AERODROMES PANEL (AP) SECOND MEETING OF THE AERODROMES PANEL WORKING GROUPS (APWGs/2)

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1 International Civil Aviation Organization APWGs/2-IP/04 26/11/13 INFORMATION PAPER AERODROMES PANEL (AP) SECOND MEETING OF THE AERODROMES PANEL WORKING GROUPS (APWGs/2) Agenda Item 2 b): Report of AOSWG (Montréal, 2 to 6 December 2013) PROCEDURES ON GLOBAL REPORTING FORMAT ON RUNWAY SURFACE CONDITION (Prepared by Armann Norheim) SUMMARY This IP contains draft procedures to be included in the Procedures for Air Navigation Services (PANS) Aerodromes (Doc 9981) in support of the proposed amendments to the SARPs in Annex 14, Volume I contained in APWGs/2 DP/19. The material, in draft form, have been included for information only and are subject to further revision. 1. INTRODUCTION 1.1 APWGs/2 DP/17 presented a report of the Aerodrome Operations and Services Working Group (AOSWG) detailing, among others, the progress of the Friction Task Force (FTF) 1.2 The proposed amendments to Annex 14, Vol I, arising from the work of the FTF, are included in APWGs/2 DP/ DISCUSSION 2.1 The draft first edition of the PANS-Aerodromes (Doc 9981) developed by the PANS- Aerodromes Study Group (PASG), and endorsed by the Air Navigation Commission, is expected to be issued to States and recognised international organizations as part of the consultation process, in December (16 pages)

2 APWGs/2-IP/ The first edition contains procedures for the certification of aerodromes, conduct of safety assessment as well as procedures to assess the compatibility of the operation of a new aeroplane in an existing aerodrome. 2.3 The PASG is currently developing the second edition of the PANS-Aerodromes which will contain procedures to be followed in providing uniform and harmonized operations in the day-to-day operational management of the aerodrome. 2.4 In order to support the high level Standards and Recommended Practices (SARPs) concerning a global reporting format for the assessment and reporting of runway surface conditions, the FTF, in collaboration with the PASG, has developed draft detailed procedures concerning, inter alia, assessing a runway condition code and the use of a runway condition assessment matrix. 2.5 The material had been discussed at, and updated since, the AOSWG/13 (Norrkoping, SWEDEN, 4 8 November 2013). Inputs have also been obtained from some members of the PASG during a meeting from 19 to 20 November ACTION BY THE AERODROMES PANEL WORKING GROUPS 3.1 The meeting is invited to note the draft procedures on global reporting format that had been developed by the FTF/PASG. 3.2 The material, in draft form, have been included for information only and are subject to further revision. Comments, if any, may be submitted separately to the author, for consideration. Attachment: Draft procedures for inclusion in PANS-Aerodromes - 2-

3 1 APWGs/2 IP04 Attachment Assessing the condition of the movement area and preparing the information for dissemination and promulgation to end users. 1. GENERAL 1.1 Assessing and reporting the condition of the movement area and related facilities is necessary in order to provide the flight crew with the information needed for safe operation of the aeroplane. 1.2 The operational requirements for the information stems from the Annex 6 Operation of Aircraft and Annex 8 Airworthiness of Aircraft with the purpose to achieve the desired level of safety for the aeroplane operations. 1.3 The origin of data and the assessment process resulting in information needed stems from Annex 14 and the associated operational practices are described in section 3 below. 1.4 The operational practices are intended to provide the information needed fulfilling the syntax requirements for dissemination and promulgation specified in Annex 15 and Annex On a global level there is a multitude of the climatic exposure to the movement area and consequently a significant difference in the condition to be reported. However, the global reporting format describes a basic structure applicable for all these climatic variations. The operational practices are structured such that States can adjust them to the climatic conditions applicable for that State or region. As an example, States who do not experience snow and ice conditions on the movement area can leave out all elements related to snow and ice. 1.6 The operational practices describe procedures to meet the operationally needed information for the flight crew and dispatchers for the following three aeroplane takeoff and landing performance calculations: Dispatch pre-planning before commencement of flight: a) i. take off from a runway, and ii. landing on a destination aerodrome or an alternate aerodrome. b) In flight - before landing on a runway. 1.7 The operational practices describe procedures to meet the operationally needed information for the flight crew and dispatchers for the situational awareness of the surface conditions on the taxiways and aprons. 2. OBJECTIVES 2.1 The runway condition assessment process shall include a) assessing and reporting the condition of the movement area; b) providing the assessed information; and c) reporting changes of operational significance without delay. 2.2 The information to be reported shall be compliant with the global reporting format which have two sections; a) aeroplane performance calculation section b) situational awareness section

4 2 2.3 The information to be reported shall contain information in an information string with information in following order using only AIS compatible characters. a) Aeroplane performance calculation section Aerodrome location indicator Time and date of assessment Lower runway designation number Runway Condition Code for each runway third Per cent contaminant coverage for each runway third Depth of loose contaminant for each third Condition description for each third Cleared runway width if less than published width Cleared runway length if less than published length of the runway. b) Situational awareness section Snowbanks on the runway Snowbanks adjacent to the runway Drifting snow on the runway Sanding treatment Chemical treatment Taxiway conditions Apron conditions State approved and published use of measured friction coefficient. Plain language remarks

5 3 3 OPERATIONAL PRACTICES 3.1 The global reporting format Aeroplane performance calculation section Aerodrome location indicator shall be the four letters ICAO Location Indicator. XXXX ENCN Date and time of assessment shall be the date and time (UTC) when the assessment was performed by the trained and competent assessment personnel. YYYYMMDDhhmm Lower runway designation number shall be the two or three characters identifying the runway for which the assessment is valid for. Regardless of observation direction during assessment or landing or take off direction of on-going traffic, the lower runway designation number shall be reported. NNX 09L Runway Condition Code for each runway third shall be the one digit number identifying the Runway condition Code assessed for each runway third. The runway codes shall be reported in a five character group separated by a / for each third. The direction for listing the runway thirds shall always be in the direction as seen from the lower designation number.

6 4 Figure 1 - Reporting of Runway Condition Code for runway thirds N/N/N 3/5/2 How to derive an assessed runway condition code follows from a predefined set of procedures as described in paragraph 4. Per cent contaminant coverage for each runway third shall be the three digit number identifying the percentage coverage. The percentages shall be reported in a nine character group separated by a / for each runway third. The direction for listing the runway thirds shall always be in the direction as seen from the lower designation number. The assessment is based upon an even distribution within the runway thirds. Percentages as described in Table 1 Percentage of coverage for contaminants shall be used: Table 1 Percentage of coverage for contaminants Assessed percent NNN/NNN/NNN 25/50/50 Reported percent

7 5 With uneven distribution of the contaminants additional information shall be given in the plain language remark section of global reporting format. When possible a standardised text should be used. (Standardised text tbd) Depth of loose contaminant shall be the one or two digit number representing the assessed depth of the contaminant for each runway third. The depth shall be reported in a six to nine character group separated by a / for each runway third. The direction for listing the runway thirds shall always be in the direction as seen from the lower designation number. The assessment is based upon an even distribution within the runway thirds as assessed by a trained and competent person. Loose contaminant Range (mm) Report (mm) STANDING WATER 3 up to but not including 6 6 up to but not including up to but not including 18 6 DRY SNOW WET SNOW SLUSH 3 up to but not including 6 6 up to but not including up to but not including up to but not including 48 3 up to but not including 6 6 up to but not including up to but not including 24 3 up to but not including 6 6 up to but not including 13 Assessed depth Reporting depth NN/NN/NN Examples: 6/6/13 6/6/12 12/12/

8 6 With uneven distribution of the contaminants additional information should be given in the plain language remark item of the Situational awareness section of global reporting format. When possible a standardised text should be used. (Standardised text tbd) Condition type shall be reported in capital letters as written from approved list identified in Annex 14 paragraph This list is harmonized with standards and recommended practices within Annex 6 Operation of Aircraft, Annex 8 Airworthiness of Aircraft, Annex 11 Air Traffic Services, and Annex 15 Aeronautical Information Services domain. The condition type shall be reported in an up to 100 character group separated by a / for each runway third. The direction for listing the runway thirds shall always be in the direction as seen from the lower designation number. DRY WET ICE WATER ON TOP OF COMPACTED SNOW DRY SNOW DRY SNOW ON TOP OF ICE WET SNOW ON TOP OF ICE ICE SLUSH STANDING WATER COMPACTED SNOW WET SNOW DRY SNOW ON TOP OF COMPACTED SNOW WET SNOW ON TOP OF COMPACTED SNOW WET FROST CHEMICALLY TREATED SANDED XXXX.../XXXXX.../XXXX DRY SNOW ON TOP OF COMPACTED SNOW/WET SNOW ON TOP OF COMPACTED SNOW/WATER ON TOP OF COMPACTED SNOW Cleared runway width shall be the two digit number representing the width of cleared runway in metres if less than published width. NN 30 If the cleared runway width is not symmetrical along the centre line additional information shall be given in the plain language remark item of the Situational awareness section. When possible a standardised text should be used. (Standardised text tbd)

9 7 Cleared runway length if less than the published runway length shall be the three or four digit number representing the length of cleared runway in metres. NNNN 1800 When full length is not cleared, additional information should be provided about the condition of the uncleared part using descriptions from item g above in the plain language remark section. When possible a standardised text should be used. (Standardised text tbd) 3.2 The global reporting format - Situational awareness section: Drifting snow on the runway DRIFTING SNOW Sanding treatment RWY SANDED Chemical treatment RWY CHEMICALLY TREATED Snowbanks on the runway or taxiway Left or Right distance in metres from centreline, Max height in cm L. R, LR XX XX RWY 06 SNOWBANK LR 22 HEIGHT 20 Snowbanks adjacent to the runway penetrating level/profile set in the local snow plan. ADJACENT SNOWBANKS Taxiway conditions POOR TWY B POOR Apron conditions POOR APRON XX POOR State approved and published use of measured friction coefficient. [State set format and associated procedures] Plain language remarks using only allowable characters in capital letters. Where possible standardised text should be developed.

10 8 3.3 Information string Example of a complete information string to be handed over for dissemination: [Aeroplane performance calculation section] ENCN L 3/3/2 25/50/50 6/6/12 DRY SNOW ON TOP OF COMPACTED SNOW/WET SNOW ON TOP OF COMPACTED SNOW/WATER ON TOP OF COMPACTED SNOW [Situational awareness section] DRIFTING SNOW, RWY SANDED, RWY CHEMICALLY TREATED, RWY 06 SNOWBANK LR 22 HEIGHT 20, ADJACENT SNOWBANKS, TWY B POOR, APRON XX POOR, [State set format and associated procedures], [Remarks additional information(location of contaminants,(menu of standardised texts, etc] 4. Assessing a Runway condition code 4.1 The Runway condition code reflects the effect on aircraft stopping performance of water or naturally occurring contaminants on the runway surface. With this information, flight crew can derive from the performance information provided by the aeroplane manufacturer the necessary stopping distance of an aircraft on the approach under the prevailing conditions. The Runway condition code is reported for each third of runway intended to be used. 4.2 The assessed Runway condition code to be reported for each third of the runway shall be determined by following the procedure described in paragraph 4.3 to paragraph 4.10 Included. 4.3 If 25 percent or less area of a runway third is wet or covered by contaminant, report a Runway condition code If the distribution of the contaminant is not uniform, then the location of the area that is wet or covered by the contaminant shall be described in the plain language remark item in the Situational awareness section. 4.5 A description of the most predominant contamination type shall be provided using the contamination terms described in capital letters in Table If multiple contaminants are present where the total coverage is more than 25 percent but no single contaminant covers more than 25 percent of any runway third, the Runway condition code shall be based upon the judgement by a trained and competent person, considering what contaminant will most likely be encountered by the aeroplane and its likely effect on the aeroplane s performance. 4.7 Code. The Runway Condition Code shall be determined by using Table 2 Assigning a Runway Condition The variables in this table are the status of the runway surface based upon the a) type of contaminant; b) depth of contaminant; and c) outside air temperature. Where available the runway surface temperature should preferably be used.

11 9 Table 2 Assigning a Runway Condition Code Runway condition code Runway condition description 6 DRY 5 FROST WET (includes Damp and 3 mm or less depth of water) SLUSH (3 mm or less depth) DRY SNOW (3 mm or less depth) WET SNOW (3 mm or less depth) 4 COMPACTED SNOW (Minus 15OC and lower outside air temperature) 3 WET ( slippery wet ) runway DRY SNOW ON TOP OF COMPACTED SNOW (Any depth) WET SNOW ON TOP OF COMPACTED SNOW (Any depth) COMPACTED SNOW (Higher than minus 15OC and outside air temperature) 2 STANDING WATER (More than 3 mm depth) SLUSH (More than 3 mm depth) 1 ICE 0 DRY SNOW ON TOP OF ICE WET SNOW ON TOP OF ICE 4.8 An assigned Runway condition code 6, 5, 4, 3 or 2 shall not be upgraded. 4.9 An assigned Runway condition code 1 or 0 can be upgraded, but not higher than Runway condition code 3 provided following procedure is followed: If all other observations and vehicle braking action support a higher Runway condition code as judged by a trained and competent person and if available a properly operated and calibrated State approved measuring device give readings in support of this The decision to upgrade a Runway condition code cannot be based upon one assessment method alone. All available means of assessing runway slipperiness shall be used and support the higher Runway condition code When a Runway condition code is upgraded the runway surface shall be frequently assessed as long as the higher Runway condition code is in affect to ensure that the runway surface condition does not deteriorate below the assigned code.

12 The assessment shall consider variables that may affect the runway surface condition, including but not limited to: a) any precipitation conditions b) changing temperatures c) effects of wind d) frequency of runway in use; and e) type of aeroplane using the runway If sand or other runway treatments are used to support upgrading the assessment shall confirm continued effectiveness of the treatment An assigned Runway condition code should be downgraded if appropriate when: 4.11 Caution: At air temperatures of +3 C and below, with a dew point spread of 3ºC or less, the runway surface condition may be more slippery than indicated by the Runway Condition Code assigned by Table 2. The narrow dew point spread indicates that the air mass is relatively close to saturation which is often associated with actual precipitation, intermittent precipitation, nearby precipitation or fog This may depend on its correlation with precipitation but it may also, at least in part, depend on the exchange of water at the air-ice interface. Due to the other variables involved such as surface temperature, solar heating and ground cooling or heating, a small temperature spread does not always mean that the braking action will be more slippery. The observation should be used by aerodrome operators as an indicator of slippery conditions but not as an absolute An assigned Runway condition code may be downgraded, if appropriate, based upon Pilot braking action advisory report A Pilot braking action advisory report relates to Runway condition code according to Table A new Pilot braking action advisory report of less than Runway Condition Code 2 shall trigger an assessment One Pilot braking action advisory report of LESS THAN POOR shall suspend operations.

13 11 Table 3 Runway Condion Code and Pilot Braking Action Advisory Report relationship Runway condition code Pilot braking action advisory report Description (RWYCC) 6 N/A 5 GOOD Braking deceleration is normal for the wheel braking effort applied AND directional control is normal. 4 GOOD TO MEDIUM Braking deceleration OR directional control is between Good and Medium. 3 MEDIUM 2 MEDIUM TO POOR Braking deceleration OR directional control is between Medium and Poor. 1 POOR Braking deceleration is significantly reduced for the wheel braking effort applied OR directional control is significantly reduced. 0 LESS THAN POOR Braking deceleration is noticeably reduced for the wheel braking effort applied OR directional control is noticeably reduced Braking deceleration is minimal to nonexistent for the wheel braking effort applied OR directional control is uncertain The assigned Runway condition code shall be reported using the global reporting format [Runway condition code 6/6/6 (DRY/DRY/DRY) shall not be disseminated through the NOTAM system unless requested]

14 12 Runway Condition Assessment Matrix (RCAM) Assessment Criteria Runway Condition Code 6 Downgrade Assessment Criteria Runway Surface Description 4 3 mm or less depth of: SLUSH DRY SNOW WET SNOW Braking deceleration is normal for the wheel braking effort applied AND directional control is normal. GOOD Braking deceleration OR directional control is between Good and Medium. -15ºC and Lower outside air temperature: COMPACTED SNOW WET ( Slippery wet runway) DRY SNOW or WET SNOW (Any depth) ON TOP OF COMPACTED SNOW 3 Pilot Braking Action Advisory Report DRY FROST WET (Includes Damp and 3 mm or less depth of Water) 5 Aeroplane Deceleration Or Directional Control Observation Greater than 3 mm depth of: DRY SNOW WET SNOW GOOD TO MEDIUM Braking deceleration is noticeably reduced for the wheel braking effort applied OR directional control is noticeably reduced. MEDIUM Braking deceleration OR directional control is between Medium and Poor. MEDIUM TO POOR Braking deceleration is significantly reduced for the wheel braking effort applied OR directional control is significantly reduced. POOR 1 Higher than -15ºC outside air temperature : COMPACTED SNOW Greater than 3 mm depth of water or slush: STANDING WATER SLUSH ICE 2 Runway surface temperature should preferably be used where available. The aerodrome operator may assign a higher runway condition code (but no higher than code 3) for each third of the runway, provided the procedure Raising the reported runway condition code is followed.

15 13 0 WET ICE 2 WATER ON TOP OF COMPACTED SNOW 2 DRY SNOW or WET SNOW ON TOP OF ICE 2 Braking deceleration is minimal to non-existent for the wheel braking effort applied OR directional control is uncertain. LESS THAN POOR

16 14 ATTACHMENT Procedure for pilot reports on estimated braking action [FTF Rapporteurs note. This procedure is an existing procedure used in Norway slightly adjusted to the global reporting format and may need further adjustments to be compliant with final SARPs and PANS. The AOSWG/13 encouraged its inclusion as an example.] General Pilot braking action advisory reports will be additional information to that promulgated in the global reporting format The purpose of this procedure is to obtain an estimated braking action from the Pilot-in-command, whenever the experienced braking action is deemed to differ from the value stated in the actual global reporting format. This information should contribute to the quickest possible awareness of changes in braking action caused by the existence of snow and ice. Such information will be of great value to Pilots of succeeding aircraft and will also be useful to Ground Staff in evaluating the estimated braking action as well as the need for additional surface preparation. Active use of Pilot braking action advisory reports is of significant importance in forming a basis for the evaluation of estimation of braking action. The State expects all parties actively to contribute to this. Communication: Pilot braking action advisory reports (verbal) should be given whenever Pilot-in-command deems the actual braking action to differ from the value stated in actual global reporting format. The estimated braking action should be expressed using following terms: - GOOD - GOOD TO MEDIUM - MEDIUM - MEDIUM TO POOR - POOR - LESS THAN POOR ATS should relay the Pilot reported braking action to succeeding traffic, and to the responsible Ground Staff. The relayed message should at least include the following elements: - The Pilot reported graduation - Aircraft type - Time of report E.g. Braking action MEDIUM reported by MD 80 at 12:15. Evaluation When Ground Staff receive Pilot braking action advisory reports, the reports should be evaluated against the current global reporting format with a view to any runway preparation and promulgation of a new global reporting format. - END -