National Academies Press: OpenBook

A Guidebook for Airport Winter Operations (2015)

Chapter: Chapter 11 - Runway Surface Assessment and Reporting Best Practices

« Previous: Chapter 10 - Snow Clearing Operations and Preventive Measures/Ice Prevention Best Practices
Page 97
Suggested Citation:"Chapter 11 - Runway Surface Assessment and Reporting Best Practices." National Academies of Sciences, Engineering, and Medicine. 2015. A Guidebook for Airport Winter Operations. Washington, DC: The National Academies Press. doi: 10.17226/22221.
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Page 97
Page 98
Suggested Citation:"Chapter 11 - Runway Surface Assessment and Reporting Best Practices." National Academies of Sciences, Engineering, and Medicine. 2015. A Guidebook for Airport Winter Operations. Washington, DC: The National Academies Press. doi: 10.17226/22221.
×
Page 98
Page 99
Suggested Citation:"Chapter 11 - Runway Surface Assessment and Reporting Best Practices." National Academies of Sciences, Engineering, and Medicine. 2015. A Guidebook for Airport Winter Operations. Washington, DC: The National Academies Press. doi: 10.17226/22221.
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Page 99

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97 This chapter continues the presentation of best practices related to, and in general accordance with the contents of AC 150/5200-30C, Chapter 5, “Runway Surface Assessment and Reporting.” Each practice title is followed by a description of the airport type(s) in brackets to which the practice may be most applicable. 11.1 Runway Condition Reporting Pilot Braking Action Reports [General Aviation and Small Hub] Airport operators should be familiar with the primary users of the facility and should con- sider those parties when determining the method in which to report surface conditions. Since general aviation airport users are more familiar with pilot braking action reports, operators of that category of airport may wish to augment mechanically-generated friction reports with pilot braking action reports. Aircraft type and time reported should always accompany a pilot brak- ing action report. FAA AC guidance prohibits the conversion of µ values to subjective braking reports of good, fair (medium), poor, or nil. Runway Location References for Pilot Braking Reports [All Airports] Pilot braking action reports most often do not encompass the entire length of the runway, but airport operators must monitor conditions on the unused portion of the surface. Therefore, air- port users, especially air carrier operators, often question airport operators on the need to close a runway when pilot braking action reports are trending in the medium (fair) category or better. Because conditions at the end of the runway, for example, may warrant treatment, it is good prac- tice to have air traffic controllers include a runway location reference when forwarding pilot brak- ing reports. Air traffic control can also provide trending information as to where aircraft are exiting the runway. Airport users should be briefed during pre-season winter operations planning meet- ings on all factors that go into determining the timing of runway closures for snow and ice control, with emphasis that pilot braking reports alone do not determine the need for a runway assessment. Protocols for ATC Reporting of Pilot Braking Reports [All Airports] Expectations for ATC reporting of pilot braking reports to the airport operator should be clearly stated in an LOA. Terminology, reporting triggers, and reporting frequency should be defined, including ATC reporting of improving braking conditions. Some airport operators also request that ATC forward the location of the report, i.e., mid-point, roll-out, or abeam a spe- cific exit taxiway. Reporting is especially critical if the airport is utilizing two consecutive poor braking procedures for initiating runway assessments. Defined actions for nil braking reports should be included in the LOA, since AC guidance requires the closure of the surface prior to the next flight operation. Air traffic managers have been reluctant to accept the term “closure” in their C H A P T E R 1 1 Runway Surface Assessment and Reporting Best Practices

98 A Guidebook for Airport Winter Operations LOA-defined areas of responsibility, claiming that only the airport operator has the authority to close an airport surface. Instead, the term “suspend” or “suspension of flight operations” has been used to define ATC requirements upon receipt of a nil braking action report. It is also worthwhile to note that in the event of a nil braking report, location may mean the difference between closing a runway or an exit taxiway, as the nil condition may not be on the runway proper. Airports with a well-coordinated communication plan report that, upon agreement, controllers will automati- cally query a pilot upon receipt of a nil braking report in order to ascertain whether or not the nil condition was on the runway proper or on an exit taxiway. The latter will allow continued runway operations while limiting a surface closure to the exit taxiway. Commercial Systems for Dissemination of Information [Small, Medium, and Large Hub] Commercial systems are available that facilitate real-time dissemination of surface conditions and friction values. Such systems emphasize the importance of providing timely and accurate information to cockpit crews and other airport users. The Canadian government has sanctioned such systems for use at all commercial Canadian airports. 11.2 Runway Friction Surveys Friction Measurement Prior to Snow Removal [Medium and Large Hub] Airport operators have found benefit in taking friction measurements immediately prior to conducting runway snow and ice control operations. The results of these measure- ments can be used to determine optimum intervals between scheduled runway closures. Friction readings higher than targeted minimum values would support continued opera- tions on that airfield surface that might, otherwise, have been scheduled for closure and treatment. Conversely, readings lower than targeted minimum values would indicate the sur- face should have been closed at an earlier time. Measurement results would also facilitate friction trending analysis. Inter- vals between runway closures and changing weather condi- tions must be considered when conducting trend analyses. It is important to note that surface contaminant may prohibit friction testing; measurements must be conducted within parameters identified by the equipment manufacturer and by FAA AC guidance. Friction Testing Frequency [Medium and Large Hub] The airport SICP should identify when runway friction tests are conducted, including param- eters for post-event friction tests. Only those persons properly trained and qualified should con- duct friction tests. Airport operators at large-hub and medium-hub airports have found value in placing airfield inspection personnel in ride-along status in friction measuring equipment during active snow and ice events. While conducting routine airfield inspections, the friction measuring equipment is staged on the airfield and readily available to conduct runway fric- tion tests. This assignment is of particular value at airports that employ continuous monitoring procedures in lieu of conducting runway assessments after two consecutive poor pilot braking action reports. Regular runway friction tests are acceptable to the FAA under continuous moni- toring procedures. Source: Metropolitan Airports Commission

Runway Surface Assessment and Reporting Best Practices 99 11.3 Friction Assessment Reporting Reporting Continuous Friction Measuring Equipment and Decelerometer Measurements [All Airports] FAA AC 150/5200-30C states that there is no objective type of measurement of runway surface condition that has been shown to consistently correlate with airplane performance in a usable manner to the satisfaction of the FAA. Based on that position, the FAA no longer recommends that airports provide friction measurements to pilots. However, as pilots and dispatchers still see value in receiving such data to track the trend of changing runway conditions, the indus- try encourages airport operators to have available continuous friction measuring equipment (CFME) or decelerometers to measure surface friction and to report those values. Airport opera- tors are not challenging the FAA’s position on friction measurement versus aircraft performance. However, airport operators expressed confidence in the ability of CFME and decelerometers to provide an objective measurement of surface friction for use in winter operations planning and decision making. Airport operators noted concerns with perceived subjectivity of pilot braking action reports due to varying types of aircraft, varying aircraft performance on contaminated surfaces, pilot familiarity when operating in winter conditions, and pilot skill level in assessing aircraft braking performance. Mechanically-derived friction values may also be subjective in nature, as assessments may vary from device to device. Therefore, if airports choose to dis- seminate friction data, the SICP should clearly state when friction measurement values will be reported, to whom, and by what means of transmission. Standardized Reporting Systems [All Airports] Multiple surface condition reporting systems and formats are used by airports world-wide. Debate continues regard- ing the establishment of a globally-accepted, standardized condition reporting system. The FAA is reviewing industry recommendations made through the Takeoff and Landing Performance Assessment Aviation Rulemaking Committee that would replace the multiple reporting methods with a numerical code representative of surface conditions. FAA recommends that airports no longer provide mechanically- derived friction measurement values to pilots. However, pilot groups and flight operations departments encourage airport operators to report friction measurements and braking action report information in any available format. Airport users value the information to identify trends in braking action. Several airports continue to report µ values to ATC immediately upon reopening a runway after a snow/ice control operation, with the dissemination of µ values restricted by LOA to the first aircraft to land following a snow or ice control operation. Pilot braking reports are then disseminated to subsequent arrivals. Airports include friction value information in NOTAMs and field condition reports, noting with emphasis that the reports must be time stamped, as reports quickly become invalid during periods of active precipita- tion. Airports noted the importance of verbiage in airport and ATC LOAs specifically requiring controllers to include the time of a braking report or friction measurement when reporting such information to cockpit crews. LOA language can also outline the frequency with which ATC should report pilot braking reports to the airport operator. To align field operations with current AC guidance, an LOA should outline the requirement for ATC to report to the airport operator when it receives a nil braking action report or two consecutive poor pilot braking action reports. Source: Oshkosh Corporation

Next: Chapter 12 - Winter Operations Performance Evaluation »
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TRB’s Airport Cooperative Research Program (ACRP) Report 123: A Guidebook for Airport Winter Operations provides direction to airport facilities as they prepare for, operate during, and recover from disruptive winter events. The report also provides tips for managing the overall passenger experience and provides guidance on the levels of investment needed to implement an effective winter operations program.

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