Snow Clearance
The MRDs (as shown in Davef68's photo) would damage the runway if you were stationary and the engines were not on idle.
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I’ve used a shovel
Do R.A.F.airfields give braking action on contaminated runways? I was very much involved in contaminated runway performance calculations for the Nimrod in the late 70's ( dates me)
When I moved to civilian flying, airfields used a mu meter to give braking action on contaminated runways, but stopped doing so in the early 2000's. Apparently the readings could be inaccurate, and either the lawyers were afraid the airfield operator could be sued or the CAA rulled agaist their use in contamination. It all came down to "Captain's assessment".
Not long before I retired in 2005, I was assured by ATC at a well known airfield that the runway was now cleared of snow. I arranged to start boarding the pax, but in the meantime insisted that ATC take me out to check the runway for myself. Got to the "cleared" runway, got out of the Landrover, and if I had not still been holding onto the door, I would have gone flat on my ass. It was clear of snow, but was like a skating rink. Back to the aircraft, tell pax I am cancelling the flight, and drive home. Very carefully.
When I moved to civilian flying, airfields used a mu meter to give braking action on contaminated runways, but stopped doing so in the early 2000's. Apparently the readings could be inaccurate, and either the lawyers were afraid the airfield operator could be sued or the CAA rulled agaist their use in contamination. It all came down to "Captain's assessment".
Not long before I retired in 2005, I was assured by ATC at a well known airfield that the runway was now cleared of snow. I arranged to start boarding the pax, but in the meantime insisted that ATC take me out to check the runway for myself. Got to the "cleared" runway, got out of the Landrover, and if I had not still been holding onto the door, I would have gone flat on my ass. It was clear of snow, but was like a skating rink. Back to the aircraft, tell pax I am cancelling the flight, and drive home. Very carefully.
I do remember sitting burning and turning in a Bulldog at the end of the runway of a top secret West Midlands airfield on a very cold Winter’s morn watching SATCO measuring the coefficient of friction of the runway by speeding down it and vigorously applying the handbrake of a service Cavalier while trying to reverse direction.
"Mildly" Eccentric Stardriver
oxenos; thanks for the mu meter update. I stopped flying on '04, when it was still in use. You gen saves me writing about things that don't happen any more, and coming across a a boring old f*rt
I was NCO i/c MRD at Wittering in 1974. When getting them both ready for the winter, one developed a rev counter fault. No technical information available, so I referred back to my apprentice training notes (LTNs - remember them?) to find a typical circuit diagram. Fixed it.
I have mixed feelings about working on them, being left to my own devices it was good fun but by the nature of the timing it was also b***y cold.
I have mixed feelings about working on them, being left to my own devices it was good fun but by the nature of the timing it was also b***y cold.
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I remember a particularly cold snowy winter when most of the UK airports had shut down because of snow, but one remained open, even I thought it was dubious at best.
I was involved in one of the Mu meter trials in the early 1970s with a Vulcan at Waddington. We had a simple recorder fitted for the trial. The “test” runway section was ~2000’ in length and about the same distance into the runway. The Mu meter readings were taken and we then landed and rolled through the test section without braking inserting an event marker on entry and exit. Rolled to the end, taxied round and repeated the exercise but this time applied the brakes “firmly” on entry. Got airborne again (leaving the gear down) and waited whilst a couple of bowsers made the test section thoroughly wet, we were told it simulated a heavy rain shower. We then repeated the sequence with the wet runway surface. The predictable result was that the aircraft required a brake change afterwards.
I never heard what the results of the trial were or whether or not it was of any value. I did hear however; can anyone confirm this?; that it was repeated at Scampton where the runway friction course was of a different type. A Victor was co-opted for thie occasion and it duly arrived, did the roll through then the braked run. Unfortunately the braking was a bit enthusiastic and it stopped within the test section where it remained until the multiple tyre change was completed.
Looking back, there was so much that could have gone wrong but we were briefed to get in with it!
YS
I never heard what the results of the trial were or whether or not it was of any value. I did hear however; can anyone confirm this?; that it was repeated at Scampton where the runway friction course was of a different type. A Victor was co-opted for thie occasion and it duly arrived, did the roll through then the braked run. Unfortunately the braking was a bit enthusiastic and it stopped within the test section where it remained until the multiple tyre change was completed.
Looking back, there was so much that could have gone wrong but we were briefed to get in with it!
YS
Last edited by Yellow Sun; 26th Nov 2021 at 15:03.
Doesn't look like they have problems here, though it does look like they have to cut grooves in the ice first.
Antarctica landing
Antarctica landing
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"Mildly" Eccentric Stardriver
oxenos; You misread me. I wasn't calling you a B.O.F., but thanking you for stopping me from talking about mu meters when they haven't been used for years. No offence was intended.
No offence was intended.
I believe mu meters are still used, but only to check that braking action has not been degraded by oil and rubber deposits.