About two measures for overrun prevention in Volga-Dnepr Group Valeriy Sharov, Deputy Director of Flight Accident Prevention Department

Content 1. Research work for finding correlation between Russian Friction Coefficient and Canadian Runway Friction Index Why it was important for us Participants and methodology Conducting of measurements Results 2. Development of the special software for detection of "dangerous landings Idea of the method The program interface and how it is used 3. Conclusion 2

VOLGA-DNEPR GROUP includes two cargo airlines: Volga-Dnepr and AirBridgeCargo 3 AirBridgeCargo Airline fleet Twelve Boeing -747: - one B F, - five B ERF, - three B F, - two B-747-8F. Volga-Dnepr Airline fleet Ten AN Four IL- 76-TD-90-VD Volga-Dnepr flies to more than 1000 airports of 140 countries

Overrun prevention has always been one of our main concerns because : Several incidents of overrun with An occurred from 1996 to 2007, all of them in Canada; In all cases there was non sufficient pilots awareness of RW conditions; There is no international standard for friction characteristics for RW surface conditions (Airport Services Manual. Doc. 9137, ICAO, 2002); Pilots of Russian made aircraft have to transform friction indexes into Russian Standard Friction Coefficient to perform calculations according to AFCM. 4 Windsor, 2000 Gander, 1997 Trenton, 1996 Gander, 2007

Different systems of measurement and presentation information of RW conditions Canada: Aircraft Movement Surface Reporting includes the description of RW surface and digital Canadian Runway Friction Index –CRFI Aeronautical Information Manual TP-14371E, Transport Canada, 2007.) CRFI is measured by Electronic Decelerometer mounted on a special vehicle RF: description of RW surface and digital Standard Friction Coefficient- SFC (Civil Airport OM of RF Moscow, 1995). SFC can be measured by: friction trolley ATT-2; decelerometer ; braking time or distance 5 Several types of conflicting SFC/CRFI tables had been used in Russian airlines. In 2008 we decided to to clarify the situation in cooperation with …

6 Gromov Flight Research Institute (FRI) and Gander International airport Daniel Byrne, Brian Hicks, Safety Senior Aerodrome Manager, (left) Inspector V.Sharov, Volga-Dnepr Specialists of Gromov FRI Dr. M. Pavlov, head of the research T. Zakharova, engineer

Measurement procedures TES MK-3 7 We failed to bring ATT-2 to Gander. Taking into account time limitation special methodology of measurements was developed and d uring 4 days 10 sets (175 runs) were executed TES MK-3

Results: CRFI/ SFC Correlation 8 Within accuracy required for flight operation SFC=CRFI. Documented in OM We informed CAA RF & Transport Canada

Overrun probability assessment in successful landing 9 D1D1 D2D2 D3D3 LLDA 50 (15м) Touchdown point Beginning of use of wheel brakes Full stop D 1 – воздушный участок D 2 – промежуточный участок D 3 – участок торможения RW threshold D1D1 D1 and D2 taken from FDM and only D3 is a random value. Monte-Carlo method with number of modeling landings n= Levels of excessive probability: MEDIUM – HIGH - If probability exceeds limitation – it is a risky landing. Overrun – accidental event with non zero probability in every landing P [(D1+D2+D3)>LDA] >0

Algorithm of the program based on results of Canadian research of The program finds risky landings FDM Overrun probability Calculate Wind Lbr Ltd WGT Vbr RW