航空器衝出跑道與水飄的關連性研究

The Study of the Relationship between the Runway Excursion and Hydroplaning

官文霖(Wen-Lin Guan)

衝出跑道 ； 減速率 ； 風標效應 ； 減速率 ； 膠融水飄 ； 動力水飄 ； 黏滯水飄 ； runway excursion ； deceleration ； weathervane effect ； reverted rubber hydroplaning ； dynamic hydroplaning ； viscous hydroplaning

航空安全及管理季刊

1卷4期（2014 / 10 / 01）

352 - 379

繁體中文

本文回顧過去50年涉及衝出跑道類的飛航事故，研究其四大類風險，包括：天氣因素、飛航組員技術／決策、航機系統及飛航組員性能等。航空器的減速性能及橫向操控不當可能導致衝出或偏出跑道的風險，其原因係為組合性因素，至少包括：飛航組員對減速裝備之操控技巧、地面風及降雨、跑道摩擦係數、輪胎胎紋、道面積水深度、風標效應與可用的跑道距離等。於濕滑或受汙染跑道情況下，上述風險因子交織出複雜的的共通性風險，例如：不穩定進場、進場過快、落地過遠、道面抗滑不足等。本研究結果顯示，涉及疑似水飄的調查作業應採取排除法，根據現場證據研判有無風標效應、大側風、順風超限及膠融水飄；評估跑道摩擦係數檢測結果；研判道面積水深度是否達3公釐？根據道面紋理及坡度、輪胎胎壓及磨損情形，研判遭遇動力水飄或及黏滯水飄之可能性。根據飛航資料分析落地距離、煞車性能及反推力操作，如果所有減速裝備正常運作但減速率低於0.12g，有可能遭遇極度受污染的道面或是動力水飄，甚至是組合性的動力水飄與黏滯水飄。

The study reviews accidents involving runway excursion in the last 50 years, those results are categorized into four risks, including: weather, flightcrew technique/descision making, aircraft system, and flightcrew performance. When runway condition is wet or contaminated, inappropriate deceleration of aircraft may increase the risk of runway overrun or veeroff. Relevant research highlighted the combination factors, at least including: pilot techniques of deceleration, runway surface wind and rain, runway friction, tire treads, water depth, weathervane effect, and available landing distance. The above risk factors induced complex of common risks, such as: unstable approach, fast approach, long landing, and insufficient friction of the runway pavement. The study result depicts that the aviation occurrence, if involving away suspected hydroplaning phenomenon, investigators should be based on the relevant factual information to rule out the possibility of hydroplaning, according to the scene evidence to evaluate weathervane effect, extreme cross wind, excessive tail wind, reverted rubber hydroplaning. Judge the runway friction report and water depth on whether reaching 3 mm or not, then assess the runway textures and slope, tire inflation pressure and wear conditions, and determine the critical speed of dynamic hydroplaning. Those tasks are necessary to identify the possibility of aircraft encountering viscous-or dynamichydroplaning. According to the analyzed flight data such as landing distance, braking performance and the operational status of thrust reversers, if all of deceleration devices are operating normally, the deceleration rate is still less than 0.12 g, it is likely the aircraft encountered an extreme condition of contaminated runway, or dynamic hydroplaning/ combination of viscous-and dynamic hydroplaning.

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