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Safety Recommendation Details

Safety Recommendation A-74-119
Details
Synopsis: ON OCTOBER 28, 1973, A PIEDMONT AIRLINES BOEING 737-222, OVERRAN THE DEPARTURE END OF RUNWAY 14 ON THE GREENSBORO-HIGH POINT-WINSTON- SALEM REGIONAL AIRPORT, IN GREENSBORO, NORTH CAROLINA. FIVE PERSONS WERE INJURED, AND THE AIRCRAFT WAS DAMAGED SUBSTANTIALLY.
Recommendation: TO THE FEDERAL AVIATION ADMINISTRATION: Amend appropriate regulations and procedures to establish an alerting service to advise pilots of hydroplaning probabilities before and during the landing approach. Such an advisory system would entail (1) a runway slipperiness rating and runway contamination monitoring program; and (2) the use of measuring devices and associated charts to correlate rainfall rate, wind direction, and velocity, with runway gradient and water depth on the runway surface. (Superseded by A-82-152 through A-82-169)
Original recommendation transmittal letter: PDF
Overall Status: Closed - Superseded
Mode: Aviation
Location: Greensboro, NC, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: 81276
Accident Reports: Piedmont Airlines, Boeing 737, N751N
Report #: AAR-74-07
Accident Date: 10/28/1973
Issue Date: 1/10/1975
Date Closed: 4/11/1983
Addressee(s) and Addressee Status: FAA (Closed - Superseded)
Keyword(s): Weather, Runway Safety, Thunderstorms/Rain/Snow

Safety Recommendation History
From: NTSB
To: FAA
Date: 4/11/1983
Response: As a result of our investigation of the world airways dc-10-30 accident at the boston-logan international airport, boston, massachusetts, on 1/23/82, and other accidents involving operations on contaminated runways, the safety board convened a public hearing in washington, d.C., may 3 to 5, 1982, to examine further the problem of the effect of runway surface conditions on airplane takeoff and landing performance. From the information developed, on 12/23/82, the board issued safety recommendationsa-82-152 through -169. These 18 recommendations, based on additional supporting data, embody and amplify the intent of safety recommendations a-74-119, - 120 and -121. Consequently, these letter two recommendations are now classified in a closed-superseded status.

From: FAA
To: NTSB
Date: 6/7/1982
Response: FAA LETTER: WE BELIEVE MINIMIZING HYDROPLANING CONDITIONS TO BE THE PREFERRED COURSE OF ACTION, RATHER THAN PROMULGATING REGULATIONS AND LIMITATIONS WHICH ARE INTENDED FOR OPERATIONS IN HYDROPLANING CONDITIONS. ONGOING NASA RESEARCH MAY DEVELOP METHODOLOGY WHICH WILL CREDIBLY RELATE RUNWAY FRICTION MEASURING AND REPORTING SYSTEMS TO AIRPLANE PERFORMANCE. IF THE TECHNICAL METHODOLOGY AND THE SYSTEM FOR IMPLEMENTATION ARE DEVELOPED, THE INFORMATION NECESSARY TO UTILIZE IT WILL BE CONSIDERED FOR OPERATIONAL USAGE.

From: NTSB
To: FAA
Date: 3/22/1982
Response: These recommendations have been the subject of discussion between the faa and ntsb at several staff meetings. At the ntsb/faa quarterly meeting held on february 12, 1981, it was agreed that the faa would provide the safety board with a summary of actions taken with regard to these recommendations. We have not yet received the summary. We are aware of the faa's ongoing programs regarding the testing and maintenance of paved runway surface. However, we would appreciate being informed of the faa's proposed actions with regards to the resolution of these recommendations.

From: FAA
To: NTSB
Date: 5/31/1978
Response: FAA LTR: THE TRIAL APPLICATION PROGRAMS DESCRIBED IN OUR LETTER OF 1/14/75 DID NOT PRODUCE DATA SUITABLE FOR UNIVERSAL APPLICATION. ALTHOUGH WE HAVE COMPLETED ACTION WITH RESPECT TO THE FOREGOING, WE RECOGNIZE THAT THE UNDERLYING OBJECTIVE COMMON TO THE THRUST OF THESE RECOMMENDATIONS IS ONE OF COPING WITH THE HYDROPLANING PHENOMENON. WE BELIEVE THAT, FOR THE PRESENT, RUNWAY GROOVING IS THE MOST PRACTICAL SOLUTION TO THE PROBLEM.

From: FAA
To: NTSB
Date: 1/14/1975
Response: FAA LTR: FAA HAS INITIATED WORK ON A TRIAL APPLICATION PROGRAM TO EVALUATE PERIODIC WET RUNWAY CALIBRATION AND A PILOT INFORMATION SYSTEM WITH REGARD TO HYDROPLANING PROBABILITIES. IT IS EXPECTED THAT SUFFICIENT DATA WILL BE AVAILABLE BY SEPTEMBER 1975 TO DECIDE WHETHER THE SYSTEM SHOULD BE EXPANDED FOR USE OF ALL AIRPORTS USED BY THE SCHEDULED AIR CARRIERS.