1 RESCUE AND FIRE FIGHTING SERVICES
1.1 The categories of fire and rescue equipment given at AD 2.6, their relevance to individual aircraft, and the minimum scales of equipment required to meet the respective categories are contained in Regulation (EU) No. 139/2014 as retained (and amended in the UK domestic law) under the European Union (Withdrawal) Act 2014, and associated rules and Civil Aviation Publication - CAP 168 - 'Licensing of Aerodromes'. They approximate closely to those contained in the relevant ICAO publications.
1.2 For the convenience of aircraft operators the relationship of the rescue and fire fighting categories to individual aircraft is summarised as follows: A = Aerodrome, H = Heliport
| Aerodrome Fire and Rescue Category | Aircraft Overall Length (M) | Fuselage Width (M) |
|---|
‡Special | 0 up to but not including 9 | 2 |
| A1 | 0 up to but not including 9 | 2 |
| A2 | 9 up to but not including 12 | 2 |
| A3 | 12 up to but not including 18 | 3 |
| A4 | 18 up to but not including 24 | 4 |
| A5 | 24 up to but not including 28 | 4 |
| A6 | 28 up to but not including 39 | 5 |
| A7 | 39 up to but not including 49 | 5 |
| A8 | 49 up to but not including 61 | 7 |
| A9 | 61 up to but not including 76 | 7 |
| A10 | 76 up to but not including 90 | 8 |
‡ Aerodromes which are generally licensed solely in order that flying instruction may take place. |
1.3 For the convenience of helicopter operators the relationship of the Rescue and Fire Fighting categories to individual helicopters is summarised as follows:
Heliport Category | † Aircraft Overall Length (M) |
|---|
‡Special | 0 up to but not including 15 |
H1 | 0 up to but not including 15 |
H2 | 15 up to but not including 24 |
H3 | 24 up to but not including 35 |
| † Helicopter length includes rotors and tail boom. |
| ‡ Aerodromes which are licensed solely in order that flying instruction may take place. |
2 RUNWAY SURFACE CONDITION ASSESSMENT AND REPORTING / SNOW PLAN
2.1 Organisation of the Runway Surface Condition Reporting and Winter Service
2.1.1 Agreement has been reached through the International Civil Aviation Organisation (ICAO) to apply standard procedures at international aerodromes within the European/Mediterranean Region, for the clearance of winter contaminants (frost, snow, ice, slush and associated water) from aerodrome surfaces and for the assessing and reporting of aerodrome surface conditions during adverse weather conditions. From 4 November 2021, UK aerodromes use the Global Reporting Format (GRF).
2.1.2 Prior to the onset of winter conditions, aerodrome operators prepare a plan to effect efficient clearance and measurement procedures intended to ensure maximum availability of the aerodrome. The plan is formulated in co-operation with Air Traffic Services and the aerodrome users. Arrangements are made to ensure that the plan can be implemented as soon as meteorological forecasts indicate the likelihood of surface contamination. The first priority is to clear operational runways and other essential parts of the movement area. Provision for assessment and reporting procedures are made. Subsequently, the surfaces cleared are maintained free of contaminant as far as is reasonably practicable.
2.2 Surveillance of Movement Areas
2.2.1 Surveillance of the movement area will be carried out typically from vehicles by trained aerodrome operator personnel. All reports will be based on human assessment of each runway third for % coverage, depth, and type of contaminant.
2.3 Measuring Methods and Measurements Taken
2.3.1 Continuous Friction Measuring Equipment (CFME) is not used for GRF purposes at UK aerodromes.
2.4 Actions Taken to Maintain the Usability of Movement Areas
2.4.1 Mechanical snow clearing equipment; blowers, sweepers, ploughs and rotary brushes form the main part of the contaminant clearance equipment used at most large aerodromes. Various methods are employed and brief details of those available at individual aerodromes are given in the individual aerodrome entry of the AIP.
2.4.2 As far as practicable, clearance techniques employed prevent the build-up of snowbanks. Where this is unavoidable, every effort is made to restrict snowbanks to such a height and distance apart as to ensure safe manoeuvring of the most critical aircraft, in this context, normally using the aerodrome. Snowbanks are reported as soon as these are likely to affect safe manoeuvring by the most critical aircraft, in this context, normally using the aerodrome. Details of snowbanks will be notified in the situational awareness section of the SNOWTAM.
2.4.3 Slush and associated standing water are cleared whilst it is forming. Clearance may have to be repeated at intervals and some interruption of operations may be inevitable.
2.4.4 Salt is only used if it is found to be essential and is restricted to areas around edge drains to prevent slush build-up and to ensure continuous drainage. Liquid or other chemicals used for clearing ice on runways, taxiways and aprons are non-toxic and should have no detrimental effects on aircraft, aerodrome surfaces or the friction value of aerodrome pavements.
2.5 System and Means of Reporting
2.5.1 At UK aerodromes, ATS or the aerodrome operator according to local organisation, assess and report runway surface conditions.
2.5.2 UK aerodromes use the Global Reporting Format (GRF) which comprises an assessment by airport operations staff using a Runway Condition Assessment Matrix (RCAM) and the consequent assignment of a Runway Condition Code (RWYCC) ranging from 6 to 0. This code is complemented by a description of the surface contaminant based on type, depth and % coverage for each third of the runway. The code is based on the effect of the runway conditions on aircraft braking.
Note: With the introduction of the GRF the requirement to include supplementary information regarding the state of the runway in METAR is removed.
| Runway Condition Assessment Matrix (RCAM) |
|---|
| Assessment Criteria | Downgrade assessment criteria |
|---|
| RWYCC | Runway surface description | Aeroplane deceleration or directional control observation | Special air-report of runway braking action |
|---|
| 6 | DRY | - | - |
| 5 | FROST
WET
(The runway surface is covered by any visible dampness or water up to and including 3 MM depth)
Up to and including 3 MM depth:
SLUSH
DRY SNOW
WET SNOW | Braking deceleration is normal for the wheel
braking effort AND directional control is
normal | GOOD |
| 4 |
-15 °C and lower outside temperature:
COMPACTED SNOW | Braking deceleration OR directional control is between good and medium | GOOD TO MEDIUM |
| 3 | WET (“slippery wet” runway)
DRY SNOW or WET SNOW (any depth)
ON TOP OF COMPACTED SNOW
More than 3 MM depth:
DRY SNOW
WET SNOW
Higher than -15 °C outside air temperature:
COMPACTED SNOW | Braking deceleration is noticeably reduced for the wheel braking effort applied OR directional control is noticeably reduced | MEDIUM |
| 2 |
More than 3 MM:
STANDING WATER
SLUSH | Braking deceleration OR directional control is between medium and poor | MEDIUM TO POOR |
| 1 | ICE | Braking deceleration is significantly reduced for the wheel braking effort applied OR
directional control is significantly reduced | POOR |
| 0 | WET ICE
WATER ON TOP OF COMPACTED SNOW
DRY SNOW or WET SNOW ON TOP OF ICE | Braking deceleration is minimal to
non-existent for the wheel braking effort
applied OR directional control is uncertain | LESS THAN POOR |
2.5.3 The outcome of the assessment and associated RWYCC are transmitted using a Runway Condition Report (RCR) forwarded to air traffic services and the aeronautical information services for dissemination to pilots. The pilots will use the RWYCC to determine their aircraft's performance by correlating the code with performance data provided by their aircraft's manufacturer. This will help pilots to correctly carry out their landing and take-off performance calculations for wet or contaminated runways.
Note: Information provided via the Runway Condition Report is disseminated by SNOWTAM regardless of the nature of the contaminant. WET runway conditions are included in the runway condition report (RCR).
2.5.4 The assessment process of assigning a RWYCC is a deterministic process, starting with the identification of the various contaminants, that determines what initial RWYCC must be reported. Based on all other information available, this initial RWYCC can be downgraded or upgraded using procedures detailed aerodrome specific procedures.
2.5.5 The revised scale GOOD, GOOD TO MEDIUM, MEDIUM, MEDIUM TO POOR, POOR and LESS THAN POOR is used by the flight crew to characterize perceived braking action and lateral control of the aeroplane during landing roll. When an aerodrome receives pilot reports indicating a braking action perceived as worse than that being reported the aerodrome operator should consider reassessing the runway surface conditions. RWYCCs 0 through 6 are mapped to this terminology in the runway condition assessment matrix (RCAM) and describe a consistent runway surface condition in relation to its effect on aircraft braking performance and lateral control. The RCAM correlates the RWYCC, the agreed set of criteria and the aircraft braking action which the flight crew should expect for each value of the RWYCC.
2.5.6 The aerodrome operator reports the runway surface condition over each third of the runway using a runway condition report (RCR). The report includes a runway condition code (RWYCC) using numbers 0 to 6, the contaminant coverage and depth, and a description reported in capital letters using the following terms:
COMPACTED SNOW; (snow that has been compacted into a solid mass such that aeroplane tyres, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface);
DRY;
DRY SNOW; (snow from which a snowball cannot readily be made);
DRY SNOW ON TOP OF COMPACTED SNOW;
DRY SNOW ON TOP OF ICE;
FROST; (ice crystals formed from airborne moisture on a surface whose temperature is at or below freezing; frost differs from ice in that frost crystals grow independently and therefore, have a more granular texture);
ICE; (water that has frozen or compacted snow that has transitioned into ice in cold and dry conditions);
SLUSH; (snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully);
STANDING WATER; (water of depth greater than 3 MM);
WATER ON TOP OF COMPACTED SNOW;
WET;
WET ICE; (ice with water on top of it or ice that is melting);
WET SNOW; (snow that contains enough water to be able to make a well-compacted, solid snowball, but water will not squeeze out);
WET SNOW ON TOP OF COMPACTED SNOW;
WET SNOW ON TOP OF ICE.
Note 1: RCAM is used to allocate the appropriate Runway Condition Code to the runway surface description. The same contaminant may me associated with more than one RCC, depending mainly on depth (e.g. SLUSH, DRY SNOW, WET SNOW), temperature (COMPACTED SNOW) or additional conditions (WET).
Note 2: WET condition can be associated with two Runway Condition Codes: 5, if the runway surface is covered by any visible dampness or water up to and including 3 MM depth; or 3, if the runway is "slippery wet". States that follow EASA Regulations additionally use SPECIALLY PREPARED WINTER RUNWAY for runway condition code 4 and the descriptor WET for runway condition code 3 is replaced by SLIPPERY WET.
2.5.7 A standard depth gauge may be used to measure the depth of snow, slush or water on runways as part of the overall assessment. Readings are taken at approximately 300 M intervals between 5 and 10 M on each side of the centre-line and clear of the effects of rutting. By international agreement depth information is given in millimetres representing the mean of readings obtained for each third of the total runway length.
2.6 The Cases of Runway Closure
2.6.1 Every attempt will be made to keep runways open and operational during adverse weather conditions. However as much advance notice of runway closure as possible will be provided to appropriate ATS Units and promulgated via NOTAM.
2.7 Distribution of Information about Runway Surface Conditions
2.7.1 Information on the current state of progress of snow clearance and on the conditions of the movement areas is available from a designated authority at the aerodrome concerned. Information on pavement conditions is also be available by RTF or ATIS from the aerodrome concerned.
2.7.2 Information on current surface conditions at UK and other European aerodromes generally is also available from the following sources:
SNOWTAM;
Automatic Terminal Information Service (ATIS);
RTF between ATS and aircraft operators.
2.7.3 The SNOWTAM provides a standard Runway Condition Report (RCR) which includes an assessment of each third of the runway including information on the runway designator, type, extent and depth of deposit.
2.7.4 The maximum validity of SNOWTAM is 8 hours. New SNOWTAM must be issued whenever a new RCR is prepared by the aerodrome. When no SNOWTAM is issued after 8 hours of a previous SNOWTAM for an aerodrome, the old SNOWTAM is expired and it should be assumed that there is no more significant runway surface condition to be reported.
2.7.5 ATIS message received by pilots includes operational runway direction, contaminant type, depth and percentage coverage.
2.7.6 RTF reports to pilots provide an assessment in plain language of the available runway length, including a description of the prevailing conditions i.e. ice, snow or slush, the Runway Condition Code, together with the time of the measurement.