1、COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-COPYRIGHT International Civil Avia
2、tion OrganizationLicensed by Information Handling ServicesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Doc 9137 AN1898 Airport Services Manual Part 2 Pavement Surface Cond
3、itions Approved by the Secretary General and published under his authority Fourth Edition - 2002 / I n t e rn a t i o n a I Ci vi I Av at i on Organ i za t i o n COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesCopyright International Civil Aviation Organiz
4、ation Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,- . AMENDMENTS No. The issue of amendments is announced regularly in the ICAO Journal and in the monthly Supplement to the Catalogtre of ICAO Publications and Audio-visual T
5、raining Aids, which holders of this publication should consult. The space below is provided to keep a record of such amendments. Date Date Entered of issue entered bY RECORD OF AMENDMENTS AND CORRIGENDA II (ii) COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling Servi
6、cesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Foreword The provisions in Annex 14, Volume I, require States to take action as necessary to remove contaminants from the m
7、ovement area as rapidly and completely as possible so as to minimize their accumulation and, thus, to provide good friction characteristics and low rolling resistance. Further, the Annex calls for the pavement surface to be kept clear of any loose stones or other debris that might cause damage to ae
8、roplane structures or engines or might impair the oper- ation of aeroplane systems. There is a requirement to assess the condition of the pavement whenever it has not been possible to fully clear the contaminants and to make this information available to the appropriate units at the airport. There i
9、s also a requirement to measure periodically the friction characteristics of the runway and take appropriate actions whenever the friction characteristics are below certain levels specified by the State. The purpose of this manual is to provide assistance to States in ensuring that adequate measures
10、 are taken to overcome problems result- ing from contaminants or debris on, or weathering of, the movement area. It cannot be overemphasized that the goal of an airport authority should be the removal from the movement area of all contaminants and debris that adversely affect aeroplane performance.
11、In this regard, continuing research has been directed towards improving the economy and efficiency of mechanical and chemical methods to remove contaminants from the movement area. There are, however, circum- stances that justify a requirement for measurement of fric- tion values and, therefore, the
12、 development of acceptable methods for these measurements. The possibility of obtaining correlation between the friction values produced by different types of friction- measuring devices has been the subject of trials and discussions for some time. In 1972, ICAO approved a programme to determine the
13、 correlation between different ground equipment used to measure runway friction charac- teristics. As a result, a chart was developed showing the correlation between certain friction-measuring devices when used on snow- or ice-covered surfaces. The corre- lation between the friction-measuring device
14、s when used on wet surfaces was unacceptable. Tests conducted in the United States in the 1990s indicated a somewhat different correlation between friction-measuring devices on com- pacted snow- or ice-covered paved surfaces, which was attributed to changes in test tire parameters. Extensive testing
15、 with new tires under self-wet conditions has resulted in statistical verification of an acceptable correlation between the various continuous friction-measuring devices. This manual includes, infer alia, material concerning basic factors affecting friction, correlation between friction- measuring d
16、evices on paved surfaces, description of the devices, practices for measuring and reporting friction values on snow-, ice- and water-covered surfaces, collec- tion and dissemination of pavement surface condition infor- mation, and clearance and removal of contaminants and debris from the movement ar
17、ea. It is intended that this manual be kept up to date. Future editions will most likely be improved on the basis of experience gained and of comments and suggestions received from users of this manual. Therefore, readers are invited to give their views, comments and suggestions on this edition. The
18、se should be directed to the Secretary General of ICAO. (iii) COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted w
19、ithout license from IHS-,-,-Table of Contents Page Page Chapter 1 . General 1.1 . 1.1 Introduction . 1-1 1.2 Importance of runway surface friction characteristics/aeroplane braking performance 1-1 1.3 Need for assessment of runway surface conditions 1-2 1.4 Contaminant drag 1-3 1.5 Explanation of te
20、rms 1-3 Chapter 2 . Assessment of basic factors affecting friction . 2-1 2.1 Water depth and its influence on dynamic aquaplaning 2-1 2.2 Surface contaminants 2-3 2.3 Surface texture . 2-4 2.4 Unevenness . 2-6 Chapter 3 . Determining and expressing friction characteristics of wet paved surfaces . 3-
21、1 3.1 General . 3-1 3.2 Measurement 3-2 3.3 Reporting . 3-4 3.4 Interpretation of low friction characteristics . 3-4 Chapter 4 . Measurement of compacted snow- or ice-covered paved surface friction characteristics . 4-1 4.1 General . 4-1 4.2 The airport problem in changing conditions 4- 1 4.3 Requir
22、ed accuracy of information regarding friction characteristics 4-2 4.4 Measurement 4-3 4.5 Reporting 4-3 Chapter 5 . Runway friction-measuring devices . 5-1 5.1 Possibility for standardization . 5.2 Criteria for new friction-measuring devices 5.3 Correlation between friction-measuring devices 5.4 Cor
23、relation with aeroplane stopping performance 5.5 General discussion on friction-measuring devices 5.6 Mu-meter . 5.7 Runway Friction Tester 5.8 Skiddometer . 5.9 Surface Friction Tester 5.10 Grip Tester 5.11 Tatra Friction Tester . 5.12 Runway Analyzer and Recorder (RUNAR) . 5.13 Decelerometers 5-1
24、5-1 5-2 5-6 5-7 5-7 5-8 5-8 5-8 5-13 5-14 5-15 5-16 Chapter 6 . Collection and dissemination of pavement surface state information 6-1 6.1 General . 6-1 6.2 Wet surface state information . 6-1 6.3 Snow-, slush- or ice-covered surface state information 6-3 6.4 SNOWTAM format . 6-4 Chapter 7 . Snow re
25、moval and ice control . 7-1 7.1 General . 7-1 7.2 Snow committee . 7-2 7.3 Snow plan procedure 7-2 7.4 Mechanical methods 7-4 7.5 Equipment for snow removal and ice control . 7-5 7.6 Thermal methods . 7-21 7.7 Chemical methods . 7-23 COPYRIGHT International Civil Aviation OrganizationLicensed by Inf
26、ormation Handling ServicesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-. . (vi ) Airport Services Manual Page 7.8 Materials for clearing ice from areas other than the move
27、ment area 7-26 . 7.9 Clearance of slush. . 7-26 Chapter 8. Removal of rubber 8-1 . 8.1 General . 8-1 8.2 Chemical removal 8- 1 8.3 Mechanical removal 8-2 Chapter 9. Clearance of oil and/or grease . 9-1 9.1 General . 9-1 Chapter 10. Clearance of debris . 10-1 Page Appendix 2. Procedures for conductin
28、g visual inspection runway maintenance surveys at airports that serve turbo-jet aeroplane operations when friction equipment is not available A2-1 Appendix 3. NASA certification test procedure for new continuous friction-measuring equipment used at airport facilities A3-1 Appendix 4. Standard test m
29、ethod for skid resistance on paved surfaces using a continuous fixed braking slip technique . A4-1 Appendix 5. An example of a runway friction assessment programme . AS-1 Appendix 6. Methods of measuring or assessing . braking action when no friction test devices are available A6-1 Appendix 7. Ploug
30、h types and accessories A7-1 minimum friction level . Al-1 Appendix 8. Related reading material AS-1 10.1 General 10-1 Equipment for the removal Of debris . 10.3 Sweeper tests 10-3 Appendix 1. Method for determining the COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handl
31、ing ServicesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapter i General Note.- The terms contaminant and debris are used in this manual with the following meanings. A c
32、ontaminant is considered to be a deposit (such as snow, slush, ice, standing water, mud, dust, sand, oil, and rubber) on an airport pavement, the effect of which is detrimental to the friction characteristics of the pavement surface. Debris is fragments of loose material (such as sand, stone, paper,
33、 wood, metal and fragments of pavements) that are detri- mental to aeroplane structures or engines or that might impair the operation of aeroplane systems if they strike the structure or are ingested into engines. Damage caused by debris is also known as FOD Cforeign object damage). 1.1 INTRODUCTION
34、 1.1.1 There is general concern over the adequacy of the available friction between the aeroplane tires and the runway surface under certain operating conditions, such as when there is snow, slush, ice or water on the runway and, particularly, when aeroplane take-off or landing speeds are high. This
35、 concern is more acute for jet transport aero- planes since the stopping performance of these aeroplanes is, to a greater degree, dependent on the available friction between the aeroplane tires and the runway surface, their landing and take-off speeds are high, and in some cases the runway length re
36、quired for landing or take-off tends to be critical in relation to the runway length available. In addition, aeroplane directional control may become impaired in the presence of cross-wind under such operating conditions. 1.1.2 A measure of the seriousness of the situation is indicated by the action
37、 of national airworthiness authorities in recommending that the landing distance requirement on a wet runway be greater than that on the same runway when it is dry. Further problems associated with the take-off of jet aeroplanes from slush- or water-covered runways include performance deterioration
38、due to the contaminant drag effect, as well as the airframe damage and engine ingestion problem. Information on ways of dealing with the problem of taking off from slush- or water-covered run- ways is contained in the Airworthiness Technical Manual (Doc 9051). 1.1.3 Further, it is essential that ade
39、quate infor- mation on the runway surface friction characteristicdaero- plane braking performance be available to the pilot and operations personnel in order to allow them to adjust operating technique and apply performance corrections. If the runway is contaminated with snow or ice, the condition o
40、f the runway should be assessed, the friction coefficient measured and the results provided to the pilot. If the runway is contaminated with water and the runway becomes slippery when wet, the pilot should be made aware of the potentially hazardous conditions. 1.1.4 Before giving detailed considerat
41、ion to the need for, and methods of, assessing runway surface friction, or to the drag effect due to the presence of meteorological con- taminants such as snow, slush, ice or water, it cannot be overemphasized that the goal of the airport authority should be the removal of all contaminants as rapidl
42、y and com- pletely as possible and elimination of any other conditions on the runway surface that would adversely affect aero- plane performance. 1.2 IMPORTANCE OF RUNWAY SURFACE FRICTION CHARACTERISTICS/AEROPLANE BRAKING PERFORMANCE 1.2.1 Evidence from aeroplane overrun and run-off incidents and ac
43、cidents indicates that in many cases inad- equate runway friction characteristics/aeroplane braking performance was the primary cause or at least a contribu- tory factor. Aside from this safety-related aspect, the regularity and efficiency of aeroplane operations can become significantly impaired as
44、 a result of poor friction characteristics. It is essential that the surface of a paved runway be so constructed as to provide good friction characteristics when the runway is wet. To this end, it is desirable that the average surface texture depth of a new COPYRIGHT International Civil Aviation Org
45、anizationLicensed by Information Handling ServicesCopyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-1-2 Airport Services Manual surface be not less than 1.0 mm. This normally r
46、equires some form of special surface treatment. 1.2.2 Adequate tynway friction characteristics are needed for three distinct purposes: a) deceleration of the aeroplane after landing or a rejected take-off; b) maintaining directional control during the ground roll on take-off or landing, in particula
47、r in the presence of cross-wind, asymmetric engine power or technical malfunctions; and c) wheel spin-up at touchdown. 1.2.3 With respect to either aeroplane braking or directional control capability, it is to be noted that an aero- plane, even though operating on the ground, is still subject to con
48、siderable aerodynamic or other forces which can affect aeroplane braking performance or create moments about the yaw axis. Such moments can also be induced by asymmetric engine power (e.g. engine failure on take-off), asymmetric wheel brake application or by cross-wind. The result may critically aff
49、ect directional stability. In each case, runway surface friction plays a vital role in counter- acting these forces or moments. In the case of directional control, all aeroplanes are subject to specific limits regarding acceptable cross-wind components. These limits decrease as the runway surface friction decreases. 1.2.4 Reduced runway surface friction has a different significance for the landing case compared with t
