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ONLINE COURSE Rev: 2

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TABLE OF CONTENT
LEGAL CAUTION ........................................................................................................................................................... 2
TYPES OF HYDROPLANING ......................................................................................................................................... 2
DYNAMIC HYDROPLANING (WATER DEPTH)...................................................................................................................... 2
VISCOUS HYDROPLANING (SMOOTH TEXTURED RUNWAY & TIRE SURFACE) .......................................................... 2
RUBBER REVERSION HYDROPLANING (WHEEL LOCKING) ............................................................................................. 3
REDUCING HYDROPLANING EVENTS ....................................................................................................................... 3
OPERATION PROCEDURES ....................................................................................................................................................... 3
RUNWAY CONDITIONS ............................................................................................................................................................. 4
SUMMARY ....................................................................................................................................................................... 4

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without written permission of Flyco Training Solutions.
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LEGAL CAUTION
The material contained in this training program is based on the information obtained from current state,
local and company regulations and it is to be used for training purposes only. At the time of designing this
program contained then current information. In the event of conflict between data provided herein and that
in publications issued by the authority, the authority shall take precedence.

In this program;
 We will first look at some definitions/terms necessary to understand the complexity of
hydroplaning; we will then look at some of the effects of hydroplaning on the operation.
 Next we will examine the different types of hydroplaning and how each effects your operations.
 Finally we will examine ways to minimise the effects of hydroplaning to prevent mishaps.
 This program meets the training requirements of your State of Registry.

Dynamic Hydroplaning: when the depth of water on the runway is 0.2 inches (5 mm) or greater and it is
pushed ahead of the wheel, which forces a wedge of water under the front edge of the tire footprint thus
reducing the contact area. At a certain speed the wedge can penetrate to the rear of the footprint and
completely separate the tire from the runway surface.

Viscous Hydroplaning: occurs when a tire is unable to puncture the thin (less than 0.2 inches (5 mm),
residual film of water left on a pavement in the footprint area causing a reduction in friction and therefore
causing a loss of braking effectiveness and an increase in side slipping in a crosswind.

TYPES OF HYDROPLANING
DYNAMIC HYDROPLANING (WATER DEPTH)
Dynamic hydroplaning or aquaplaning can occur when an aircraft lands fast enough on a wet runway to
collect water in front of the tires. Where aircraft speed and water depth are sufficient (0.2 in or 5 mm)
inertial effects prevent water from escaping from the footprint area of the tire, and the tire is held off the
pavement by hydrodynamic force.

Directional control of the aircraft can also be lost during this situation if strong crosswinds are present
pushing the aircraft laterally upon landing or during a high- speed abort.

The depth of water required for this dynamic hydroplaning or aquaplaning depends on the tire groove
depth and will be increased if the runway is transversely grooved. The hydroplaning speed depends on
the tire inflation pressure. If water on the runway is greater than a certain minimum depth (0.2 in or
5mm) and the aircraft speed is above the hydroplaning critical speed, then hydroplaning will occur.

VISCOUS HYDROPLANING (SMOOTH TEXTURED RUNWAY & TIRE SURFACE)

Some runways have a smooth surface texture (not grooved) and if the tire is also fairly smooth, viscous
forces may prevent contact between tire and the runway surface by maintaining a thin film of water
between them. This essentially total lubricating action gives excessively poor braking and sometimes
skidding or sliding across the runway in strong crosswinds.

Copyrights © by Flyco Training Solutions.

All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Training Solutions.
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ONLINE COURSE Rev: 2

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RUBBER REVERSION HYDROPLANING (WHEEL LOCKING)

Investigation of overruns or departures off the sides of runways often shows scalding and melting of the
rubber on the tire surface approximating in shape to the tire footprint or outlining the rear of the footprint.
Deductions from this evidence indicate that the wheels were locked or rotation had stopped and
considerable heat had been generated in the footprint area, yet no rubber had been deposited on the
runway. This scald damage is referred to as "rubber reversion".

Once started, reverted rubber skidding will persist down to very low speeds, virtually until the aircraft
comes to rest. During the skid, there is no steering capability.

REDUCING HYDROPLANING EVENTS

OPERATION PROCEDURES
During takeoff operations on wet or contaminated runways, V1 speed may be reduced to the minimum V1
speed (assuming all weight limitations are considered) to provide increased stopping distance
performance. This changes your “go/no go” decision to a lower airspeed to compensate for reduced
stopping distance on a wet or contaminated runway. If an abort is made prior to V1 speed, the aircraft
should be able to stop in the remaining runway distance. Stopping on the remaining runway during aborts
at speeds above V1 cannot be guaranteed.

Pilots should make sure anti-skid is functioning properly prior to takeoff. Never reduce VR or rotate
speed. Takeoffs on slippery runways are not recommended if the crosswind exceeds 15 knots or when
slush or wet snow is more than 1/2 inch (13mm) in depth or as specified in your AFM.

The braking report definitions are:

GOOD: No degradation of braking action safety margin is adequate even with some deviations from
approach procedures.
FAIR: Somewhat degraded braking conditions, adequate safety margin is available as long as the
approach is on speed, glideslope and course; landing is in the landing zone and no other adverse
conditions (strong crosswind) are present.
POOR: Very degraded braking conditions, safety margin limited; any deviation from standard approach
can lead to a hazardous outcome.
NIL: No braking action.
Remember, any braking action report implies diminished braking effectiveness. Then the question for
pilots becomes “by how much?” Keep in mind that a report also infers deteriorating conditions at
neighbouring airports as well.

Pilots should not hold the aircraft off the runway, but firmly land the aircraft in the proper landing zone.
Once the nose gear is on the runway the aircraft should use maximum (or as required) reverse thrust at
high speed to reduce speed below the critical landing speed and then apply maximum breaking. Assure
that the anti-skid system is functioning. Applying heavy braking prior to slowing to the critical landing
speed can cause hydroplaning and possible loss of control. The pilots should confirm speed brakes are
deployed as soon as possible after landing.

Pilots should avoid landing in the middle of large areas of rubber deposits especially on contaminated
runways. The combination of water, ice or slush and rubber deposits and tires can lead to hydroplaning
event. Comply with the procedure in your AFM.
Copyrights © by Flyco Training Solutions.
All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Training Solutions.
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RUNWAY CONDITIONS
Personnel charged with caring for aerodrome runways should be mindful of conditions that can contribute
to hydroplaning situations.
If the runway develops areas of large deposits of rubber from landing aircraft, these areas should be
cleared of rubber on a regular basis. This will reduce the chance of a hydroplaning incident.

Runways with little or no texture which can lead to water or other contaminates standing on the runway
surface for long period of time, should be annotated on charts and company procedure manuals to better
prepare pilots.

SUMMARY
In this program;
We looked at some definitions/terms necessary to understand the complexity of hydroplaning;
Then we looked at some of the effects of hydroplaning on the operation.
Next we examined the different types of hydroplaning and how each effects your operations.
Finally we examined ways to minimise the effects of hydroplaning to prevent mishaps.
See your AFM and Operator’s Procedural Manual for exact procedures for your aircraft type or
operations.

End of the Course

Copyrights © by Flyco Training Solutions.

All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Training Solutions.