October 2008 Archives

Friday, October 31, 2008 - 13:14:25 ET

The CRFI, Part 2

Let's take a look at an example METAR with CRFI data in it:

CYFB CRFI 17/35 -22 .34 0201190630

In order, the block of data contains:

• Airport/Station Ident
• CRFI Indicator
• Runway
• Temperature
• CRFI value
• Date/Time reading was taken

So the CRFI for runway 17/35 is 0.34. We can use this value now to figure out how much extra runway we may need on landing. Let's take a look at Table 1 in the AIM, Section AIR 1.6.6. You can also find the CRFI charts in the CFS.

If your performance calculations indicate that you will need 2000 feet of runway to land, with a CRFI of 0.34, you will in fact need 4170 feet. We used table one because the type of aircraft we're flying does not have discing or thrust reversers. One thing to note. These distances assume that you're wheels do not lock/skid when you apply brakes.

It is important to do all your performance calculations first, then use the table to find out the extra distance needed due to the CRFI. It's not recommended that you extrapolate the data in the tables either. You should also round down to the nearest CRFI value.

Table three allows you to figure out your maximum allowable crosswind. It's your standard cross-wind chart/calculator with the addition of CFRI values along the top and bottom. Looking at the chart, you can see that the maximum allowable crosswind for a CRFI of 0.34 is approx 12knots. At that speed and above, you may be unable to stay on the runway as the wind will blow your aircraft off to the side as there is insufficient friction on the runway to keep you in place.

In my next post, I am going to talk another winter tool that complements the CRFI. It's the runway surface condition report! Stay Tuned.

Comments (2) | Permalink | Category: Training

Thursday, October 30, 2008 - 13:39:11 ET

The CRFI

Back in January of 2007, I breifly talked about the Canadian Runway Friction Index (CRFI). With the recent winter-like weather in Southern Ontario I figured this would be a good time to go into more detail.

Most progression in aviation safety is usually prompted by a previous accident or incident. The creation of the CRFI was no exception. A Fokker F-28 slid off the end of the runway at Dryden in March 1989, killing 24 of the 69 persons on board. An inquiry was created and the Dryden Commission stressed the need to come up with a way to measure and apply corrective measures for differing runway surface conditions.

Transport Canada teamed up with NASA (along with French and Norwegian authorities) to come up with a way to measure runway conditions. The study was started in 1996 and it's aim was the following:

• to study methods of friction measurement and define an International Runway Friction Index (IRFI) for worldwide use;
  
• to establish an international methodology whereby a common indication of runway conditions can be established worldwide; and
  
• to study the operational performance of aircraft on contaminated surfaces and establish a relationship with the harmonized index (IRFI).
  

Tests were performed in North Bay, Ontario, Wallops Flight Facility in Virginia, Oslo Gardermoen Airport, Munich and at Erding Airbase. Tests were also conducted at Prague Airport in the Czech Republic and at the New Chitose Airport, hosted by the Japanese civil aviation authority.

A database was developed and made available that contains test data from over 38,500 runs with 44 devices of 14 different makes. Test surfaces include at least six different ice conditions, packed snow, loose snow from .25 mm to 100 mm, and over 30 wet and dry surfaces. Test temperatures range from -25°C to +10°C.

In the end, two standards were created.. The CRFI as well as an international version called IRFI.

A survey in 2001 was released to over 3,000 airline transport pilots requesting their input on how they use the CRFI. Here are some of the findings:

• In winter 2000-01 about half the pilots reported either remaining airborne until runway friction improved or diverting to another airport.
  
• Reductions in weight prior to take-off or while en route were far less common.
  
• Friction values need to be updated more frequently, particularly at small airports, and steps taken to ensure readings are current and have been updated when significant changes in conditions occur.
  
• Over 20% of pilots of large jet aircraft had not received any formal training on the use of runway friction information, and only half had received training in the previous 12 months
  
• For landings on runways that are icy or covered with compacted snow, most pilots apply a 15% increase in landing distances, which is a requirement for many aircraft on wet runways.
  

Even for light aircraft, the CRFI is still an important part of your flight planning. One thing I've noticed, especially at Buttonville, is the lack of updates to the reported CRFI. In my experience the CRFI has only been updated once, during the morning, and that's it. I'm glad they do it anyways.

Tomorrow I will talk about how to apply the CRFI to your flight planning. How to use the available graphs as well as how to calculate any increase in take-off and landing distances. Stay Tuned.

References: http://www.tc.gc.ca/TDC/publication/tp13361e/13361e.htm

Comments (2) | Permalink | Category: Training

Wednesday, October 29, 2008 - 21:07:18 ET

The "new" CFS

I got the latest edition of the CFS (Nov 20-Jan 15) yesterday by mail and noticed something peculiar. It was much smaller! I would estimate approx 25% smaller when compared to the two editions previous.

There are still the same amount of pages, however the paper seemed different. I think they are using a higher grade/weight paper in this edition. It doesn't feel as "newsprinty" as the previous editions. It feels much sturdier too!

Also to note is the small addition of RVR information for runways/aerodromes that support operations below 2600RVR. See page A2 of the CFS for more info.

I'm going flying on Saturday!

Comments (0) | Permalink | Category: Interesting Things

Thursday, October 23, 2008 - 12:02:16 ET

Nick's Icing Presentation

Further to my last blog post. I've been able to obtain a copy of Nick's presentation. I've made the original Power Point available. As well as a PDF. You just don't get the cool animations with the PDF.

Download Power Point
Download PDF

You can also visit Nicks website at aerosafety.ca.

Comments (1) | Permalink | Category: Interesting Things

Tuesday, October 21, 2008 - 13:57:33 ET

Understand Why

Last week I attended this months Transport Canada Aviation Safety Seminar. The topic was winter weather and icing presented by a CBC Meterologist (Nick Czernkovich).

I learned quite a few new things thanks to his presentation. Consider the following situation:

You're flying above the clouds in non icing conditions. As your making your way to your destination you realize that there is freezing drizzle forecast/occurring for your time of arrival. This was not anticipated.

However your alternate is currently experiencing freezing rain. There are other options, however. Another airport is showing hail, while a fourth is showing snow.

Essentially what Nick is going to answer is: "Given the type of precipitation falling, can you determine your risk/chance of icing as you descend into the clouds and land at the airport?"

The answer is yes. Unfortunately, I didn't take any notes during the presentation so I can't give you any more detail then that. Your best bet is to land at an airport with snow. This type of condition will yield the least amount of icing.

One of his pet-peeves are pilots that go straight to the METAR and TAFs for their weather briefing. His philosophy is to take a look at all available resources: GFAs, METARS, Upper Winds, etc.. Don't look at what's happening now, but what happened in the past few hours. Understand the current weather conditions and make your predictions. Correlate what you think is going to happen with the TAF. They should match.

If you understand why the weather is going to be a certain way, then you are better prepared for designing exit strategies when you encounter adverse weather.

Icing was the main topic of discussion however the focus was more on tailplane icing, rather than wing/airframe icing. Recovering from a tailplane stall is way different than recovering from a wing stall.

He suggested that you purchase the NASA Icing package which includes videos, simulations, and data on all of the research NASA has done on icing. The entire package is available for only $10 from Sporty's.

I'm going to see if I can get a copy of Nicks presentation.

Comments (3) | Permalink | Category: Interesting Things

Monday, October 13, 2008 - 09:21:05 ET

Fall Colours

A friend and I headed up to Parry Sound this past Saturday. I would recommend to everyone (In southern Ontario) to take advantage of this 23°C weather and blue skies to get into the air and enjoy the autumn to it's fullest.

For the first time ever, the airplane I wanted to use was "timed out". That is, there was about only 1 hour left before the necessary 50 hour inspection. There was some discussion at dispatch about getting a 10 hour extension. I decided to err on the safe side and get another (and what ended up being a better) aircraft.

I flew the (new to the fleet) 172R C-GKRF. The cool thing about this aircraft is that it has a two axis auto pilot! Heading and Altitude. I took advantage of both throughout the flight. There were some things to note.

The Midland VOR isn't your standard "witches hat" style VOR. The Simcoe VOR is a good example of that. Instead it's a really tall antenna. I'm not sure why this is the case, but if anyone can shed light on why this is please let me know.

The airplane is equipped with a Garmin GNS430w gps/radio. The map was not displaying class C or D airspace. I couldn't figure out how to display it. I found the manual on Garmins website and now I know for next time!

I was able to find Buttonville airport fine coming from the north as 15 was the active and the REILs were flashing away. I was cleared for the straight in approach.

Thanks to Marco for keeping me company during the flight and providing such excellent photos.

Comments (2) | Permalink | Category: Training

Tuesday, October 7, 2008 - 12:48:47 ET

Stuck Mike & ILS Lesson

This clip was posted to liveatc.net.

Stuck mike during an ILS lesson. Personally I think I would have a hard time learning from this instructor.

As always, comments from the peanut gallery after the stuck mike has been identified are hilarious.

Comments (4) | Permalink | Category: Interesting Things

Friday, October 3, 2008 - 14:36:06 ET

Did You Know?

That the following CBC Meterologists all have at least a PPL? I found this out by accident today at work while doing some research.

John Sauder CBC News at Six Manitoba

Johanna Wagstaffe CBC News: Weather Centre

Nick Czernkovich CBC News: Weather Centre (Not Confirmed)

I wonder if that's a pre-requisite to getting hired ;)

Although not a meteorologist, Jacquie Perrin of CBC Newsworld is a pilot as well.

Comments (2) | Permalink | Category: Interesting Things

Friday, October 3, 2008 - 13:59:58 ET

Oct 15th, Aviation Safety Seminar

This months safety seminar is all about weather. CBC News Meteorologist Nick Czernkovich will cover the ins and outs of the fall and winter weather.

Ground operations, fog, and aircraft icing are some of the topics to be discussed. Nick will bring the latest information and research on winter weather, including new technology that will enhance forecasts in Toronto.

I plan on attending. If anyone else is, let me know!

For more information see the Transport Canada website.

Comments (0) | Permalink | Category: Interesting Things

Wednesday, October 1, 2008 - 10:29:19 ET

Porter Landing In The Windy City

Porter announced today that they will be flying to Chicagos Midway airport starting November 12. Flights starting at $149.

I'm sure if Meigs was still around, they'd be using that airport instead.

Comments (3) | Permalink | Category: Interesting Things