Assessment of Runway Surface Conditions by British Pendulum Testing under the Global Reporting Format Winter Conditions

Abstract

Poor braking performance on runways during winter is one of the most significant factors causing runway excursions. The International Civil Aviation Organization (ICAO) proposed a standardized method, named the Global Reporting Format (GRF), to establish runway surface conditions based on human observers. The GRF includes the description of most winter conditions. This work aimed at reproducing the GRF winter conditions in the laboratory, and to monitor the effect of the surface conditions, both without surface treatment and with surface treatment using liquid runway de-icing products (RDP) in both de-icing and anti-icing modes, using the British Pendulum Tester (BPT). The reproduction of the GRF winter conditions was possible in the laboratory since the BPT results correlated well with the GRF ratings. The worst conditions retained snow on ice. Wet conditions obtained with water and RDPs (potassium formate KFO, potassium acetate KAC and hybrid glycol-KAC HYB) behave similarly, indicating that RDPs alone on a runway for prevention are not any more dangerous than just water. The range from wet to dry, equivalent to a British Pendulum Number (BPN) from ~40 to ~50, was considered as good conditions on the runway. All the RDPs tested in the study improved the BPN from untreated conditions. In most of the conditions, the RDPs improved the BPN to values in the range of favorable conditions. KFO and KAC reacted almost in the same way for each condition. However, the HYB was better in conditions with ice. The obtained results demonstrated that simulated laboratory winter conditions could be used to determine the efficiency of RDPs in both de-icing and anti-icing modes.

Advancing Insights into Runway De-Icing: Combining Infrared Thermography and Raman Spectroscopy to Assess Ice Melt

“…Standard runway maintenance operations in regions subject to freezing, e.g., Canada and the northern United States, involve applying thousands of tons [11] of de-icing products in liquid (aqueous solutions) or solid form. Despite the importance of winter conditions on airport operations and budgets, little effort has been made toward evaluating de-icing and anti-icing product performance or determining the optimal amounts of product to be applied to runways [12][13][14]. Product suppliers typically suggest application rates [15][16][17] and the duration of product effectiveness on the basis of their own experience and knowledge.…”