overshot the runway meaning for sale

I understand its meaning in the context, but what does it exactly mean? I tried to Google the idiom, but I found only one hit in Urban Dictionary whose definition doesn"t seem to fit in the context (I don"t want to put it here).

I can"t find the origin of the idiom. I would like to know when and how the idiom started to mean what it means now. I can just speculate it could have started as a military term.

Recent Examples on the Web No one knows if these rapid increases will overshootand push the economy into a recession, causing markets to fall and unemployment.

One risk, O’Leary notes, it that the Fed may overshooton interest rates because the drop in housing prices, which takes 16 to 18 months to be correctly reflected in CPI data, is not being taken into account.

Markets are skittish that the Fed"s actions — which take a while to feed through the system — could overshoot, sending the US economy into a prolonged and deep recession.

These example sentences are selected automatically from various online news sources to reflect current usage of the word "overshoot." Views expressed in the examples do not represent the opinion of Merriam-Webster or its editors. Send us feedback.

His initial goal was to raise £1,000, but the overachieving nonagenarian overshotthings a little, finishing his 100 laps two weeks early on April 16, and raising, as of this writing, almost £19 million.

Noun Akatsuki spacecraft closed in on Venus seven years ago, its main engine failed and with no way of slowing down, the spacecraft overshotthe planet and barreled into orbit around the Sun.

In 1981, A Korean Air Lines Boeing 747 jetliner overshotthe runway while taking off from Manila’s international airport and skidded to a stop at the edge of a major highway.

These example sentences are selected automatically from various online news sources to reflect current usage of the word "overshot." Views expressed in the examples do not represent the opinion of Merriam-Webster or its editors. Send us feedback.

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That’s fodder for future research—but even without an overshoot effect, these results add support to the idea that you can and probably should taper your strength training at least a week before a big race.

to cause (an aircraft) to fly or taxi too far along (a runway) during landing or taking off, or (of an aircraft) to fly or taxi too far along a runway

This article is about the airport serving Aberdeen, Scotland. For airports serving other places called Aberdeen, see Aberdeen Airport (disambiguation).

Aberdeen International Airport (Scottish Gaelic: Port-adhair Eadar-nàiseanta Obar Dheathain) (IATA: ABZ, ICAO: EGPD) is an international airport, located in the Dyce suburb of Aberdeen, Scotland, approximately 5 nautical miles (9.3 km; 5.8 mi) northwest of Aberdeen city centre. A total of just under 3.1 million passengers used the airport in 2017, an increase of 4.6% compared with 2016.

The airport is owned and operated by AGS Airports which also owns and operates Glasgow and Southampton airports. It was previously owned and operated by Heathrow Airport Holdings (formerly known as BAA). Aberdeen Airport is a base for Eastern Airways and Loganair. The airport also serves as the main heliport for offshore North Sea oil and gas industry. With the utilisation of newer aircraft, helicopters can reach northernmost platforms on both the east and west of Shetland.

The airport has one main passenger terminal, serving all scheduled and charter holiday flights. In addition, there are four terminals dedicated to North Sea helicopter operations, used by Bristow Helicopters, CHC Helicopter, NHV and Babcock Mission Critical Services Offshore. There is also an additional small terminal adjacent to the main passenger terminal, used only for specific oil company charter flights to Sumburgh in Shetland.

The airport opened on 28 July 1934 as Dyce Aerodrome.Eric Gandar Dower for his other new enterprises including Aberdeen Flying School, Aberdeen Flying Club, and his airline, Aberdeen Airways.

During the Second World War the airfield became a Royal Air Force station known as RAF Dyce (Royal Air Force Dyce). It was the site of the Dyce Sector Operations Room within No. 13 Group RAF. Although fighter aircraft were based there throughout the Battle of Britain to provide protection from German bombing raids from Occupied Norway, it was mainly used as a photographic reconnaissance station. Anti-shipping operations by RAF Coastal Command were carried out from RAF Dyce as well as convoy escort.Luftwaffe on 26 July 1940 and 27 August 1940, however no damage was reported. A decoy site ("Q" Site) was located at Harestone Moss near Whitecairns. The aim of this site was to create the impression of an active airfield during the night. The decoy worked on around four occasions, where several raids resulted in bombs being dropped on the decoy site. The decoy site had a small underground bunker that housed a generator.A96 road, to deter German gliders landing to attack RAF Dyce, the flat areas across from Concraig Farm (between Blackurn and Kintore) had wooden poles erected as anti-glider landing poles. A Supermarine Spitfire IIa crashed at the east side of the airfield on 19 November 1941 during attack practice with a target glider being towed. F/O Zaoral is buried in the old Dyce graveyard, where some German aircrew are also buried that crashed in Aberdeen in 1940.

A significant wartime event occurred in May 1943 when a German Junkers Ju 88 night-fighter landed at Dyce; it was flown to Scotland by its crew, who wanted to defect to the Allies.FuG 202 Liechtenstein BC A.I radar. The aircraft survives and is displayed in the Royal Air Force Museum in London.

On 17 August 1943, a de Havilland Mosquito crashed following a stall in the circuit, crashing onto 5 John Street in Dyce village; another Mosquito on 10 April 1944 crashed on approach to the airfield. On 26 December 1944, A Messerschmitt Bf 109G signalling intentions to surrender crash landed at the airfield. On 16 May 1945, two pilots were killed when a Vickers Wellington bomber crashed on landing wrecking a goods train in Dyce railway station. During air-raids in the Second World War, aircraft were moved to East Fingask beside Oldmeldrum. One RAF building still remains at East Fingask, where aircrews waited for the "All Clear" before returning to Dyce airfield.

Virtually nothing remains from the war era at the airport due to expansion and development of the industrial estates around it. The original airport terminal was located at the east side where the Bond Offshore Helicopters Terminal 2 is located, a new terminal was built along with a new control tower to handle the increase in air traffic. The airport was nationalised in 1947 and was transferred to the control of the British Airports Authority (BAA) in 1975.

With the discovery of North Sea oil, helicopter operations began in 1967, linking the growing number of oil platforms to the mainland. As Aberdeen became the largest oil-related centre in Europe, the airport became the world"s largest commercial heliport.

Until March 2005, aircraft were not allowed to take-off or land between 22:30 and 06:00 local time due to noise constraints. The city council overturned this curfew, however, despite some Dyce residents" objections, and the airport is now open 24 hours a day to fixed-wing aircraftquota count of QC4 or below, and the overnight restrictions still apply to helicopters.

General aviation flight training for private pilots licences takes place from the east side of the airport. Signature Flight Support also handles most of the private flights and corporate jets that park on the Eastside Apron. An air ambulance (fixed wing) is based on the eastside in a dedicated hangar, Gama Aviation operates the Super King-Air aircraft. There is an additional air ambulance Eurocopter EC135 helicopter based at the airport for use during daylight hours to attend emergency incidents.

Aberdeen, being a major city in the oil industry has a number of oil company charter flights, these have included flights to South America and also Korea (via Abu Dhabi). Flights from the USA are regular visitors as well as the occasional military or VVIP flight.

In May 2011, the Aberdeen airport gained direct connectivity to Central Asia. Azerbaijan Airlines commenced an Airbus A319 service to Baku, facilitating ties between the oil and gas businesses of the Scottish city and Azerbaijan.

In October 2014, Heathrow Airport Holdings reached an agreement to sell the airport, together with Southampton and Glasgow, to a consortium of Ferrovial and Macquarie Group for £1 billion.North Sea oil fields.

In 2019 the airport was ranked worst in Scotland and sixth worst in the UK by Easyjet announced that they will axe their Aberdeen to Gatwick service.easyJet announced that they would reverse this decision and would restart flights to Gatwick Airport in May 2021.

Aberdeen International Airport has one fixed-wing aircraft runway (16/34) which is 1,953 m (6,407 ft) long and surfaced with grooved asphalt. Three further runways (H14/H32 which is 581 m (1,906 ft) long, H05/H23 which is 476 m (1,562 ft) long and H36 which is 260 m (850 ft) long) are available for helicopter use only.

The main terminal has 19 stands adjacent to it. Remote parking is available on other aprons located around the airfield. Four offshore helicopter operators each have their own aprons and hangars, with Bristows and CHC-Scotia located on the western side of the airfield and NHV and Babcock on the eastern side.

For flight training, Airbus/Eurocopter and Bristow Helicopters both have helicopter flight simulators in buildings at the airport. Alexander Air also operate GA flight training based from Aberdeen Airport.

On 22 May 1978, a British Airways Hawker Siddeley Trident (G-AWZU) overshot the runway ending up 200 ft into the grass at the northern end of runway 35 (now 34) due to wet weather. All 120 passengers survived with no injuries. The forward fuselage of this aircraft survives at the Jet Age Museum, Gloucester.

On 4 July 1983, Bristow Helicopters AS332L Super Puma (G-TIGD) crashed on landing at Aberdeen. During the approach from the North Hutton offshore platform, a loud bang was heard, followed by severe vibration. A distress call was made to air traffic control by the crew. Shortly before landing control was lost and the helicopter struck the runway heavily on its side. Ten of sixteen passengers received serious injuries. A tail boom panel had become detached in flight and damaged all five tail rotor blades. The resulting imbalance to the tail rotor assembly led to the separation of this unit and subsequent loss.

On 31 March 1992, BAe 146-300 (G-UKHP) overran runway 34 after landing during wet conditions with a high crosswind. The pilot failed to deploy the spoilers and ran off the end of the runway. The aircraft sustained only minor damage and no passengers were injured.

On 24 December 2002 a Swearingen Metroliner III (OY-BPH) of Danish operator North Flying crashed after takeoff from Aberdeen on a positioning flight to Aalborg in Denmark. Immediately after take-off the aircraft was suspected to have suffered a major power loss in its right engine and crashed into a field just to the south of the airport. It slid along the field and through a fence onto Dyce Drive, a main road into the airport, where it hit a moving car and then came to rest. The two crew and driver of the car survived the accident, with only one crewmember sustaining minor injuries.

On 22 June 2006, a City Star Airlines Dornier 328 (TF-CSB) operating a passenger flight from Stavanger, Norway, overshot the end of the airport"s runway by several hundred yards as it came in to land. None of the 16 passengers and 3 crew members on board were injured.

On 16 June 2020, a former Flybe Bombardier Q400 (G-JECK) made a low speed rear end ground collision with a stationary Loganair Embraer ERJ-145EP (G-SAJS), the former becoming wedged under the latter. There were no passengers on either plane and no injuries.

The Aberdeen–Inverness railway line and Dyce railway station are located alongside the eastern boundary of the airport. As of July 2020 there is no scheduled bus service between the station and the main passenger terminal which is located on the western side of the airfield.

Aberdeen Airport is served by local and express bus services operated by First Aberdeen and Stagecoach Bluebird. There is a dedicated Jet 727 bus service up to every 10 minutes to the main bus and rail station in central Aberdeen.747 Aberdeen Airport–Peterhead links the airport with Balmedie, Ellon, and Peterhead.

On 5 August 2019, the new X27 bus service was introduced which connects Aberdeen City Centre, Dyce railway station, TECA (P&J Live) and the heliports which are around a 5-minute walk to the main terminal.

A range of proposals to better connect Dyce railway station to the main passenger terminal have been suggested over the years. A rail link between the two was ruled-out in 2019 as being too expensive, with an estimated cost in excess of £100 million. Options such as walking long distance travelators or covered walkways, bus services or fixed trams as well as the possibility of a railway station at nearby entertainment venue P&J Live are still being considered.

"Aberdeen Airport runway extension opening". Aberdeen Airport. 6 October 2011. Archived from the original on 17 November 2011. Retrieved 28 March 2011.

"Aberdeen, Glasgow and Southampton airports sold in £1bn deal". BBC News. 16 October 2014. Archived from the original on 19 October 2014. Retrieved 20 October 2014.

"General Conditions of Carriage Archived 30 December 2011 at the Wayback Machine." British Midland. Retrieved 28 December 2011. "British Midland Regional Ltd Registered Office Aberdeen Airport East Wellheads Drive Dyce Aberdeen AB21 7EU"

Merson, Adele. "Trams and travelators options to link Aberdeen airport to new P&J Live arena". Evening Express. Archived from the original on 13 August 2019. Retrieved 13 August 2019.

A Boeing 737 cargo jet has been recovered from a lake after overshooting the runway on landing in France, forcing officials to call in heavy recovery equipment and mobilize over 100 personnel. Nobody was hurt during the ordeal.

The plane, operated by Spain"s Swiftair for Swedish cargo airline West Atlantic, is reported to have been flying a domestic route in France from Paris Charles de Gaulle Airport (CDG) to Montpellier Airport (MPL) early Saturday morning according to press release. crash has yet been offered.

A brigade of 60 emergency responders rushed to the scene, including water rescue specialists. The crew of three, however, were reportedly uninjured, and the cabin door appears to have remained above the waterline, simplifying the rescue. This left authorities only the plane"s recovery to see through, which meant calling in earthmoving equipment and multiple heavy cranes. Montpellier Airport remained closed to air traffic during the recovery process, forcing Easyjet to cancel its route between Gatwick Airport (LGW) outside London, England, and France.

As of about 6:00 p.m. Sunday, the plane had been recovered from the lake without inflicting any additional damage to its airframe, according to a follow-up press release. Videos uploaded to Twitter show the aircraft being hauled away via heavy truck, likely for investigation, which is underway at the hands of French air safety officials. Operations at Montpellier Airport are planned to resume on Monday afternoon according to @airlivenet on Twitter.

EAST ELMHURST, Queens (WABC) --Workers removed Republican vice presidential candidate Mike Pence"s plane Friday morning after it overshot the runway at LaGuardia Airport Thursday night.

The chartered 737 carrying the vice presidential nominee wound up caked in mud, dozens of feet beyond the end of the runway where the plane had just landed hard.

One of LaGuardia"s two runways reopened soon after the incident. The other runway reopened Friday morning, but travelers still should expect residual delays. The Port Authority advised passengers flying from LaGuardia on Friday to contact carriers for flight status and cancellations.

"Governor Pence and everyone on board the plane is fine. Thankfully some great work by the Port Authority and all the airport authorities, the dedicated flight attendants. There were no injuries. The Governor is obviously heading to end the evening and he"ll be back out on the campaign trail tomorrow," Pence"s spokesperson said.

ABC News Producer Ines de LaCuetara was on board the plane at the time of the hard landing. She said in a phone interview with Eyewitness News that there were two cracks on the runway from the hard landing.

"It just felt exactly like you think it would feel. The plane was kind of wobbling, it wasn"t braking, it kept going. There was a lot of noise. Things started kind of falling off chairs and from the overhead compartments. So you could tell something was wrong," de LaCuetara said.

She added that there have been other hard landings on the Pence plane, and everyone on board thought this would be like the others, until they kept moving.

"To do exactly the purpose that they served tonight, which is to slow down an aircraft that is approaching the end of the runway...cannot speculate on the cause of the incident," said Pat Foye, Port Authority Executive Director.

Oct 24 (Reuters) - A Korean Air Lines Co Ltd (003490.KS) jet with 173 people on board overshot the runway at Cebu International Airport in the Philippines late on Sunday, the airline said, adding that there were no injuries and all passengers had evacuated safely.

The Airbus SE (AIR.PA) A330 widebody flying from Seoul to Cebu had tried twice to land in poor weather before it overran the runway on the third attempt at 23:07 (1507 GMT), Korean Air said in a statement on Monday.

"Passengers have been escorted to three local hotels and an alternative flight is being arranged," the airline said of flight KE361. "We are currently identifying the cause of the incident."

Korean Air President Keehong Woo issued an apology on the airline"s website, saying a thorough investigation would be carried out by Philippine and South Korean authorities to determine the cause.Response crews gather around a Korean Air Airbus A330 widebody flying from Seoul to Cebu, which tried to land twice in poor weather before it overran the runway on the third attempt on Sunday, in Lapu-Lapu City, Cebu, Philippines October 24, 2022 in this picture obtained from social media. Randyl Dungog/via REUTERS

The A330-300 jet involved in the accident was delivered new to Korean Air in 1998, according to flight tracking website FlightRadar24, which said that other flights to Cebu had diverted to other airports or returned to their origin.

The Cebu airport said on its Facebook page that it had temporarily closed the runway to allow for the removal of the plane, meaning all domestic and international flights were cancelled until further notice.

The airline had a poor safety record at that time but sought outside help from Boeing Co (BA.N) and Delta Air Lines Inc (DAL.N) to improve its standards.

MUMBAI: An Air India Express flight overshot the runway today while landing at Mumbai airport. However, all passengers were safe and there was no damage to either the aircraft or the runway, the airline said in a statement.

"Air India Express flight IX 213 from Vijaywada to Mumbai, landed & came to halt deep into the runway at 2:51 pm, overshooting the runway. Now Air India Express Engineering team is inspecting the aircraft at Mumbai airport. All passengers are safe," reported ANI quoting Air India Express CEO KS Sunder.

Though there is no official confirmation about the reason why plane overshot the runway, slippery condition of the runway due to rains may be the reason behind the incident.

The Reserve Bank of India (RBI) Wednesday raised policy interest rates by a quarter percentage point, the sixth climb in a row for a key gauge, and signalled the latest increase gives it elbow room to pause before taking a broader directional call on the cost of funds amid widening differences within the rate-setting committee.

As hard as we"ve tried over the years, we can"t seem to come up with a definitive way of translating the condition of a runway into a number that we can plug into tables and charts to figure out our likelihood of stopping the airplane in the amount of runway in front of us. Our most recent attempt is known as a "Runway Condition Code" taken from a "Runway Condition Assessment Matrix." So that"s what is shown here. (If this is news to you, it was first unveiled with SAFO 16009.) I"ll follow that with some of the older systems in case you run into them.

Landing overruns that occur on wet runways typically involve multiple contributing factors such as long touchdown, improper use of deceleration devices, tailwind and less available friction than expected. Several recent runway-landing incidents/accidents have raised concerns with wet runway stopping performance assumptions. Analysis of the stopping data from these incidents/accidents indicates the braking coefficient of friction in each case was significantly lower than expected for a wet runway as defined by Title 14 of the Code of Federal Regulations (14 CFR) part 25 § Section 25.109 and Advisory Circular (AC) 25-7D methods. These incidents/accidents occurred on both grooved and un-grooved runways. The data indicates that applying a 15% safety margin to wet runway time-of-arrival advisory data, as recommended by SAFO 06012 (or current guidance), may be inadequate in certain wet runway conditions. Takeoff and Landing Performance Assessment (TALPA) procedures implemented by the FAA on October 1, 2016, added new insight as to how flightcrews can evaluate runway braking performance prior to landing. TALPA defines WET as “Includes damp and 1/8-inch depth or less of water,” while CONTAMINATED is “greater than 1/8-inch of water.”

To comply with § 139.339, the airport operator must utilize the NOTAM system as the 5.1.3primary method for collection and dissemination of airport information to air carriers and other airport users. When disseminating airport condition information there are three methods available to airport operators. The first and preferred method is NOTAM Manager, a direct-entry system.

The NOTAM Manager is a web-based application available to airport operators that directly inputs NOTAMs into the U.S. NOTAM system. It is important to note that the system is accessed through pull down menus that limit the airport operator"s options on what can be inputted. This essentially "ties their hands" and can lead to some confusion if pilots don"t understand the constraints of the NOTAM system. (More on that below.)

If you hear your runway is reporting a "3/3/3" is that good? Well it means all three segments of the runway are "medium" so I guess that"s better than a "2/2/2" but not as good as a "5/5/5" as you might suspect. But this is the system we have now and it is actually better than those "mu" or "RCR" numbers of the past in that they are supposed to be more accurate. I"m not so sure, but here is what the book says followed by some added information from the airport management side of the house.

Aircraft braking coefficient is dependent upon the surface friction between the tires on the aircraft wheels and the pavement surface. Less friction means less aircraft braking coefficient and less aircraft braking response.

Runway condition code (RwyCC) values range from 1 (poor) to 6 (dry). For frozen contaminants on runway surfaces, a runway condition code reading of 4 indicates the level when braking deceleration or directional control is between good and medium.

Numerical readings may be obtained by using the Runway Condition Assessment Matrix (RCAM). The RCAM provides the airport operator with data to complete the report that includes the following:

Assessments for each zone (see 4−3−9c1(c)) will be issued in the direction of takeoff and landing on the runway, ranging from “1” to “6” to describe contaminated surfaces.

When runway condition code reports are provided by airport management, the ATC facility providing approach control or local airport advisory must provide the report to all pilots.

Pilots should use runway condition code information with other knowledge including aircraft performance characteristics, type, and weight, previous experience, wind conditions, and aircraft tire type (such as bias ply vs. radial constructed) to determine runway suitability.

The Runway Condition Assessment Matrix identifies the descriptive terms “good,” “good to medium,” “medium,” “medium to poor,” “poor,” and “nil” used in braking action reports.

It seems like we"ve replaced highly subjective words ("good," "medium," "poor," and "nil") for seven numbers that may seem equally subjective. It also seems we gave up the science of the "Mu" number that is still used with the ICAO SNOWTAM system. But the change actually has more good than bad. We pilots don"t understand the process as well as we should and are too quick to hear the three magic numbers and stop listening. If you understand how the numbers are produced and the importance of the language that follows, you might have some very useful decision making tools. AC 150/5200-30D is what airport operators use to manage runway and taxiway reporting and snow removal. It has a lot of good information for pilots who want to "read between the lines" when it comes to an RCC.

Following the overrun accident of a Boeing-737 in December of 2005, the FAA found that the current state of the industry practices did not have adequate guidance and regulation addressing operation on non-dry, non-wet runways, i.e., contaminated runways. As such, the FAA chartered an Aviation Rulemaking Committee (ARC) to address Takeoff and Landing Performance Assessment (TALPA) requirements for the appropriate parts 23, 25, 91 subpart K, 121, 125, 135, and 139. In formulating recommendations, it became clear to the ARC that the ability to communicate actual runway conditions to the pilots in real time and in terms that directly relate to expected aircraft performance was critical to the success of the project.

The ARC got it mostly right but we need to keep in mind this was an industry-wide effort and though the business aviation community was represented, the largest users (the airlines) obviously carried more weight. So we got a system that is tailored towards large airports with sophisticated snow removal equipment. The system is also "one size fits all," so terms like "ice" on a runway in Alaska (dry and compacted and therefore rough) is equal to "ice" in New England (covered with a film of supercooled water). So let"s tackle this. Is the RCC a subjective measure? To find out, we should look at the RCAM presented above in AIM (a pilot"s manual) to what the airport operator is given. But you can"t do that unless you understand μ . . .

A Newton is the International System of Units (SI) derived unit of force. One Newton is equal to the force needed to accelerate a mass of one kilogram one meter per second per second. For more about this: Mechanics.

There are several kinds of friction but there are two in particular of interest to us pilots: static and dynamic. If the tires of your wheels are making good contact with the surface and not sliding in relation to the surface, you have static friction. If, on the other hand, the wheels are skidding or hydroplaning, there is motion of the tire in relation to the surface and that is dynamics friction. The only way to stop the airplane is to maintain static friction, so that"s what we will concentrate on here.

How about in English? If the surface is very "grippy" and will not allow the object to slide, it can have a coefficient of friction of 1.0 — meaning it would take just as much force to lift the object as it would to push it. If the surface is extremely slippery, it could theoretically have a coefficient of 0.0 — meaning it takes no effort at all the push the object. The coefficient of friction can be greater than 1.0. (Imagine the object velcroed to the surface, for example.)

So it would seem that having a good μ for a surface would make everything easy. The problem is that we don"t really have an easy way of figuring out μ with absolute precision. There are two ways around this problem. You can drag the object with a force scale and divide that by the object"s weight, or you can come up with some kind of gizmo to approximate everything.

As you can imagine these things can be less than accurate, though they have improved over the years. We pilots will not hear the term "Mu" (μ) from a U.S. facility because it has been excised from AIM and the Pilot-Controller Glossary. The following used to appear in the U.S. AIM:

MU (friction) values range from 0 to 100 where zero is the lowest friction value and 100 is the maximum friction value obtainable. For frozen contaminants on runway surfaces, a MU value of 40 or less is the level when the aircraft braking performance starts to deteriorate and directional control begins to be less responsive. The lower the MU value, the less effective braking performance becomes and the more difficult directional control becomes.

When the MU value for any one-third zone of an active runway is 40 or less, a report should be given to ATC by airport management for dissemination to pilots.

Even back then, the U.S. Aeronautical Information Manual seemed to discount any connection between Mu and good/fair/poor/nil qualifiers and you hardly hear the term "mu" in the United States any more. But airport operators use it. How?

FAA-approved friction measuring equipment may be employed to help in determining the effects of friction-enhancing treatments, in that it can show the trend of a runway as to increasing or decreasing friction. Airport operators should not attempt to correlate friction readings (Mu numbers) to Good/Medium (previously known as Fair)/Poor or Nil runway surface conditions, as no consistent, usable correlation between Mu values and these terms has been shown to exist to the FAA’s satisfaction. It is important to note that while manufacturers of the approved friction measuring equipment may provide a table that correlates braking action to Mu values, these correlations are not acceptable to the FAA. To ensure that data collected are accurate, qualified personnel should use FAA-approved equipment and follow the manufacturer’s instructions for use. Note: It is no longer acceptable to report or disseminate friction (Mu) values to aircraft operators. This includes informal dissemination outside of the NOTAM system. In support of this change the NOTAM system will no longer allow for the reporting of this information. Airplane braking performance cannot be directly related to Friction (Mu) values. Runway Condition Codes, which will be included in the runway condition NOTAM, where applicable, are directly relevant to the determination of required landing distances.

There are two basic types of friction measuring equipment that can be used for conducting friction surveys on runways during winter operations: Continuous Friction Measuring Equipment (CFME) and Decelerometers (DEC).

Continuous Friction Measuring Equipment (CFME). CFME devices are recommended (over Decelerometers) for measuring friction characteristics of pavement surfaces covered with contaminants, as they provide a continuous graphic record of the pavement surface friction characteristics with friction averages for each one-third zone of the runway length.

Decelerometers. Decelerometers are recommended (over CFMEs) for airports where the longer runway downtime required to complete a friction survey is unacceptable and for busy airports where it is difficult to gain access to the full length of a runway crossed by another runway. Decelerometers should be of the electronic type due to the advantages noted below. Mechanical decelerometers may be used, but should be reserved as a backup. Airports having only mechanical devices should plan to upgrade as soon as possible. Neither type of decelerometer will provide a continuous graphic record of friction for the pavement surface condition. They provide only a spot check of the pavement surface. On pavements with frozen contaminant coverage of less than 25 percent, decelerometers are used only on the contaminated areas. For this reason, a survey taken under such conditions will result in a conservative representation of runway braking conditions. This should be considered when using friction values as an input into decisions about runway treatments. In addition, any time a pilot may experience widely varying braking along the runway, it is essential that the percentage of contaminant coverage be noted in any report.

Electronic decelerometers eliminate potential human error by automatically computing and recording friction averages for each one-third zone of the runway. They also provide a printed record of the friction survey data.

Mechanical decelerometers may be used as a backup to an electronic decelerometer. The runway downtime required to complete a friction survey will be longer than with an electronic decelerometer. Mechanical decelerometers do not provide automatic friction averages or a printed copy of data.

We used to do these as pilots in the Air Force at some northern bases. The unit is mounted in the vehicle so as to measure longitudinal deceleration. You fire up the vehicle to a certain speed and jam on the brakes. The way I recall it, you floored it until the speedometer was pegged going as fast as you can on a very slippery surface, and then stomped on the brakes and tried not to soil your pants. Just to be sure, I asked someone who does these for a living and he said they go to 20 mph. Some of the meters output Mu (μ) directly, others put out G-units that have to be converted using a table.

Asking around various airport managers, there is a lot of technique involved to get consistent results. But the system can put out reliable deceleration values to enter into their version of the RCAM table (shown below) with a μ value. But there is more to it than that.

Lateral Location. On runways that serve primarily narrow-body airplanes, runway friction surveys should be conducted approximately 10 feet (3 m) from the runway centerline. On runways that serve primarily wide-body airplanes, runway friction surveys should be conducted approximately 20 feet (6 m) from the runway centerline. Unless surface conditions are noticeably different on the two sides of the runway centerline, only one survey is needed, and it may be conducted on either side.

The RCAM is the method by which an airport operator reports a runway surface assessment when contaminants are present. Use of the RCAM is only applicable to paved runway surfaces. Once an assessment has been performed, the RCAM defines the format for which the airport operator reports and receives a runway condition “Code” via the NOTAM System. The reported information allows a pilot to interpret the runway conditions in terms that relate to airplane performance. This approach is a less subjective means of assessing runway conditions by using defined objective criteria. Aircraft manufacturers have determined that variances in contaminant type, depth, and air temperature can cause specific changes in aircraft braking performance. At the core of the RCAM is its ability to differentiate among the performance characteristics of given contaminants.

Conditions Acceptable to Use Decelerometers or Continuous Friction Measuring Equipment to Conduct Runway Friction Surveys on Frozen Contaminated Surfaces.

5.1.4.1. The data obtained from such runway friction surveys are considered to be reliable only when the surface is contaminated under any of the following conditions:

Ice or wet ice. Ice that is melting or ice with a layer of water (any depth) on top. The liquid water film depth of .04 inches (1 mm) or less is insufficient to cause hydroplaning.

5.1.4.2. It is not acceptable to use decelerometers or continuous friction measuring equipment to assess any contaminants outside of these parameters.

The RCAM is the method by which an airport operator reports a runway surface assessment when contaminants are present. Use of the RCAM is only applicable to paved runway surfaces. Once an assessment has been performed, the RCAM defines the format for which the airport operator reports and receives a runway condition “Code” via the NOTAM System. The reported information allows a pilot to interpret the runway conditions in terms that relate to airplane performance. This approach is a less subjective means of assessing runway conditions by using defined objective criteria.

Airport operators normally access the system through the "NOTAM Manager" application. The first question will be "Is greater than 25% of the overall runway length and width, or cleared width (if not cleared from edge to edge), contaminated?" If the answer is no the only option will be to report contaminant percentage, type, and depth, when applicable, for each third of the runway, as well as any treatment. No Runway Condition Code is reported.

So you"ve got more than 25% coverage. The next thing to do is look at the left column on the RCAM and look for the type and depth of contaminant as well as temperature. Do that for each third of the runway. If only a portion of the runway is cleared (such as the center 75"), you only have to consider that portion. Unless you have upgrades and downgrades, the Runway Condition Codes will enter the system. Notice you didn"t have to do anything with the decelerometer.

If the airport operator thinks the RCC can be upgraded or should be downgraded, they can take a drive with an approved decelerometer. But only RCCs of 1 or 2 can be upgraded and even then they can only be upgraded up to a 3. You can take the decelerometer"s μ reading to upgrade or downgrade the RCC. What about pilot reports? Pilot reports can only be used to downgrade an RCC and only for the portion of the runway experienced.

Downgrade Assessment Criteria. When data from the shaded area in the RCAM (i.e., CFME/deceleration devices, pilot reports, or observations) suggest conditions are worse than indicated by the present contaminant, the airport operator should exercise good judgment and, if warranted, report lower runway condition codes than the contamination type and depth would indicate in the RCAM. While pilot reports (PIREPs) of braking action provide valuable information, these reports rarely apply to the full length of the runway as such evaluations are limited to the specific sections of the runway surface in which wheel braking was utilized. It is not appropriate to use downgrade assessment criteria to upgrade contaminant based assessments of condition codes (e.g., from 2 to 3).

The correlation of the Mu (μ) values with runway conditions and condition codes in the RCAM are only approximate ranges for a generic friction measuring device and are intended to be used for an upgrade or downgrade of a runway condition code. Airport operators should use their best judgment when using friction measuring devices for downgrade assessments, including their experience with the specific measuring devices used.

Pilot Reported Braking Action. This is a report of braking action on the runway, by a pilot, providing other pilots with a degree/quality of expected braking. The braking action experienced is dependent on the type of aircraft, aircraft weight, touchdown point, and other factors.

Simply fly long enough and you’ll eventually make a boneheaded or innocent mistake that gets in ATC’s way. Those may say a Pilot Deviation (PD) is where they “screwed up” or “ATC is blaming me for…” I’ve personally heard it put in many different—often creative—ways; I should keep a list.

Here is how the FAA defines it in FAA Order 8020.11D, “Aircraft Accident and Incident Notification, Investigation, and Reporting;” Chapter 1, “General Information;” Paragraph 7, Definitions: “Pilot Deviation (PD) – An action of a pilot that results in the violation of a Federal Aviation Regulation (FAR) or a North American Aerospace Defense (Command Air Defense Identification Zone) tolerance.”

How does this compare to what ATC might say on frequency? The definition above wouldn’t be issued by a controller, as we are not the ones to say if you did something wrong or not. Despite seeing a direct violation to instructions, our saving grace is saying the word “possible.” Notice of a “possible” PD is also referred to as the “Brasher Warning.” The name comes from Captain Jack Brasher who, in 1985, busted an altitude but didn’t get the warning from ATC, although it was part of their procedures. On appeal, the NTSB upheld the violation but overturned Brasher’s certificate suspension.

You might wish to review the excellent article by Mark Kolber in July, “Dude! You’re Busted!” in which he explains the formal process. My intent here is to give you the controller’s side of the process.

Imagine you’re the PIC, departing from Runway 27L. Tower: “N12345, I’ll call your right turn north east. Runway 27L, cleared for takeoff.” You respond appropriately. Maybe on a subconscious level, you realize that there are departures off of Runway 27R as well. You rotate and climb, and Tower tells you, “N12345, make it a left turnout; left turnout approved.”

It passes right through your mind and you respond correctly verbally, but not physically, as you start a turn to the right, into departures off 27R. Tower catches you in time and tells you to turn left immediately. While your mind is racing to catch up, you comply and make that left turn. Crisis averted, now what? You get that dreaded call, “N12345 advise you have a pen and paper.” This is where the fun begins.

The right—and wrong—way to respond to a deviation should be common sense. A simple, “ready to copy” and professional response goes a long way on a recorded frequency. If you’re contemplating anything other than that, you should be thinking, “Anything you say can and will be used against you.” I’ve had my share of both. If you are in a critical phase of flight, controllers generally understand that we might not get a response at that moment, or merely get a “standby.”

Sometimes, your goof can cause some real controller headaches or, worse, possibly a near miss. Everyone gets their adrenalin going in those situations and occasionally a controller can get wound up from the stress and starts badgering on frequency. If that happens to you, it’s best to keep your cool, remain compliant, and just ask ATC to “Mark the tapes” while making a note of the time. At times like those, it’s common for everyone to think the other guy goofed, and only the investigation will reveal the truth.

Most controllers work in a radar room without windows. Even in the tower, I don’t always have the best view to see exactly what happened. Either way, my job is to sequence and separate the traffic, not find deviations.

Nonetheless, for example, if I see you cross the hold-short line after acknowledging my hold-short instruction with someone on short final, in my mind you definitely screwed up. My tone on the frequency will often become more stern, but I’ll keep my composure while saying, “Possible pilot deviation—advise you contact (ATC Facility) at (number).”

Have you ever tried to run from the cops? Probably not. While ATC are not the sky police, we do report potential deviations. Trying to get out of these is ill-advised. Even if you turn your transponder off, you can still be tracked with a simple “tag” on your primary radar return.

At most facilities, any airplane who appears to commit an infraction and is not “talking to anyone” (Class B or D violators mainly) can get tagged as a “VIOL8R” and followed to their destination. With the upgrade to the required ADS-B, most facilities have the capability to click on your target and see your full call sign. That along with FlightAware and other resources makes it near impossible to try to “run” from getting deviated. Unless you are flying an F-22 in stealth mode, I recommend against it.

a. When the employee providing air traffic services determines that pilot actions affected the safety of operations, the employee must report through the MOR process and notify the flight crew as soon as operationally practical using the following phraseology:

b. The employee reporting the occurrence should notify the front-line manager (or controller-in-charge), operations manager, as appropriate, of the circumstances involved so that they may be communicated to the pilot upon contacting the facility.

This notification, known as the “Brasher Notification,” is intended to provide the involved flight crew with an opportunity to make note of the occurrence and collect their thoughts for future coordination with Flight Standards regarding enforcement actions or operator training.

After ATC issues a possible PD over the radio, there a few steps that we have to take as well. Depending on the event, controllers might even be asked for an official statement.

The first thing we do after a Brasher notification is start writing an MOR (Mandatory Occurrence Report). It’s basically a report on what appeared to happen on the ATC side of things, with call signs, locations, frequencies, etc. The MOR is the go-to form for anything out of the ordinary in an ATC environment. Depending on staffing and traffic workload, we could possibly have this report done by the time the pilot calls (if they do). When the pilot lands and after safely securing the airplane and other items as required, it is expected that they call.

Next, do you make that call? It has been argued that a pilot is not even required to call for a few reasons, but be prepared either way. If you have an audio or, better yet, video recording of the flight, review it. When you call, I highly recommend that you confidently understand what happened to the best of your memory.

The phone lines to our facilities are recorded, just like our radios. Choose your words knowing that you’re being recorded, so keep it calm and reasonable.

ATC will probably tell you what they “appeared” to see and ask why it was done, and you have the choice to respond or not. Again, this conversation could be referenced by FSDO when or if the time comes. In these calls, a cooperative, learning attitude is your best friend. A nice conversation between ATC and pilots is always welcome, even in these instances. With a little luck, if the situation wasn’t too serious to begin with, at the end of the conversation you might simply get, “Have a nice day. Fly safe.” You’re done.

If you want to explore more resources before making the call, you may. Whether you make the call or not, my strongest recommendation is that you fill out a NASA ASRS report. AOPA has a few resources that can be accessed in these situations as well. Keeping things cordial, I’ve seen deviated pilots ask for tours on that call, and almost all of the time, the response was, “When can you be here? Happy to do it!”

Even though it’s not mandatory, I would urge you to make the call at least to close the loop. If you’re not prepared to discuss the incident, merely say so. You’ll be asked for identifying information (name, certificate number, tail number, etc.). Then add, “I wanted to be responsive and make this call, but I’m not prepared to discuss any particulars of the event until I’ve had a chance for further review.”

A few months ago, I was working Tower, and for a short period had absolutely nothing going on. Times like this, I normally do a few laps around the tower cab to stay active.

As I was taking a few laps and watching my Class D surface area, out of nowhere a helicopter shows up just two miles north of the field. I asked the ground controller where it came from,. She replied, “I’ve no idea. It wasn’t even on the radar until just now.” So, I looked with my binoculars and called on the radio, “Aircraft operating two miles north of the airport, say call sign.” No response. I transmitted about 15 times while the helicopter came all the way to a very short downwind, circled, then turned back away a couple miles.

I was so glad there was no other traffic. Imagine if there’d been students in the pattern. Finally, he called, “Tower, Helicopter 12345, two north. Inbound for pattern work.” Thankfully, what went through my head never came out of my mouth. “N12345, Tower, you have been in my airspace for five minutes. I’ve been calling you. Did you hear my calls?” Pilot replied, “Sorry tower. We were on the wrong frequency.” “N12345, make approach straight in, taxiway echo. Cleared to land.” I continued to work him in the pattern until he landed and called. Seems he didn’t pop up on the tower radar display because he was below 200 feet AGL at the time. Because of my concern over the potential safety issues, I decided to deviate him.

The pilot explained he’d been on the wrong frequency. I explained what could have happened with a pattern full of … anything, but particularly students. He was contrite and hadn’t been deviated in 40 years of flying. After I copied down his information, he asked, “what happens now?” I told him to file a NASA report and that FSDO might contact him to go over the incident and actions taken to prevent it from occurring again. I finished with, “I wouldn’t worry about the FSDO too much, but do whatever you need to fly safe!”—EH

After the initial impact has passed, you could get a call from our friends at the Flight Standards District Office, FSDO. It is really not a big deal. FSDO can choose to take the MOR data, and listen to the recordings to get a better picture before talking with you. In limited cases, they have called ATC facilities for more info, and possibly the statement I mentioned above. I’ve had friends that have been called by them for deviations and non-deviation items as well.

They, like everyone, are just doing their job and following up as required. It is (hopefully) just a pleasant conversation about the event that occurred and your thoughts on what was reported. But, penalties for significant infractions can include certificate action, a 709 check ride, or civil penalties. A “709 Ride” is basically a re-check ride completed by a FSDO examiner. Whenever I’m on that initial call with the pilot involved, they think that it’s like getting pulled over by the sky police, which is not our intent at all. We just report. FSDO will take action, if appropriate.

A PD by itself isn’t necessarily a bad thing. Enough PDs along with NASA reports in a certain area and for certain reasons ignites a “trend.” Trending items are thoroughly investigated by a team of controllers, safety experts, pilots, etc. It could lead to systemic changes either in an ATC environment, or within an airspace environment.

For example, if there is a Class D airport with a high hill on one side of the base to a runway, and pilots keep overshooting or experiencing a “runway illusion,” this could lead pilots to misjudge things, which in turn could affect their flying. If you called “traffic to follow in sight” yet turned right into them, you could be deviated.

Perhaps there’s a controller who has a short temper, loves paperwork and they deviate even trivial errors. (Rare and highly discouraged, but they exist.) Regardless of the root cause, that team will investigate and recommend the best solution. For the hill, there might be a change to the recommended traffic flow. The heavy-handed controller might get some “counseling.”

Note that a deviation is not needed for a pilot to file a NASA report. Enough NASA reports at the imaginary airport above might lead to a change in procedures without any pilot deviations. That form is a powerful tool for pilots and controllers, and it only takes a few minutes to complete.

From “possible pilot deviation” until after FSDO calls, what do pilots and controllers take away from these? Probably at least some introspection, experience, training, and perhaps a little wisdom. We all keep learning.

Sometimes you get deviated for something and other times you don’t. It depends on the controller, the day of the week, traffic load, etc. But the controller will likely tell you something like, “Don’t do that again” or “N12345, you were told to do (this) and you did (that). Fly heading 360…” What do you take away from these events, or even hearing someone else get chastised? You get the same things: introspection, experience, training, and perhaps a little wisdom.

No one is “out to get you” and ATC are not the police. Handling a deviation correctly and humbly will minimize the chances of getting violated. While there is potential for some punitive consequences, we should all continue to move forward and learn.

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