the same example, except with POOR braking action available
from the brakes, and the landing distance for all braking cases is less if
reverse thrust is used.
As can be seen from these last few pages, reverse thrust becomes the
most effective deceleration device as runway conditions deteriorate.
30

Summary
The Boeing Company
Manual Brakes
Dry runway: Reversers are additive
Slippery runway: Reversers are additive
Autobrakes
Dry runway: Reversers not additive
Slippery runway: Reversers may be additive
Landing Distance Advisory Data in the QRH

includes reversers for Manual and Autobrakes

31
In summary, the deceleration from reverse thrust is always additive

when using manual brakes, whether on a dry or a slippery runway.
Conversely, the deceleration from reverse thrust may be additive when
using autobrakes, depending on the autobrake setting and the runway
conditions.
The Advisory landing distance data contained in the Boeing QRH
includes the effect of reverse thrust for Max Manual braking and for
Autobrakes (whether additive or not).
As a reminder, reverse thrust becomes the most effective deceleration
device as runway conditions deteriorate.
31
The End
The following is a quote from a Boeing article, Landing on Slippery Runways Guide, Airliner/Oct-Dec 1992
Quote:
The total decelerating force available on a dry runway is quite large, approximately .5g deceleration capability.
This means the total stopping force available on a 500,000 pound Model 747 is 250,000 pounds, or 45,000
pound for a 90,000 pound Model 737. At high ground speeds approcxiamately 35% - 55% of the total force
available is provided by drag and thrust reversers and 45% - 65% is provided by the brakes. At lower speeds,
the brakes provide 80% - 95% of the total decelerating capability.
On wet runways the total stopping force available is less than on dry runways due to the reduced braking
effectiveness. The reversers and speedbrakes become more important since they now represent a larger
protion of the total force capability. Wet runway braking capability is smallest at high speeds and increases as
speed decreases. With the speedbrakes deployed, the drag and reversers furnish 50% - 80% of the high speed
stopping force, whereas the brakes furnish 70% - 95% of the low speed stopping force. Overall, the wet runway
stopping capability is 50% - 80% of the dry runway capability. Failing to extend the spoilers on a wet runway
reduces the stopping capability by an additional 20% - 30%.
32

Boeing Slippery Runways Notes

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Airplane Deceleration on

59TH International Air Safety Seminar

During the investigation into the 737 landing overrun accident at

Airplane Deceleration On Slippery Runways

Certified vs. Advisory Landing Distance Data

Three specific topic areas will be discussed:

Landing Distance Data

Two sets of landing data are provided.

Airplane Flight Manual

Quick Reference Handbook

Parts 25 & 121

59TH International Air Safety Seminar

Landing Distance Data

Use: Determine landing distance

59TH International Air Safety Seminar

Determine landing distance

Landing Distance Data

59TH International Air Safety Seminar

Landing Distance Data

Basis for Certified Data Set

Max. Manual Braking

59TH International Air Safety Seminar

Specific to the Certified Data set,

Landing Distance Data

Basis for Advisory Data Set

Max. Manual Braking

59TH International Air Safety Seminar

Specific to the Advisory Data set,

The profile shown for the Advisory Data represents a nominal

Landing Distance Data

Basis for Certified Data Set

Max. Manual Braking

Basis for Advisory Data Set

Max. Manual Braking

Landing Distance Data

Landing Distance Data

Landing Distance Data Summary

This slide shows a direct comparison of the two data sets. A

The Boeing Company

Quick Reference Handbook

59TH International Air Safety Seminar

QRH landing distance data is

Airplane Deceleration On Slippery Runways

Certified vs. Advisory Landing Distance Data

The second item on the agenda is a discussion of the difference between

Airplane Braking vs. Runway Friction

Three methods can be used to report runway condition

Each method uses a different descriptor (scale)

59TH International Air Safety Seminar

There are three methods of reporting runway condition to landing

- Method 1 is the airplane braking action performance or report.

Airplane Braking vs. Runway Friction

The Boeing Company

Here are the three runway condition reporting methods shown

Airplane Braking vs. Runway Friction

The Boeing Company

International Air Safety Seminar

This slide shows the science behind Methods 1 and 3.

Airplane Braking vs. Runway Friction

-Runway (Tire Skid Point)

(Tire Skid Point)

initially, brakes will attempt full pressure

59TH International Air Safety Seminar

This slide graphically demonstrates the difference between