Browse Topic: Runways

Items (48)

Roll Take-Off Model for Tiltrotor Preliminary Design

F-0081-2025-0245

5/20/2025

In the last years, new rotorcraft configurations have increased the attention among industries, through which the tiltrotor one due to its capability of combining both rotorcraft and aircraft advantages. However, there are situations where the vertical take-off mode could be enhanced in hard environmental and flight conditions. Therefore, to address this challenge, this work aims to develop a methodology to characterize a roll take-off model for a general tiltrotor configuration in such situations. By combining the integration of the equation of motion and geometrical assumptions, the runway distance is determined for an acceptable range of nacelle tilting angles. The process is developed by meeting the requirements defined by the regulations, combining the aircraft certification standards (CS23 and CS25) with the available tiltrotor certification basis from the FAA project #TC3419RC-R. Following the Nominal application, a sensitivity analysis is carried out, which studies the main effects on the results by varying one variable at a time in terms of weight, wing-loading, and disk-loading.

Passarelli D'Onofrio, Anna Sofia, Pecoraro, Matteo

History and Future of VTOL Air Freight

F-0080-2024-1377

5/7/2024

Transporting cargo has been a goal of helicopter operations since the earliest days of development. The concept of carrying passengers and cargo from and to remote locations without a runway was originally exploited by the US military in times of peace and war. Early helicopter designs were limited in fixed useful load after onboarding crew and fuel. The 1940's saw helicopters transporting small, lightweight packages on an as-needed basis. The decade of the 1960's started seeing heavy lift helicopters transporting specialty loads in construction and logistics supply, again on an as-needed basis. Today, several Part 135 helicopter operators offer as needed VTOL cargo services. Blade Air Mobility has developed a successful public company business model in Part 135 passenger transport and is also expanding in carrying parcels. With the advent of transformative VTOL air vehicle designs, there has been increasing emphasis on examining parcel delivery on a regular basis. As omni-channel ecommerce drives the ever-increasing need for same day delivery post order. Retails and distributors need to compete with big box retailers and warehouse companies such as Walmart and Amazon, respectively. This results in reducing or eliminating over-the-road transport delivery. The future of parcel and cargo distribution is proposed to be with VTOL air vehicles. To understand the future of such distribution, it is imperative to examine the development of helicopter size, performance, and operational uses.

Stanzione, Kaydon, Schrage, Daniel

Runway Deicing Product Anti/Deicing Performance Assessment: Review and Future Directions

2019-01-19746/10/2019

Every winter, northern airport operations are disrupted by heavy snowstorms and freezing precipitations. A simple snow accumulation or a thin layer of ice can affect aircraft operations (take-off, landing and taxi), and increase the risk for passengers and crew members, by rendering the runway slippery. Any deficits in deicing operations can also lead to flight delays and even cancellations that cost a lot to the industry. In order to maintain the runway and taxiway in a safe and useable condition, airport authorities use mechanical tools, but also chemical products. Chemical products available on the market for use in airports are principally in solid forms and liquid form, and are denominated as Runway Deicing Product (RDP). All of the products used in airport should meet the technical requirements of one of the two Aerospace Materials Specifications (AMS) documents: the AMS1431D Compound, Solid Runway and taxiway Deicing/Anti-icing and the AMS1435C Fluid, Generic, Deicing/Anti-icing Runways and Taxiways. Most of the products are used as freezing point depressants and are applied on snow, ice or packed snow covers to create holes and facilitate the mechanical removal. Over the past ten years, efforts have been brought along to adapt and to develop methods in order to assess the deicing and the anti-icing performance of the products. Some of those methods are included in actual SAE documents and some are in development. This paper will present a review of those methods and also cover the future directions of the research and development in the field.

Brassard, Jean-Denis, Laforte, Caroline, Tremblay, Marc Mario, Volat, Christophe

Characterization and Discrimination of Aircrafts and Runways Winter Maintenance Anti-Icing Fluids

2017-01-21409/19/2017

Aircrafts and runways de-icing operations with anti-icing fluids are still the most commonly used methods. In the specific case of aircrafts, they do contain glycols. Nevertheless, since two decades now, major environmental concerns are raised, along with important associated costs. Furthermore, once applied either on aircrafts or on runways, these fluids are diluted because of water brought from adverse weather conditions (rain, snow, icy conditions), conducting to increasing the freezing point from a subzero level to 0°C. The characterization of the freezing points of these fluids is indeed crucial for safety reasons. For years now, Raman spectroscopy is used for the characterization of these fluids, specifically the freezing point. But the presence of dyes did perturb the usual spectroscopic characterization. Three fluids, from their pure commercial form to highly diluted rate, were then studied by means of Raman spectroscopy at a new laser wavelength, and with the support of multivariate data analysis (MDA). Each fluid belonged to a specific type of aircraft anti-icing fluid (I, II and IV). The discrimination of the fluids between each other was obtained. Spectroscopic data was organized through MDA in such a way that neither the presence of a dye nor the dilution would allow any confusion. The identification of the evolution of freezing temperatures with dilution was elaborated, with their rapid increase as dilution increased too. MDA allowed also the elaboration of prediction models, and such tool conducted to the forecast of concentration in anti-icing, or of its freezing temperature on the basis of the Raman signature of the considered fluid, with a given degree of confidence.

Marchetti, Mario, Casteran, Guillaume, Jobard, Celine, Saintot, Bruno, Bourson, Patrice, Fontana, Marc

Runway Independent High Speed CarterCopter BizJet

F-0073-2017-12301

5/9/2017

ABSTRACT Carter Aviation Technologies, LLC has spent over 20 years developing aircraft concepts utilizing its Slowed Rotor/Compound (SR/C™) technology, a technology that offers VTOL capability with fixed-wing cruise performance in a much simpler and less expensive method than other high speed VTOL approaches, with a rotor always in autorotation in case of emergency. Key to this technology is a rotor and related control system that can be dramatically slowed in flight while remaining stable. Multiple manned demonstrators have demonstrated the feasibility of the technology, as well as provided solid experimental flight test data on performance potential. Carter is now utilizing this technology for a new aircraft concept, the CarterCopter BizJet, to provide runway independent operation with business jet cruise performance, carrying up to nine people at top speeds exceeding 500 mph (435+ ktas or 805+ km/hr). This paper will focus on this new platform, its features, and capabilities.

Jr., Jay, Lewis, Jeffrey

Fluid, Deicing/Anti-Icing, Runways and Taxiways Glycol Base

AMS1426D (Current)8/15/2016

This specification covers a glycol-base deicing/anti-icing material in the form of a liquid.

G-12 Runway Deicing Product Committee

Anti-Icing Comparative Performance Skid Test for Runway Deicers

2015-01-20766/15/2015

This study presents a new method to evaluate and compare the anti-icing performance, i.e., the ability to delay the reformation of ice, of runways and taxiways deicing/anti-icing fluids (RDF) under icing precipitation, based on the skid resistance values, obtained with the Portable Skid Resistance Tester (PSRT). In summary, the test consists of applying, on a standardized concrete pavement sample, a given quantity of de-icing fluid. Following this application, the concrete sample is submitted to low freezing drizzle intensities, in a cold chamber at −5.0 ± 0.3°C. The skid resistance of concrete is measured at 5 minute intervals, until the concrete becomes completely iced. The anti-icing performance of 5 different fluids, both experimental and commercial, was assessed in comparison with a reference solution of 50% w/w K-formate. The anti-icing performance is analyzed based on two parameters: the duration (Icing Protection Time, IPT) and the effectiveness of this protection. Under test conditions, alcohol-based fluids provide significantly more efficient anti-icing protection compared to the acetate and formate-based fluids.

Laforte, Caroline, Wesley, Neal, Tremblay, Marc Mario

Conclusive Aircraft Lighting Approach for Reducing Maintenance and Improving Safety

2014-01-21239/16/2014

Advanced technologies in LED's have the potential to reduce maintenance and improve aircraft safety. Aircrafts need adequate illumination for night time landing. New technology such as high-power LEDs allow for better suited light distributions, more whitish light compatible for mesopic lighting conditions and reduced glare in adverse weather conditions. LEDs and the associated electronics are more susceptible to harsh environmental conditions and this needs to be accounted for in the design of the equipment. Highly conductive metal core PCBs (MCPCB) allow for adequate cooling in a mirror telescopic optical arrangement when coupled with robust active cooling. Closed loop optical feedback of output flux ensures constant performance over the lifetime of the light unit and allows for indication of remaining useful life to the operator to plan maintenance activities. Parylene coating inhibits premature degradation of the LEDs induced by water vapor and corrosive gases.

Hessling, Andre

Bell 412EPI Engine and Glass Cockpit Upgrade

F-0070-2014-9654

5/20/2014

This paper introduces the Bell 412EPI engine and glass cockpit upgrade. Design features of the Pratt and Whitney Canada (P&WC) PT6T-9 Twin Pac® and the Bell BasiX-Pro® Integrated Avionics System are described. The certification approach, aircraft development, and flight testing are discussed. Procedures and flight profiles for Category A takeoffs are shown for three types of surfaces, Ground Level Helipad, Elevated Helipad, and Runway. Example time histories of measured data are presented for Rejected Takeoffs and Completed Takeoff maneuvers. Hover and Category A performance data are shown, and comparisons are made to the baseline Bell 412EP. A fifteen percent increase in hot day takeoff power available results in increased hover capability. New 30-second OEI, 2-minute OEI, and Continuous OEI ratings provide substantial increases in Category A gross weight capability.

Schillings, John, Oltheten, Erik, Greenwood, Jeff, Thomas, BJ, Runge, Hans, Sowers, Dale

De-Icer Quantification and Phase Transition Detection by Raman Spectroscopy

2013-01-21019/17/2013

Winter maintenance is based on the intervention of operating services, as well as the use of deicers. Each year, in France, thousands of tons of deicers are spread through runways and taxiways. On the airport sector, the main deicers are sodium or potassium acetates and formates. All these deicers aim to prevent ice formation (preventive strategy) and/or improve the ice melting of snow residual film (curative strategy) at temperatures below 0°C. The operating principle of these compounds is based on the lowering of the solution's freezing point once dissolved in water. The phase diagram's knowledge is predominant to determine the deicer's amount to be applied on the surface. It provides a way to optimize their amounts applied with respect to weather conditions, present or forecasted. The Center for Technical Studies of Equipment in East of France (CETE de l'Est) developed and implemented a method based on Raman spectroscopy to characterize aqueous solutions of airport de-icers. This application determines the phase transition temperatures of these solutions, according to their concentration. The spectroscopic tool being portable, its use could be easily conducted on the field, avoiding any sample collections. Furthermore, this spectroscopic tool enables the determination of the amount of de-icers used to generate the solution. This study also highlighted some differences between the freezing curves of different deicers, as well as the possible presence of phases with unknown chemical and mechanical properties, such as the metastable phase potassium formate. Additional lessons related to winter maintenance could be taken, on the shelf-life of these products as an example.

Durickovic, Ivana, Marchetti, Mario, Poissonnier, Stephanie, Casteran, Guillaume, Mansour, Rachel, Schweigert, Nathalie, Mars, Benoit

USV3: An Autonomous Space Vehicle with Re-Entry and Landing Capability

2013-01-21969/17/2013

CIRA, the Italian Aerospace Research Centre, in the framework of the national space program has carried out a feasibility study of a future re-entry spacecraft concept with automatic re-entry and landing operational capability. Such vehicle will be injected in a LEO orbit (i.e. 300km) by the VEGA launcher to execute few revolutions around the Earth and then perform an automatic re-entry flight. After de-boosting by the VEGA AVUM upper stage the vehicle will execute an autonomous flight from hypersonic to subsonic regimes allowing terminal area energy maneuvers, approach and landing on conventional runways. Different challenging design and technology performance shall be fulfilled by the vehicle configuration, materials and functional architecture. In particular, the vehicle shall exhibit improved aerodynamic and maneuverability characteristics together with innovative GNC approach allowing more flexibility in the re-entry trajectories, as compared to typical lifting re-entry vehicles. Possible re-entry trajectory duration beyond one hour is particularly challenging for TPS design, because it has a direct impact on the thickness of the insulator used to protect the internal cold structure and avionics subsystems. A new challenging task of autonomous landing on conventional runway was added to this vehicle compared with previous CIRA studies and experiences and asking for a landing gear design constrained by the limited volume available and the high speed at touch down. The present paper describes, after a general overview of the mission and vehicle requirements and of the mission scenario, the main results of the analysis carried out during feasibility phase of the study on Aerodynamics and Aerothermodynamics, Re-entry Trajectories, Structures and Mechanisms, Thermal Protection System and on the overall system.

De Stefano Fumo, Mario, Guidotti, Giuseppe, Paletta, Nicola, Richiello, Camillo, Vecchione, Ludovico

Open LED Protectors

TBMG-157572/1/2013

Littelfuse, Inc. (Chicago, IL) has developed a new line of open LED protectors optimized to provide superior protection against open LEDs. The PLED6M Series LED protector is designed to provide a switching electronic shunt path when an LED in an LED string fails as an open circuit. This ensures that the entire array of LEDs will continue providing illumination even if a single LED in the string fails. The new LED protectors provide greater lighting reliability in applications where uninterrupted illumination is critical, such as street, subway, runway, and tunnel lighting, as well as vehicle headlights, roadside warning lights, and outdoor signage.

Embedded Graphics Processor

TBMG-144558/1/2012

Rockwell Collins (Cedar Rapids, IA), a designer of communications and avionics systems for the aerospace and defense industries, has selected the AMD Radeon™ E2400 embedded graphics processor for inclusion in its integrated flight deck product, Pro Line Fusion™. Chosen for its 3D graphics rendering capabilities, the E2400 generates realistic graphical models of the external aircraft environment to improve awareness of terrain, obstacles, and runways in low-visibility conditions. Pilots use the critical information to make informed decisions through the various phases of flight.

ARINC REPORT 443

ARINC443 (Current)4/7/2010

The purpose of this report is to illustrate to airfield and airport authorities the need for timely, accurate information regarding actual or planned changes to the physical airfield, recognize the changes in regulatory requirements in flight training, specifically visual database elements used in simulation, identify critical data elements for designing visual databases, and describe the elements and their uses in a simulated training environment. The list and descriptions of required visual database data elements will provide guidance to airfield and airport authorities and suppliers of data regarding minimum levels of data required to accurately create and maintain a visual representation of an airfield or other aircraft operating area. The report will also be used to provide information from airfield operators and managers concerning physical changes or additions to runways, taxiways, land-side gates, and the surrounding area.

Flight Simulator Engineering and Maintenance Committee

Electronic System for Preventing Airport Runway Incursions

TBMG-35292/1/2009

The figure is a block diagram of a proposed system of portable illuminated signs, electronic monitoring equipment, and radio-communication equipment for preventing (or taking corrective action in response to) improper entry of aircraft, pedestrians, or ground vehicles onto active airport runways. Such an entry, denoted a runway incursion, poses a risk of collision with an aircraft properly moving on the affected runway. The major causes of runway incursions are mistakes by pilots, ground-vehicle drivers, and control-tower personnel. Heretofore, there have been no automated, systematic, reliable means of monitoring and regulating airport ground traffic to prevent or correct for runway incursions. The main overall functions of the proposed system would be to automatically monitor aircraft ground traffic on or approaching runways and to generate visible and/or audible warnings to affected pilots, ground-vehicle drivers, and control-tower personnel when runway incursions take place.

Dispersion of De-Icing Chemicals to the Areas Along the Runways at Oslo Airport Gardermoen

2007-01-33519/24/2007

Oslo Airport Gardermoen is located on the largest unconfined groundwater aquifer in Norway and acts upon strict governmental regulations concerning groundwater balance and contamination of groundwater and surface waters. In the cold Norwegian winter climate, de-icing of aircrafts and runway systems is necessary for safety reasons. The aircraft de-icing fluids (type 1 and type 2) are based on propylene glycol (PG). Potassium Formate (PF) is used for de-icing of runways and taxiways. Aircraft de-icing takes place on remote de-icing platforms. At each platform there is a system for drainage of excess de-icing fluid, but some is passively dispersed from the aircraft body to the area along the runways and mix with snow. During melting, release of de-icers to the ground occurs. In such events the chemicals need to be biologically degraded in the unsaturated zone to meet the governmental requirements. To avoid negative effects on the environment and to meet governmental regulations, information on use and dispersion of de-icing chemicals is essential. Quantity and distribution of the dispersion, surface run-off and infiltration processes in frozen soil is significant factors in order to determine the chemical load to the underground and potential load to local streams. The dispersion of de-icing chemicals has been monitored at Oslo Airport Gardermoen from 1999 - present. The results show that about 10% of used PG is dispersed to the area along the runways, and that the highest load is observed from 400 m to 1000 m after start position for take-off. The chemical load is also observed to be higher closer to the runway edge. The total load of PG is 100 - 200 tons per season (170-340 tons as COD). All 200 tons of Formate (70 tons as COD) used on the runway system is dispersed to the same area. The snow in the hot spot area can contain up to 10.000 ppm as COD, and the load can be up to 3 kg COD/m2 in one season. Results from the 2005/2006 and 2006/2007 seasons indicate that it is mainly PG type 2 that is being dispersed to the area along the runways, and the hypothesis is that most of the type 1 PG drips off the aircraft on the de-icing platforms or on the taxiways when taxing to the runway.

Øvstedal, Jarl, Wejden, Bente

Ground-Penetrating Radar

TBMG-468210/1/2006

AFRL engineers used prototypes of recently developed ground-penetrating radar (GPR) and electronic cone penetrometer (ECP) devices to determine whether voids and anomalies in a particular airfield's subsoil were facilitating crack formation in an aircraft runway. Using the data collected during their Langley Air Force Base (AFB), Virginia, investigation, they were able both to determine the extent (and, in some cases, the cause) of the subsoil deterioration and to provide several recommendations for repairing abnormal or weakened portions of the runway. This field investigation also provided valuable information about the AFRL-developed prototype inspection devices; the evaluation results will aid designers in further refining these developmental products.

The Spatial Standard Observer

TBMG-189/1/2006

The spatial standard observer is a computational model that provides a measure of the visibility of a target in a uniform background image or of the visual discriminability of two images. Standard observers have long been used in science and industry to quantify the discriminability of colors. Color standard observers address the spectral characteristics of visual stimuli, while the spatial standard observer (SSO), as its name indicates, addresses spatial characteristics. The SSO is based on a model of human vision. The SSO was developed in a process that included evaluation of a number of earlier mathematical models that address optical, physiological, and psychophysical aspects of spatial characteristics of human visual perception. Elements of the prior models are incorporated into the SSO, which is formulated as a compromise between accuracy and simplicity. The SSO operates on a digitized monochrome still image or on a pair of such images. The SSO consists of three submodels that operate sequentially on the input image(s):

Gasdynamics and Optics of an Aircraft Condensable Wake

96554810/1/1996

The possibility of visualization of an aircraft jet-and-vortex wake above a landing strip is investigated. The processes of water vapor heterogeneous condensation and droplets coalescence due to turbulent pulsation are taken into account. Numerical examples for the case of B-747-type flyer take-off are presented.

Stasenko, A.L., Grinats, E.S., Kashevarov, A.V.

Fluid, Generic, Deicing/Anti-Icing Runways and Taxiways

AMS1435 (Historical)4/1/1995

This specification covers deicing and anti-icing materials in the form of a fluid.

AMS J Aircraft Maintenance Chemicals and Materials Committee

The Autonomous Airplane Concept

92191810/1/1992

Today we have approximately 250 Flight Management Systems (FMS) equipped airplanes operating in the United States and an additional 250 worldwide. This represents approximately 100 million dollars (minimum) in purchased technology. Knowledgeable sources estimate that we are using this technology at a 30% efficiency level. I believe that we have a plan for gaining much of the additional 70% capability of these systems and that by moving forward with this plan we can achieve a degree of autonomy that will broaden the horizon of commercial air transportation. By advancing the technology and utilization of flight management systems, we can greatly reduce our dependence on ground-based systems. By way of an overview, we will first define what goes into a candidate flight management system. Then, in order to better understand FMS capabilities we will cover the background associated with development and certification of current production flight management systems. An important item in that regard is the current effort underway in the United States, in cooperation with the FAA, to develop procedures and applications for FMS that will improve safety and efficiency in the national airspace system. Finally, no program would be complete without a look at the future. I will cover the goals that we should be considering as we develop applications for advanced flight management systems.

Syblon, W. H.

Compound, Solid Deicing/Anti-Icing Runaways and Taxiways

AMS1431A (Historical)1/1/1992

This specification covers deicing and anti-icing compound in the form of a solid. This compound is used typically for deicing/anti-icing aircraft maneuvering areas, such as airport aprons, runways, and taxiways, but usage is not limited to such applications.

G-12F Fluids Subcommittee

Fluid, Deicing/Anti-Icing, Runways and Taxiways Potassium Acetate Base

AMS1432A (Historical)10/1/1991

This specification has been declared "CANCELLED" by the Aerospace Materials Division, SAE, as of November 1995, and has been superseded by AMS 1535.

AMS J Aircraft Maintenance Chemicals and Materials Committee

Compound, Solid Runway and Taxiway Deicing/Anti-Icing

AMS1431 (Historical)1/1/1990

This specification covers a deicing and anti-icing compound in the form of a solid. This compound are intended for use at airports on aircraft maneuvering areas, such as aprons, runways, and taxiways, for the prevention and removal of frozen deposits of snow, frost, and ice..

G-12 Runway Deicing Product Committee

MLS RNAV Accuracy Flight Tests

8922189/1/1989

This paper discusses the results of a series of flight tests conducted at various locations. The purpose of the flights were to obtain accuracy performance measures. Flights were conducted at the FAA Technical Center, Atlantic City, N.J., Tamiami Airport in Miami, Florida, and Lebanon, New Hampshire. The flight tests conducted at Atlantic City included computed centerline approaches in which the azimuth transmitter was offset 500 feet and 1000 feet from the runway centerline. The Lebanon flight test consisted of a computed centerline approach where the azimuth is more than 400 feet off the runway centerline. A series of precision approaches were conducted during the flight tests at Tamiami Airport. These included a multi-segment glide path on the runway where the equipment was sited, an approach to a parallel runway (3500 feet offset) and an approach to an intersecting runway. Results of these flight tests indicate that category I computed centerline operations could be conducted across a wide range of MLS siting conditions.

Mackin, Cliff, Magrogan, Michael

Analytical Studies for Computed Center Line Operations

8922199/1/1989

This paper presents the results of several analytical studies performed to provide information on computed centerline operations using Microwave Landing System (MLS) Area Navigation (RNAV) equipment. These studies addressed several issues. These issues included factors effecting positional accuracy, use of elevation information, and computed signal quality. Analytical results were obtained with Monte Carlo simulation techniques which used the International Civil Aviation Organization's (ICAO) azimuth, elevation, and precision distance measuring equipment (DME/P), path following error specifications and signal degradations in Annex 10 to the International Standards, Recommended Practices and Procedures for Air Navigation Services. Data collection flights were performed at the Federal Aviation Administration (FAA) Technical Center in Atlantic City, New Jersey to validate the analytical results. During these tests the azimuth station was offset 500 and 1000 feet from the runway centerline. Results of these studies indicate that category I computed centerline operations could be conducted across a wide range of MLS siting conditions.

Wolf, Chris, Billman, Barry

Airline Operations and the Contaminated Runway

881460

10/1/1988

AN OVERRUN ACCIDENT WELL-KNOWN to the aviation industry happened at Boston's Logan Airport on January 23, 1982. A DC-10 landed on a runway contaminated by hard-packed snow and glazed ice overlaid with rainwater and went off the runway end at 49 knots. Could that airplane have stopped on the runway? Nobody knows the answer. Logan Airport had no means of establishing, with reasonable accuracy, how slippery that runway was on that evening. Furthermore, would it have made any difference if friction measurements had been made with state-of-the-art equipment and the results made available? This paper seeks to highlight some well-known problems and suggest ways and means to reduce risk on the contaminated runway.

Anfindsen, Knut