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Rubber Removal

On touchdown Zones
Rubber Removal

Water blasting uses water needls to remove rubber deposite from touch down areas on runway. All pavement types can use this method to recover their texture and required friction. Water blasting also useful on grooved concrete runways to empty the grooves.

Marking Removal

Changing | Remarking
Marking Removal

Water blasting is the best way to remove old markings in all kinds. The minimum of scar and damage on the pavement is the biggest advantage of this application.



Marking Cleaning

Cleaning | Rejuvenation
Marking Cleaning

Water blasting washes old marking to shine like a new markings. In the case of two component markings, it can shave a thick layer of markings and shine it like a new line. Line cleaning happens during Rubber removal by itself

Surface Cleaning

Oil Removal
Rubber Removal

Water blasting can clean drained oil deposit on aircraft parking areas with no damage on concrete and aerolastics.





Re-Texturing

Texturing | Friction recovery
Marking Cleaning

Water blasting recover old smooted runways texture to absorbing rain water and make the friction over 0,6 to make a safe landing and breaking.




Rubber Removal

Rubber Removal

Rubber Removal | Re-texturing

The main reason for friction loos on touchdown zones of runways is vulcanized rubber deposits from turbojets landing. Due to recommendations of official organizations like ICAO, all runways with 15 daily landing and more, must have a plan to remove the rubber from the touchdown zone to keep it away from getting slipping.

OPAL’s durable, specialized equipment, skilled staff make us the pioneer contractor in the region. We are offering a satisfying service by:
the highest production rate per hour
High rate for removal
Lowest effect on pavement structure
No debris leaving on runway
Integrated equipment with less staff
Capability to immediate clearance of airfield with no debris
environmentally sound practices

We build our equipment by ourselves. It makes us the most matching service contractor in a specific market region.


Friction maintenance program schedule based on level of turbo-jet aeroplane operations for each runway end

Daily turbo-jet aeroplane landings for runway end [H] Annual aeroplane mass for runway end (million kg) [K] Minimum friction survey frequency [M] Minimum rubber removal frequency [N]
Less than 15 Less than 447 Once per year Once every 2 years
16 to 30 448 to 838 Once every 6 months Once every year
31 to 90 839 to 2404 Once every 3 months Once every 6 months
91 to 150 2405 to 3969 Once every month Once every 4 months
151 to 210 3970 to 5535 Once every 2 weeks Once every 3 months
Greater than 210 Greater than 5535 Once every week Once every 2 months

Notes:

1. Airports that exceed 31daily turbo-jet aeroplane landings are more critical with respect to friction deterioration caused by rubber accumulation due to increased aeroplane activity.
2. In addition to daily turbo-jet aeroplane landings for runway ends, other factors should be considered by the airport operator when determining rubber removal, such as the type and age of pavement, annual climate conditions, time of year, number of wide-body aeroplanes that operate on the runways, and length of runways.
3. Reference columns [H] and [K]: After calculating [H] and [K], the airport operator should select the column which has the higher value and then select the appropriate values in columns [M] and [N].











Plan Runway Rubber Deposit Removal Due to Friction Report of Runways


Rubber Removal

Visual Inspection

Visual inspection is one of the most used methods in low and medium movement airports. In some cases, this is a complementary method for Friction Measuring by CFME. The most important thing that airport authorities should take care of is keeping runway friction above the action level. It could practicable by preparing an annual plan suite to the landing of turbojets of each runway ends and, regular inspections for confirming the results.

Inspection method for visual estimation of rubber deposits accumulated on runway


ICAO Doc9137 | Airport Service Manual Part 2
Level Rubber Range Description of rubber covering pavement texture in touchdown zone of runway as observed by evaluator Estimated Mu in 150 m Suggested action
Very light Less than 5% Intermittent individual tire tracks; 95% of surface texture exposed. 0.65 or greater None
Light 21-40% Individual tire tracks begin to overlap; 80-94% of surface texture exposed. 0.55 to 0.64 None
Light to medium 21-40% Central 6 m traffic area covered; 60-79% of surface texture exposed. 0.50 to 0.54 Monitor deterioration closely
Medium 41-60% Central 12 m traffic area covered; 40-59% of surface texture exposed. 0.40 to 0.49 Schedule rubber removal within 120 days
Medium to dense 61-80% Central 15 foot traffic area covered; 30-69% of rubber vulcanized and bonded to pavement surface; 20-39% of surface texture exposed. 0.30 to 0.39 Schedule rubber removal within 90 days
Dense 81-95% 70-95% of rubber vulcanized and bonded to pavement surface; will be difficult to remove; rubber has glossy or sheen look; 5-19% of surface texture exposed. 0.20 to 0.29 Schedule rubber removal within 60 days
Very dense 96-100% Rubber completely vulcanized and bonded to surface; will be very difficult to remove; rubber has striations and glossy or sheen look; 0-4% of surface texture exposed. Less than 0.19 Schedule rubber removal within 30 days or as soon as possible

Notes:

With respect to rubber accumulation, there are other factors to be considered by the airport operator: the type and age of the pavement, annual climatic conditions, time of year, number of wide-body aeroplanes that operate on the runways, and length of runways. Accordingly, the recommended level of action may vary according to conditions encountered at the airport. The Mu ranges shown in the above table are from continuous friction-measuring devices that operate in the fixed braking slip mode. The Mu ranges are approximate and are to be used by the airport operator only when these devices are not available. When the devices are available, the airport operator should conduct friction surveys on the runways to establish the actual rubber classification level.


Rubber Removal

Rubber Removal

Rubber Removal | Re-texturing

The main reason for friction loos on touchdown zones of runways is vulcanized rubber deposits from turbojets landing. Due to recommendations of official organizations like ICAO, all runways with 15 daily landing and more, must have a plan to remove the rubber from the touchdown zone to keep it away from getting slipping.

OPAL’s durable, specialized equipment, skilled staff make us the pioneer contractor in the region. We are offering a satisfying service by:
the highest production rate per hour
High rate for removal
Lowest effect on pavement structure
No debris leaving on runway
Integrated equipment with less staff
Capability to immediate clearance of airfield with no debris
environmentally sound practices

We build our equipment by ourselves. It makes us the most matching service contractor in a specific market region.