U.S.

Department Advisory
of Transportation
Federal Aviation
Administration
Circular

Subject: Airport Field Condition Assessments Date: 7/29/2016 AC No: 150/5200-30D

and Winter Operations Safety Initiated By: AAS-300

1 PURPOSE.
This advisory circular (AC) provides guidance to assist airport operators in developing a
snow and ice control plan, assessing and reporting airport conditions through the
utilization of the Runway Condition Assessment Matrix (RCAM), and establishing
snow removal and control procedures.

2 CANCELLATION.
This AC cancels AC 150/5200-30C, Airport Winter Safety and Operations, dated
December 9, 2008.

3 APPLICATION.
1. The information contained in this AC provides guidance for the airport operators in
the development of plans, methods, and procedures for identifying, reporting, and
removal of airport contaminants. The use of this guidance is an acceptable means
of compliance, for airports certificated under Title 14 Code of Federal Regulations
(CFR) part 139, Certification of Airports. The use of this AC is also a method of
compliance for federally obligated airports. Furthermore, use of the specifications
in this AC is mandatory for projects funded under the Airport Improvement
Program (AIP) or with revenue from the Passenger Facility Charge (PFC) program.
2. For implementation purposes, all certificated airports must submit revised Snow
and Ice Control Plans to the FAA no later than September 1, 2016, for approval.
The Federal NOTAM System is the primary means of conveying airport condition
information by certificated and federally obligated airports. Effective October 1,
2016, the Federal NOTAM System will incorporate the new reporting criteria and
methodology contained in this AC.
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4 PRINCIPAL CHANGES.
The AC incorporates the following principal changes:
1. Updates the title of the AC to communicate the inclusion of guidance on field
condition assessments beyond winter conditions.
2. Introduces the Runway Condition Assessment Matrix (RCAM) and procedures for
its use and application.
3. Expands on using current NOTAM system technology for airport condition
reporting.
4. Adds new information to the Airfield Clearing Priorities for the Snow and Ice
Control Plan.
5. Adds definitions of contaminants in Paragraph 1.12.
6. Defines vehicle and pilot reported braking action and updates terminology: Good,
Good-to-Medium, Medium (previously known as Fair), Medium-to-Poor, Poor, and
Nil.
7. Adds “conditions not monitored” information for airport operators to use when the
airport is not monitored due to operations hours or staffing.
8. Adds the new acronym “RwyCC” for Runway Condition Code.
9. Removes the capability to report friction (Mu) values (replaced by RwyCCs).
10. Adds information on snow removal from Engineered Material Arresting Systems.
11. Adds new Appendix A, Sample Airport Condition Assessment Worksheet.
12. Adds new Appendix F, Runway Condition Assessment Matrix (RCAM) (For
Airport Operators’ Use Only).
13. Provides origin and background on the Takeoff and Landing Performance
Assessment Aviation Rulemaking Committee.
14. Identifies the approved list of layered contaminants.
15. Introduces percentage based contaminant reporting by runway third.
16. Limits use of Vehicle Braking Action Reports to non-runway environment (e.g.,
taxiways, aprons, holding bays, etc.).
17. Provides examples of how multiple contaminants are to be illustrated.
18. Revises and supplements the list of questions for Snow and Ice Control Plans
(SICPs).
19. Provides a decision tree for an overview of the basic RCAM process.

5 Related Code of Federal Regulations (CFRs) and Reference Materials.

The following are FAA regulations and publications (see current versions) from which
material has been extracted for the preparation of this AC. They will continue to be the
authoritative source of revisions to this AC. These references also contain additional

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resource material that may be useful in special situations, but their immediate
availability to airport operators is not considered necessary to accomplish the basic
operational purpose of this AC. Electronic versions of these documents are available
online.
1. Electronic CFRs are available at www.ecfr.gov:
a. 14 CFR Part 139, Certification of Airports.
b. 14 CFR Part 25, Airworthiness Standards: Transport Category Airplanes.
c. 14 CFR Part 91, General Operating and Flight Rules.
d. 14 CFR Part 121, Air Carrier Certification.
e. 14 CFR Part 135, Operating Requirements: Commuter and On Demand
Operations and Rules Governing Persons On Board Such Aircraft.
f. 49 CFR Part 1542, Airport Security.
g. 49 CFR Part 1544, Aircraft Operator Security: Air Carriers and Commercial
Operators.
2. Air Traffic publications are available at www.faa.gov/air_traffic/publications/:
a. FAA Order JO 7110.10, Flight Services.
b. FAA Order JO 7110.65, Air Traffic Control.
c. FAA Order JO 7210.3, Facility Operation and Administration.
d. FAA Order JO 7930.2, Notices to Airmen (NOTAMs).
e. Aeronautical Information Manual (AIM).
f. Pilot/Controller Glossary (P/CG).
3. Airport ACs (150 series) are available at
www.faa.gov/airports/resources/advisory_circulars/:
a. AC 150/5300-13, Airport Design.
b. AC 150/5200-28, Notices to Airmen (NOTAMs) for Airport Operators.
c. AC 150/5320-12, Measurement, Construction, and Maintenance of Skid
Resistant Airport Pavement Surfaces.
4. Other FAA ACs are available at
www.faa.gov/regulations_policies/advisory_circulars/:
a. AC 25-31, Takeoff Performance Data for Operations on Contaminated
Runways.
b. AC 25-32, Landing Performance Data for Time-of-Arrival Landing
Performance Assessments.
c. AC 91-79, Mitigating the Risks of a Runway Overrun Upon Landing.
d. AC 121.195-1, Operational Landing Distances for Wet Runways; Transport
Category Airplanes.

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5. Other FAA Orders and Notices are available at

http://www.faa.gov/regulations_policies/orders_notices/:
a. FAA Order 8900.1, Flight Standards Information Management System.
b. FAA Order 5190.6, Airport Compliance Manual.

Michael J. O’Donnell
Director of Airport Safety and Standards

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CONTENTS
Paragraph Page

CHAPTER 1. INTRODUCTION ................................................................................... 1-1

1.1 Overview. ................................................................................................................ 1-1
1.2 Background. ........................................................................................................... 1-1
1.3 Snow and Ice Control Committee. ........................................................................ 1-2
1.4 Airport Snow and Ice Control Committee (SICC). ............................................. 1-2
1.5 Snow Control Center (SCC). ................................................................................. 1-3
1.6 Airfield Clearing Priorities for the Snow and Ice Control Plan (SICP). ............ 1-3
1.7 Terminal and Landside – Ground Side Priority. ................................................. 1-4
1.8 Airfield Target Clearance Times........................................................................... 1-5
1.9 Staffing for Operation of Snow and Ice Control Equipment. ............................. 1-6
1.10 Sizing and Storage of Snow and Ice Control Equipment. ................................... 1-7
1.11 FAA-Approved Runway Friction Measuring Equipment. .................................. 1-7
1.12 Definitions. .............................................................................................................. 1-8

CHAPTER 2. THE SNOW AND ICE CONTROL PLAN ............................................... 2-1

2.1 Safety Requirements. ............................................................................................. 2-1
2.2 Airport Operators. ................................................................................................. 2-1
2.3 Snow and Ice Control Plans. ................................................................................. 2-1
2.4 Topics for Pre- and Post-Season SICC Meetings. ................................................ 2-3
2.5 Outlining a Snow and Ice Control Plan (SICP). .................................................. 2-5
2.6 Topics for Writing Instructions and Procedures for Winter Operations and
Notification. ............................................................................................................ 2-5
2.7 Runway Incursion Mitigation and Operations During Non-Towered Air Traffic
Control Periods. ..................................................................................................... 2-6
2.8 Staff Training and Recordkeeping. ....................................................................... 2-7
2.9 Other Related Items. .............................................................................................. 2-7

CHAPTER 3. FORECAST TECHNOLOGY FOR AIRPORT OPERATORS ................ 3-1

3.1 Weather Forecasting. ............................................................................................. 3-1
3.2 FAA Forecasting Research and Development for Airport Operators. ............... 3-1
3.3 Forecasting Runway Surface Conditions. ............................................................ 3-4

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CHAPTER 4. SNOW CLEARING OPERATIONS AND ICE PREVENTION................ 4-1

4.1 Introduction. ........................................................................................................... 4-1
4.2 Snow Clearing Principles. ...................................................................................... 4-1
4.3 Controlling Snow Drifts. ...................................................................................... 4-11
4.4 Snow Disposal. ...................................................................................................... 4-12
4.5 Methods for Ice Control and Removal. .............................................................. 4-13
4.6 Approved Chemicals. ........................................................................................... 4-14
4.7 Runway Friction Improvements. ........................................................................ 4-16
4.8 Sand....................................................................................................................... 4-18

CHAPTER 5. SURFACE ASSESSMENT AND REPORTING ..................................... 5-1

5.1 Airport Operator Responsibility. .......................................................................... 5-1
5.2 Runway Friction Surveys. ..................................................................................... 5-2
5.3 Runway Condition Assessments. ........................................................................... 5-5
5.4 Applying the RCAM to a Runway Assessment. ................................................. 5-14
5.5 Reportable Contaminants without Performance Data. ..................................... 5-17
5.6 Condition Reporting. ........................................................................................... 5-17
5.7 Information Exchanged Between the Airport and Pilots. ................................. 5-17
5.8 Requirements for Runway, Taxiway, and Apron and Holding Bay Closures. 5-19
5.9 Continuous Monitoring. ....................................................................................... 5-20
5.10 Letter of Agreement (LOA) Between Airport Operator and Air Traffic Control
Tower. ................................................................................................................... 5-21
5.11 Airport Records and Log Controls. .................................................................... 5-21
5.12 Using “Conditions Not Monitored” NOTAMs. .................................................. 5-22
5.13 Winter NOTAM Abbreviations. ......................................................................... 5-22

APPENDIX A. SAMPLE AIRPORT CONDITIONS ASSESSMENT WORKSHEET ... A-1

APPENDIX B. DEVELOPMENT OF RECOMMENDED SNOW BANK HEIGHT

PROFILES ............................................................................................................. B-1

APPENDIX C. SNOW AND ICE CONTROL AS A MATERIALS-HANDLING

PROBLEM ............................................................................................................. C-1

APPENDIX D. DECELEROMETERS THAT MEET FAA TECHNICAL

SPECIFICATIONS ................................................................................................. D-1

APPENDIX E. PERFORMANCE SPECIFICATION FOR DECELEROMETERS ......... E-1

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APPENDIX F. RUNWAY CONDITION ASSESSMENT MATRIX (RCAM) (FOR

AIRPORT OPERATORS’ USE ONLY) ................................................................... F-1

FIGURES
Figure 1-1. Example of Prioritized Paved Areas for the Snow and Ice Control Plan.................. 1-4
Figure 3-1. ETI Precipitation Gauge in a Single Alter Wind Shield 2 Type ............................... 3-2
Figure 3-2. Schematic of Unidirectional Storm WSDDM Configuration ................................... 3-3
Figure 4-1. Snow Bank Profile Limits Along Edges of Runways and Taxiways with the
Airplane Wheels on Full Strength Pavement (see Figure 4-2 guidance) ............................... 4-7
Figure 4-2. ILS CAT I and CAT II/III Snow Clearance Area Depth Limitations ....................... 4-8
Figure 4-3. Possible Team Configuration with Perpendicular Wind ........................................... 4-9
Figure 4-4. Possible Team Configuration During Light Snowfall with Parallel or Calm Wind . 4-9
Figure 4-5. Possible Team Configuration During Medium to Heavy Snowfall with Parallel or
Calm Wind (Dependent upon Rotary Plow performance) ................................................... 4-10
Figure 4-6. Typical Snow Trench Dimensions .......................................................................... 4-12
Figure 5-1. Runway Condition Description Column of the RCAM ............................................ 5-9
Figure 5-2. Runway Condition Code (RwyCC) Column of the RCAM.................................... 5-10
Figure 5-3. Friction Assessment Column of the RCAM ........................................................... 5-12
Figure 5-4. Vehicle Deceleration or Directional Control Observation Column of the RCAM . 5-13
Figure 5-5. Pilot Reported Breaking Action Column of the RCAM ......................................... 5-14
Figure B-1. Individual Height Profiles of Airplane Wingtips and Outer and Inner Engine
Nacelles’ Lower Edges for Airplane Design Groups III and IV .......................................... B-2
Figure B-2. Individual Height Profiles of Airplane Wingtips and Outer and Inner Engine
Nacelles’ Lower Edges for Airplane Design Groups V and VI ..............................................B-3

TABLES
Table 1-1. Clearance Times for Commercial Service Airports ................................................... 1-5
Table 1-2. Clearance Times for Non-Commercial Service Airports ........................................... 1-6
Table 4-1. Guidance for Airside Urea Application Rates .......................................................... 4-15
Table 4-2. Standard Gradation for Sand .................................................................................... 4-19
Table 4-3. Expanded Sand Gradation Standard ......................................................................... 4-19
Table 5-1. Friction Survey Example ............................................................................................ 5-5
Table 5-2. Runway Condition Assessment Matrix (RCAM)....................................................... 5-7

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CHAPTER 1. INTRODUCTION

1.1 Overview.
The presence of contaminants such as snow, ice, or slush on airfield pavements causes
hazardous conditions that may contribute to airplane incidents and accidents. Further,
winter storm conditions usually reduce airport traffic volumes through flight delays
and/or cancellations and, in severe storm conditions, airport closures. The extent to
which these undesirable effects are minimized will depend on the approach taken by the
airport operator to closely monitor and assess conditions and have mitigating practices
ready to combat potential and any existing contaminant conditions on the airport. This
revised AC introduces new concepts and practices and a different approach for airport
operators to use, which is a less subjective way of assessing airport conditions. The
information in this AC harmonizes activities across FAA Lines of Business in
addressing airport surface contaminants. This harmonization recognizes that aircraft
manufacturers have determined that variances in contaminant type, depth, and air
temperature cause specific changes in aircraft braking performance. As a result, it is
possible to take the aircraft manufacturers’ data for specific contaminants and produce
the Runway Condition Assessment Matrix for use by airport operators. This
harmonization effort associated with identified contaminants extends beyond our
domestic airports to our ICAO partners, who are implementing similar standards and
procedures to make the process of identifying airport contaminants less subjective. In
complying with part 139 for certificated airports, the NOTAM system will become
more important for distributing airport conditions reports.

1.2 Background.

1.2.1 Following the overrun accident of a Boeing-737 in December of 2005, the FAA found
that the current state of the industry practices did not have adequate guidance and
regulation addressing operation on non-dry, non-wet runways, i.e., contaminated
runways. As such, the FAA chartered an Aviation Rulemaking Committee (ARC) to
address Takeoff and Landing Performance Assessment (TALPA) requirements for the
appropriate parts 23, 25, 91 subpart K, 121, 125, 135, and 139. In formulating
recommendations, it became clear to the ARC that the ability to communicate actual
runway conditions to the pilots in real time and in terms that directly relate to expected
aircraft performance was critical to the success of the project. While researching current
NOTAM processes numerous significant short comings were discovered that hampered
this communication effort. This document provides NOTAM reporting procedures
intended for a digital communication process that would support this major safety
initiative and resolve the identified shortcomings. Without accurate real time
information pilots cannot safely assess takeoff or landing performance.

1.2.2 At the core of this recommendation is the concept of using the included Runway
Condition Assessment Matrix (RCAM) (shown in Table 5-2) as the basis for
performing runway condition assessments by airport operators and for interpreting the
reported runway conditions by pilots in a standardized format based on airplane

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performance data supplied by airplane manufacturers for each of the stated contaminant
types and depths. The concept attempts, to the maximum extent feasible, to replace
subjective judgments of runway conditions with objective assessments which are tied
directly to contaminant type and depth categories, which have been determined by
airplane manufacturers to cause specific changes in the airplane braking performance.

1.3 Snow and Ice Control Committee.

Winter storm conditions usually reduce airport traffic volumes through flight delays
and/or cancellations and, in severe storm conditions, airport closures. The extent to
which these undesirable effects are minimized will depend on the approach taken by the
airport operator to combat winter conditions. The airport operators that are most
successful at combating winter storms are those that establish an airport snow and ice
control committee that conducts pre- and post-seasonal planning meetings, operates a
Snow Control Center (SCC), and, most importantly, implements a written plan. This
advisory circular provides recommendations and guidance for writing plans plus
identifies topics that should receive special focus to improve operational safety. For
airports certificated under part 139, the written plan is referred to as the Snow and Ice
Control Plan (see §139.313, Snow and Ice Control.)

1.4 Airport Snow and Ice Control Committee (SICC).

All airports subject to icing conditions or annual snowfall of several inches (6 inches
(15 cm) or more) should have a SICC. Such committees have been effective in (1)
preseason planning, (2) focusing the operational plan to improve runway safety and
communications between various offices/departments involved or impacted by a storm
event, (3) addressing the needs of airport users, and (4) critiquing clearing activities of
the airfield and apron areas after the winter season and after each storm event. It is
recommended that the airport operator schedule ongoing evaluation meetings,
preferably after each storm event, to allow evaluation of procedures, identify safety
concerns, and, when necessary, implement revised clearing procedures. The SICC size
and functions will vary based on the airport size, airport users, and the type of winter
weather experienced within its geographical location. The airport manager or his/her
representative should chair the SICC. The committee should include representatives
from the following:
1. Airport operations staff.
2. Airline flight operations departments (pilot representative), airline station personnel
(deicing representatives), and fixed-base operators.
3. FAA air traffic control, flight service station, and technical operations.
4. Other concerned parties deemed necessary, such as the U.S. military (at joint-use
airports), service providers, and contractors who may be actively conducting
construction activities.

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1.5 Snow Control Center (SCC).

The airport operator should set up a Snow Control Center (SCC) for snow and ice
control activities. Depending on the size of the airport and its operations, the SCC may
be in a special room or facility, or it might be a “snow desk” in a maintenance building,
or it could be the command vehicle of the operations officer. The SCC performs the
following main functions: (1) managing snow clearing operations; (2) serving as a
prime source of field condition reporting, e.g., timely runway braking conditions, snow
accumulations, etc.; (3) informing the airport traffic control tower (ATCT), air carriers,
air taxis, and other parties of expected runway closures and openings; and (4) issuing
timely NOTAMs (see AC 150/5200-28, Notices to Airmen (NOTAMs) for Airport
Operators, and FAA Orders 7930.2, Notices to Airmen (NOTAMS), and 7340.1,
Contractions.)

1.6 Airfield Clearing Priorities for the Snow and Ice Control Plan (SICP).
It is impractical and infeasible for airport operators to simultaneously clear all airside
pavement and support facilities of all snow, slush, and ice. The airport operator can
establish a minimum level of service by establishing a priority classification system
much like how municipalities clear their roadway system during snow events. This
targeted approach places focus on critical areas of the airfield that will allow aircraft
operations in a safe and efficient manner at an acceptable level of service given
environmental conditions. Efforts to clear areas of lower importance can be delayed
until the higher priority areas are fully functional or to low aircraft activity hours.

1.6.1 Establishing Priority Areas.

The SICP, as a minimum, will identify two priority areas based on the airport’s safety
requirements, aircraft operations, and navigational aid facilities. The sizing of the
priority areas will take into account the airport resource capabilities and the actual
aircraft operational needs. Correct sizing of the highest priority area will optimize
clearing activities. Oversizing the highest priority area can be counterproductive as it
may exceed the airport’s resource capabilities, and it can deflect limited resources to
clear areas not immediately needed for aircraft operations. Figure 1-1 illustrates an
airport with typically prioritized areas.

1.6.1.1 Priority 1.
Areas appropriate for this category are those that directly contribute to
safety and the re-establishment of aircraft operations at a minimum
acceptable level of service. Priority 1 will generally consist of the primary
runway(s) with taxiway turnoffs and associated taxiways leading to the
terminal , portions of the terminal ramp, portions of the cargo ramp, airport
rescue and fire fighting (ARFF) station ramps and access roads, mutual aid
access points (including gates), emergency service roads, access to essential
NAVAID, and centralized deicing facilities. It is not necessary to clear an
entire terminal or cargo apron. Priority 1 should only include those
portion(s) of apron areas immediately necessary to allow movement of
aircraft at a minimum acceptable level of service. Those portions of the

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apron area that are not essential to re-establishing a minimum level of

acceptable airfield service may be used as temporary snow pile staging area
for subsequent removal during low activity periods.

1.6.1.2 Priority 2.
Areas appropriate for Priority 2 are those not essential to re-establishing a
minimum acceptable level of service for aircraft operations. Items in this
category normally include crosswind/secondary runways and their
supportive taxiways, terminal and cargo apron area not cleared under
Priority 1, commercial ramp areas, overnight parking, access roads to
secondary facilities, and airfield facilities not essential to flight operations
or not used on a daily basis.

1.6.1.3 Priority 3.
Priority 3 includes all other areas not addressed under Priority 1 or Priority
2. This typically includes the perimeter security road and service roads
within the AOA.

Figure 1-1. Example of Prioritized Paved Areas for the Snow and Ice Control Plan

1.7 Terminal and Landside – Ground Side Priority.

The clearing of snow from the terminal and landside infrastructure to and from the
terminal is a separate category generally not contained in the SICP because the
objective of this clearing operation is public access, not aircraft operation safety.
Moreover, different chemicals, clearing equipment, and techniques, and possibly the use

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of municipal or service contractors, might be standard for such operations. Landside

pavement deicers are not to be tracked onto the airfield areas because of their corrosive
properties to aircraft. See Paragraph 4.6.2 for prohibition of landside chemicals on
aircraft operational areas.

1.8 Airfield Target Clearance Times.

Airports should consider having sufficient equipment to clear within a reasonable time 1
inch (2.54 cm) of snow weighing up to 25 lb/ft3 (400 kg/m3) for the priorities outlined
in Paragraph 1.6 that accommodate clearing the anticipated airplane operations during
the Priority 1 clearance time. This means that generally only some portions of the
terminal or cargo apron should be included in the Priority 1 area. If supportive runways
(such as a parallel runway) typically have simultaneous operations during the winter
months, then the areas for both runways and associated principal taxiways should be
included in the total area. The term “reasonable time,” as used in this AC, is based on
the airport type and number of annual operations. The guidance in Paragraphs 1.8.1,
1.8.2, and 1.9 is provided to assist the airport operator in determining necessary
equipment.

1.8.1 First, use the general information note and footnote in Table 1-1 and Table 1-2 to
classify the airport as a Commercial Service Airport or a Non-Commercial Service
Airport.

Table 1-1. Clearance Times for Commercial Service Airports

Annual Airplane Operations Clearance Time1

(includes cargo operations) (hour)

1
40,000 or more /2

10,000 – but less than 40,000 1

6,000 – but less than 10,000 11/2

Less than 6,000 2

General: Commercial Service Airport means a public-use airport that the U.S. Secretary of
Transportation determines has at least 2,500 passenger boardings each year and that receives
scheduled passenger airplane service [see 49 U.S.C. 47102(7)].

Footnote 1: These airports should have sufficient equipment to clear 1 inch (2.54 cm) of falling
snow weighing up to 25 lb/ft3 (400 kg/m3) from Priority 1 areas within the targeted clearance times.

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Table 1-2. Clearance Times for Non-Commercial Service Airports

Annual Airplane Operations Clearance Time1

(includes cargo operations) (hour)

40,000 or more 2

10,000 – but less than 40,000 3

6,000 – but less than 10,000 4

Less than 6,000 6

General: Although not specifically defined, Non-Commercial Service Airports are airports that
are not classified as Commercial Service Airports [see Table 1-1, general note].

Footnote 1: These airports may wish to have sufficient equipment to clear 1 inch (2.54 cm) of
falling snow weighing up to 25 lb/ft3 (400 kg/m3) from Priority 1 areas within the recommended
clearance times.

1.8.2 Second, using the appropriate table, find the number of annual airplane operations
handled by the airport and the targeted clearance time. As shown in the tables, this
action-initiating condition, compared with an action-initiating event based on weather
forecasts or runway surface condition sensors, calls for clearing operations for 1-inch
(2.54-cm) snowfall with an assumed weight (snow density) of up to 25 lb/ft3 (400
kg/m3). For airports located in regions where snow densities over 25 lb/ft3 (400 kg/m3)
are the norm, the airport operator should keep in mind that heavier snow densities can
increase the size and type of equipment comprising the fleet used to clear Priority 1
paved areas within the targeted clearance times (for details, see AC 150/5220-20,
Airport Snow and Ice Control Equipment).

1.9 Staffing for Operation of Snow and Ice Control Equipment.

Sizing the snow and ice control equipment fleet should be based on the total Priority 1
paved area that is cleared of snow, slush, or ice within a targeted clearance time.
AC 150/5220-20 offers guidance on how to select the number and types of equipment
necessary to meet targeted clearance times. As for staffing, § 139.303(a)-(b) relate
equipment fleet size with sufficient, qualified staff. Section 139.303(b) requires
certificate holders “to equip personnel with sufficient resources needed to comply with
the requirements of this part.” Section 139.303(a) requires certificate holders “to
provide sufficient and qualified personnel to comply with the airport’s Airport
Certification Manual and the requirements of this part.” While snow removal and
surface treatment may be adequate for runways, the adequacy must extend to
maintaining all open taxiways, aprons, centralized deicing facilities, and holding bays in
a safe operating condition.

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1.10 Sizing and Storage of Snow and Ice Control Equipment.

Sizing the snow and ice control equipment fleet should be based on the total Priority 1
paved area that is cleared of snow, slush, or ice within a targeted clearance time. The
equipment necessary for Priority 1 may be used to clear lower priority areas once
Priority 1 areas are clear. AC 150/5220-20 offers guidance on how to select the number
and types of equipment necessary to meet targeted clearance times. Snow and ice
control equipment should be housed in a building capable of maintaining 50 degrees
Fahrenheit to prolong the useful life of the equipment and to enable more rapid response
to operational needs. Operationally, equipment should be inspected after each use to
determine whether additional maintenance or repair is necessary. Guidance on storing
snow and ice control equipment is provided in AC 150/5220-18, Buildings for Storage
and Maintenance of Airport Snow and Ice Control Equipment and Materials.

1.11 FAA-Approved Runway Friction Measuring Equipment.

There are two basic types of friction measuring equipment that can be used for
conducting friction surveys on runways during winter operations: Continuous Friction
Measuring Equipment (CFME) and Decelerometers (DEC). See Paragraph 5.2.

1.11.1 Continuous Friction Measuring Equipment (CFME).

CFME devices are recommended (over Decelerometers) for measuring friction
characteristics of pavement surfaces covered with contaminants, as they provide a
continuous graphic record of the pavement surface friction characteristics with friction
averages for each one-third zone of the runway length. They may be either self-
contained or towed. AC 150/5320-12, Measurement, Construction, and Maintenance of
Skid-Resistant Airport Pavement Surfaces, contains performance specifications for
CFME in Appendix 3 and a list of FAA-approved equipment in Appendix 4.

1.11.2 Decelerometers.
Decelerometers are recommended (over CFMEs) for airports where the longer runway
downtime required to complete a friction survey is unacceptable and for busy airports
where it is difficult to gain access to the full length of a runway crossed by another
runway. Decelerometers should be of the electronic type due to the advantages noted
below. Mechanical decelerometers may be used, but should be reserved as a backup.
Airports having only mechanical devices should plan to upgrade as soon as possible.
Neither type of decelerometer will provide a continuous graphic record of friction for
the pavement surface condition. They provide only a spot check of the pavement
surface. On pavements with frozen contaminant coverage of less than 25 percent,
decelerometers are used only on the contaminated areas. For this reason, a survey taken
under such conditions will result in a conservative representation of runway braking
conditions. This should be considered when using friction values as an input into
decisions about runway treatments. In addition, any time a pilot may experience widely
varying braking along the runway, it is essential that the percentage of contaminant
coverage be noted in any report. FAA-approved decelerometers are listed in Appendix
D of this AC, and performance specifications are provided in Appendix E.

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1.11.2.1 Electronic Decelerometers.

Electronic decelerometers eliminate potential human error by automatically
computing and recording friction averages for each one-third zone of the
runway. They also provide a printed record of the friction survey data.

1.11.2.2 Mechanical Decelerometers.

Mechanical decelerometers may be used as a backup to an electronic
decelerometer. The runway downtime required to complete a friction survey
will be longer than with an electronic decelerometer. Mechanical
decelerometers do not provide automatic friction averages or a printed copy
of data.

1.12 Definitions.

1.12.1 Ash.
Ash is a grayish-white to black solid residue of combustion normally originating from
pulverized particulate matter ejected by volcanic eruption.

1.12.2 Compacted Snow.

Compacted snow is snow that has been compressed and consolidated into a solid form
that resists further compression such that an airplane will remain on its surface without
displacing any of it. If a chunk of compressed snow can be picked up by hand, it will
hold together or can be broken into smaller chunks rather that falling away as individual
snow particles.
Note: A layer of compacted snow over ice must be reported as compacted snow only.
Example: When operating on the surface, significant rutting or compaction will not
occur. Compacted snow may include a mixture of snow and embedded ice; if it is more
ice than compacted snow, then it should be reported as either ice or wet ice, as
applicable.

1.12.3 Contaminant.
A contaminant is a deposit such as frost, any snow, slush, ice, or water on an airport
pavement where the effects could be detrimental to the friction characteristics of the
pavement surface.

1.12.4 Contaminated Runway.

1.12.4.1 For purposes of generating a runway condition code and airplane

performance, a runway is considered contaminated when more than 25
percent of the overall runway length and width coverage or cleared width is
covered by frost, ice, or any depth of snow, slush, or water.

1.12.4.2 When runway contaminants exist, but overall coverage within the area of
the runway that is being maintained is 25 percent or less, the contaminants

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will still be reported. However, a runway condition code will not be

generated.
Note: While mud, ash, sand, and oil are reportable contaminants, there is
no associated airplane performance data available for these contaminants
and no Runway Condition Code (RwyCC) will be reported. Mud is the
only contaminant in this reference where a measured depth is reportable.
Exception: Rubber is not subject to the 25 percent rule, and will be
reported as Slippery When Wet when the pavement evaluation/friction
deterioration indicates the averaged Mu value on the wet pavement surface
is below the Minimum Friction Level classification specified in Table 3-2,
Friction Level Classification for Runway Pavement Surfaces, of AC
150/5320-12, Measurement, Construction, and Maintenance of Skid-
Resistant Airport Pavement Surfaces.

1.12.5 Dry Runway/Pavement.

Use the term “DRY” to describe runway/pavement surfaces that are neither wet nor
contaminated. A FICON NOTAM must not be originated for the sole purpose of
reporting a dry runway. A dry runway surface should be reported only when there is
need to report conditions on the remainder of the surface.

1.12.6 Dry Snow.

Dry snow is snow that has insufficient free water to cause it to stick together. This
generally occurs at temperatures well below 32° F (0° C). If when making a snowball, it
falls apart, the snow is considered dry.

1.12.7 Eutectic Temperature/Composition.

A deicing chemical melts ice by lowering the freezing point. The extent of this freezing
point depression depends on the chemical and water in the system. The limit of freezing
point depression, equivalent to the lowest temperature that the chemical will melt ice,
occurs with a specific amount of chemical. This temperature is called the eutectic
temperature, and the amount of chemical is the eutectic composition. Collectively, they
are referred to as the eutectic point.

1.12.8 FICON (Field Condition Report).

A FICON is a Notice to Airmen (NOTAM) generated to reflect pavement surface
conditions on runways, taxiways, and aprons and Runway Condition Codes (RwyCCs)
if greater than 25 percent of the overall runway length and width coverage or cleared
width of the runway is contaminated.

1.12.9 Frost.
Frost consists of ice crystals formed from airborne moisture that condenses on a surface
whose temperature is below freezing. Frost differs from ice in that the frost crystals
grow independently and therefore have a more granular texture.
Note: Heavy frost that has noticeable depth may have friction qualities similar to ice
and downgrading the runway condition code accordingly should be considered. If

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driving a vehicle over the frost does not result in tire tracks down to bare pavement, the
frost should be considered to have sufficient depth to consider a downgrade of the
runway condition code.

1.12.10 Ice.
Ice is the solid form of frozen water including ice that is textured (i.e., rough or
scarified ice).
Note: A layer of ice over compacted snow must be reported as ice only.

1.12.11 Layered Contaminant.

A layered contaminant is a contaminant consisting of two overlapping contaminants.
The RCAM identifies the approved list of layered contaminants, including:
1. Dry Snow over Compacted Snow
2. Wet Snow over Compacted Snow
3. Slush over Ice
4. Water over Compacted Snow
5. Dry Snow over Ice
6. Wet Snow over Ice

1.12.12 Mud.
Mud is wet, sticky, soft earth material.

1.12.13 Multiple Contaminants.

Multiple contaminants are a combination of contaminants (as identified in the RCAM)
observed on paved surfaces. When reporting multiple contaminants, only the two most
prevalent contaminants are reported. When reporting on runways, up to two
contaminant types may be reported for each runway third. The Runway Condition
Code (when applicable) will be based on the most hazardous contaminant, when both
contaminants are not from the same category in the RCAM. The reported contaminants
may consist of a single and layered contaminant, two single contaminants, or two
layered contaminants. The reporting of “multiple contaminants” represent contaminants
which are located adjacent to each other, not to be confused with a “layered
contaminant” which is overlapping. For example:
 Single contaminant and Layered contaminant.
‘Wet’ and ‘Wet Snow over Compacted Snow’
 Single contaminant and Single contaminant.
‘Wet Snow’ and ‘Slush’
 Layered contaminant and Layered contaminant.
‘Dry Snow over Compacted Snow’ and ‘Dry Snow over Ice’

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1.12.14 Oil.
Oil is a viscous liquid, derived from petroleum or synthetic material, especially for use
as a fuel or lubricant.

1.12.15 Runways (Primary and Secondary).

1.12.15.1 Primary.
Primary Runways are runways being actively used or expected to be used
during existing or anticipated adverse meteorological conditions, where the
majority of the takeoff and landing operations will take place.

1.12.15.2 Secondary.
Secondary runways are runways that support a primary runway and is less
operationally critical. Takeoff and landing operations on such a runway are
generally less frequent than on a primary runway. Snow removal
operations on these secondary runways should not occur until Priority 1
surfaces are satisfactorily cleared and serviceable.

1.12.16 Runway Condition Assessment Matrix (RCAM).

The RCAM is the tool (Table 5-2) by which an airport operator will assess a runway
surface when contaminants are present.

1.12.17 Runway Condition Code (RwyCC).

Runway Condition Codes describe runway conditions based on defined contaminants
for each runway third. Use of RwyCCs harmonizes with ICAO Annex 14, providing a
standardized “shorthand” format (e.g., 4/3/2) for reporting. RwyCCs (which replace the
reporting of Mu values) are used by pilots to conduct landing performance assessments.

1.12.18 Sand.
Sand is a sedimentary material, finer than a granule and coarser than silt.

1.12.19 Slippery When Wet Runway.

1.12.19.1 For runways where a friction survey (conducted for pavement maintenance)
indicates the averaged Mu value at 40 mph on the wet pavement surface
failed to meet the minimum friction level classification specified in AC
150/5320-12, Measurement, Construction, and Maintenance of Skid
Resistant Airport Pavement Surfaces, the airport operator must reports via
the NOTAM system a RwyCC of ‘3’ for the entire runway (by thirds: 3/3/3)
when the runway is wet. The runway condition description “Slippery When
Wet” is used for this condition. If airport operator judgment deems a
downgrade is necessary, the downgrade must be made such that all three
runway thirds match (i.e. 3/3/3, 2/2/2, 1/1/1). An airport may discontinue
the use of this NOTAM when the runway minimum friction level
classification has been met or exceeded.

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1.12.19.2 Slippery When Wet is only reported when a pavement maintenance

evaluation indicates the averaged Mu value on the wet pavement surface is
below the Minimum Friction Level classification specified in Table 3-2 of
AC 150/5320-12. Some contributing factors that can create this condition
include rubber buildup, groove failures/wear, and pavement macro/micro
textures.

1.12.20 Slush.
Slush is snow that has water content exceeding a freely drained condition such that it
takes on fluid properties (e.g., flowing and splashing). Water will drain from slush when
a handful is picked up. This type of water-saturated snow will be displaced with a
splatter by a heel and toe slap-down motion against the ground.

1.12.21 Water.
Water is the liquid state of water. For purposes of condition reporting and airplane
performance, water is greater than 1/8-inch (3mm) in depth.

1.12.22 Wet Ice.

Wet ice is ice that is melting, or ice with a layer of water (any depth) on top.

1.12.23 Wet Runway.

A runway is wet when it is neither dry nor contaminated. For purposes of condition
reporting and airplane performance, a runway can be considered wet when more than 25
percent of the overall runway length and width coverage or cleared width being used is
covered by any visible dampness or water that is 1/8-inch (3 mm) or less in depth.

1.12.24 Wet Snow.

Wet snow is snow that has grains coated with liquid water, which bonds the mass
together, but that has no excess water in the pore spaces. A well-compacted, solid
snowball can be made, but water will not squeeze out.

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CHAPTER 2. THE SNOW AND ICE CONTROL PLAN

2.1 Safety Requirements.

Snow, ice, and slush should be removed as expeditiously as practicable. The goal is to
maintain runways, high-speed turnoffs, and taxiways in a “no worse than wet” (i.e., no
contaminant accumulation) condition. Surface friction can be improved by application
of sand when unusual conditions prevent prompt and complete removal of slush, snow,
or ice. Operations of snow removal equipment and support vehicles must be conducted
to prevent runway incursions and interference or conflict with airplane operations. This
safety responsibility is shared by airport personnel, airplane operators, and any contract
service providers. The reduced hours of daylight during the winter and frequent low-
visibility conditions resulting from fog, blowing snow, or precipitation require extra
care during field operations and greater attention to enhancing visibility of equipment
performing winter maintenance (i.e., snow removal, friction enhancement, etc.). Post-
clearing operations must be conducted to ensure airfield signage and markings between
the runway(s) and apron are visible to the maximum extent possible to pilots to reduce
the potential for runway incursions.

2.2 Airport Operators.

Airport operators ensure safety of operations at their facilities in accordance with 14
CFR part 139 regulatory guidance. Airport operators should ensure the snow and ice
control plan is current, complete, and customized to the local conditions. All airport
leases and agreements should be clear and specific and cover the duties and
responsibilities of lessees to carry out their assigned snow and ice control duties.
Airport operators, however, should notify the users of the airport of any change in
published procedure or change in the physical facility. As an example, an airport
operator should give, as soon as practicable, notice of pavement or visual aids that may
have been damaged by a snow plowing operation. Complete documentation of
compliance with the snow and ice control plan (SICP) should be kept. This
documentation includes when and where SAIC activities have taken place. This
advisory circular will use the term “Snow and Ice Control Plan” to represent the
airport’s snow and ice control plans.

2.3 Snow and Ice Control Plans.

The Snow and Ice Control Plan (SICP) is a basic document encompassing at least two
separate phases. Phase #1 addresses pre- and post-winter season subjects that prepare
the airport operator for the new winter season. This phase may include revising the
existing SICP after the winter season ends. Phase #2 addresses the sequential actions,
via instruction and procedures, taken by the airport operator for dealing with winter
storms and notifying airport users in a timely manner when less than satisfactory
conditions exist at the airport including the closure of runways. Chapters 1, 3, 4, and 5
of this AC offer guidance, recommendations, and standards for writing instructions and
procedures for Phase #2. Additionally, Paragraphs 2.4 and 2.5 should be used to

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maintain a safer airfield. At minimum, the following questions should be addressed

when outlining new plans or revising existing plans:
1. Are we meeting all applicable part 139 requirements?
2. Are we materially prepared and adequately budgeted for the new winter season?
3. Did the SICP incorporate identified post-season improvements?
4. Are we staffed adequately with qualified personnel?
5. Is our training program effective and adequately tracking test records and
development of qualified personnel?
6. Are procedures for disposal of deicers and equipment maintenance materials and
supplies in compliance with storm water regulations?
7. Were the pre- and post-season meetings held this year appropriate to address all
facets and needs of operations and meet the requirements of the SICP?
8. Did our weather forecasting method monitor last year’s storm events accurately and
in a timely manner?
9. Do we need to change our prescribed storm conditions to start clearing operations
or preventive measures?
10. Do we need to change our runway, taxiway, apron and holding bay closure
procedures as defined in Paragraph 5.8 for closing a runway and other paved areas
used by airplanes?
11. In reference to our closure procedures, do we need to revise the steps prescribed in
the SICP for continuously monitoring?
12. Are there any changes to our chain-of-command and phone numbers?
13. Do we need to update or issue a Letter of Agreement (LOA) with the air traffic
control tower (ATCT) or other parties for implementing runway, taxiway, apron
and holding bay closure procedures?
14. Were there any changes to the airfield areas to be cleared and maintained, the
timing of operations, and how clearing will be done?
15. Are we informing our users frequently and in a timely manner when we must close
the airport or report less than satisfactory surface conditions? Did we get
complaints?
16. How do we ensure markings, signs, and lighting systems are legible/visible after
clearing operations? Are touchdown markings addressed in our procedures?
17. What are our procedures in case of airfield accidents involving snow clearing
crews, airplanes, or other airport vehicles?
18. Did we address all unique airport site conditions?
19. Have all storm crews received driver’s training on the SICP and trained on new
equipment?

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2.4 Topics for Pre- and Post-Season SICC Meetings.

As with all plans, the SICP should be reviewed at least annually to collectively assess
the previous year’s program. Three general topics are recommended for discussion,
namely to incorporate (1) changes to airport staff, equipment, runway chemicals, and
airport clearing procedures; (2) changes to air carrier ground deicing/anti-icing
programs; and (3) “lessons learned” from actual events encountered. The SICC should
consider holding a series of meetings to prepare for and adequately budget for the
upcoming winter season. Two distinct meetings should be held; one focused on airport
clearing operations, and the other focused on air carrier ground deicing/anti-icing
programs. Each meeting should discuss any new topics not dealt with in past years, such
as any new FAA aircraft ground deicing/anti-icing polices or any new Federal, state, or
local storm water runoff regulations.

2.4.1 Topics Relative to Airport Snow Removal Operations Discussions.

The following are topics normally covered:
1. Areas designated as Priority 1 areas, to include any new airfield infrastructure.
2. Clearing operations, follow-up airfield assessments and reporting actions to further
mitigate the potential for pilot and vehicular surface incidents or runway incursions.
3. Staffing requirements and qualifications (training) for snow crews and Snow
Control Center staff.
4. Updates to the training program to close any ambiguity.
5. Streamline the decision-making process, the “chain-of-command” authority.
6. Response times to keep runways, taxiways, and apron areas operational, e.g., to
rectify problems encountered during previous storm events that hampered airport
operations.
7. Communications, terminology, frequencies, and procedures with the airport traffic
control tower (ATCT), snow crews, and the Snow Control Center.
8. Monitoring and updating of surface conditions after a clearing operation and
deicing or sanding applications.
9. Issuance of NOTAMs and dissemination to air carrier and other airport tenants to
meet timely notification requirements.
10. Equipment inventory, including assessing the condition of snow control equipment,
scheduling repairs, and stocking spare parts.
11. Status of procurement contracts and specifications for new vehicles or equipment.
12. Preventive maintenance program for snow control equipment and maintenance and
calibration for friction testing equipment.
13. Status of procurement contracts and specifications for deicer-/anti-icer materials
and sand supply, including their storage before the first snowfall.
14. Validation of deicer certification letters from vendors.
15. Procedures for storm water runoff mitigation.

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16. Snow hauling and/or disposal plan, including sites for dumping snow or positioning
of portable melter equipment for melting snow in place.
17. New runoff requirements for the containment and/or collection of deicing chemicals
and vehicle maintenance fluids and materials.
18. Changes to or the addition of new contract service for clearing aprons.

2.4.2 Topics Relative to Air Carrier Ground Deicing/Anti-icing Programs.

The airport operator should act as a facilitator and arrange a meeting for the parties that
may be affected by airplane ground deicing plans, including those plans required of air
carriers operating under 14 CFR part 121. These parties include airport management
and consultants, air carriers, other airport users, corporate tenants, pilot representatives,
and FAA Air Traffic Control. The meeting should assess the impact of any airplane
ground deicing activities on airport operations and identify actions that can be taken by
the various parties to maximize the efficiency of operations during icing conditions. For
example, the committee may be able to identify the most effective locations for
secondary deicing and establish procedures for its implementation. At most airports,
one meeting to discuss these subjects before the start of the winter season should
suffice. However, at other airports, subsequent meetings may be necessary to assess the
effectiveness of plans and to modify them if necessary. These meetings typically
address the following topics:
1. Assessment of all air carriers’ deicing programs from the previous year,
including—
a. Reviewing airplane surface flow strategies.
b. Reviewing ground time and takeoff clearances after deicing.
c. Analyzing and adjusting to airplane deicing plans.
2. Actions needed by various parties (e.g., airport operator, aircraft operators, air
traffic) to maximize efficiency of operations, including—
a. Identifying locations for airplane deicing that use chemicals or infrared
deicing technology.
b. Planning taxi routes to minimize ground time.
c. Developing rates that control deiced departures.
d. Allocating departure slot capacities.
e. Determining airport deicing crew needs.
f. Verifying communication procedures between air traffic control and airplanes
to be deiced.
3. Any requirements for containment/collection of deicing/anti-icings.

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2.5 Outlining a Snow and Ice Control Plan (SICP).

2.5.1 A logical first step in writing the SICP is to identify and prioritize the timely clearing of
snow and/or ice from aircraft movement areas. Paragraphs 1.6 and 1.8 of this advisory
circular discuss airfield clearing priorities and clearance times. These parameters, in
turn, guide the airport operator in selecting the conditions that initiate activities, such as,
clearing operations, chemical applications, runway friction surveys, and other
operations. Chapter 3 provides information on weather forecasting and weather system
technology as one important tool useful as a head start for an appropriate response for
winter storm forecasts.

2.5.2 Next, the SICP includes instructions and procedures for handling the various types of
winter storms encountered by the airport and how to notify airport users in a timely
manner of other than normal runway conditions, including, but not limited to: runway
closures, and when any portion of the movement area normally available to them is
covered by snow, slush, ice, or standing water.

2.5.3 When winter contaminants are present on airfield pavements, the airport operator must
assess the conditions and take mitigating steps for the contaminant type.

2.5.4 Finally, the SICP addresses special safety topics to minimize runway incursions during
initial and follow-up clearing operations. Paragraph 2.7 of this chapter offers guidance
and recommendations for runway incursion mitigation.

2.6 Topics for Writing Instructions and Procedures for Winter Operations and
Notification.
Part 139 airports are required to address the following topics in their SICP (see §
139.313(b)), and it is recommended that all other airport operators address the same
topics in their SICP. Each topic provides a cross-reference for further clarification.
1. Prompt removal or control, as completely as practicable, of snow, ice, and slush on
airfield pavements (see Chapter 4).
2. Positioning snow off airfield pavement surfaces so all airplane propellers, engine
pods, rotors, and wing tips will clear any snowdrift and snow bank as the airplane’s
landing gear traverses any portion of the movement area (see Figure 4-1, Chapter
4).
3. Selection and application of authorized materials for snow and ice control to ensure
they adhere to snow and ice sufficiently to minimize engine ingestion (see Chapter
4).
4. Timely commencement of snow and ice control operations.
5. Prompt notification in accordance with § 139.339, to all air carriers using the
airport when any portion of the movement area normally available to them is less
than satisfactorily cleared for safe operation by their aircraft (see Chapter 5,
Paragraphs 5.8, Requirements for Runway, Taxiway, and Apron and Holding Bay
Closures, and 5.6, Condition Reporting). In addition, all airplane operators should

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be informed any time pavements are contaminated with ice, snow, slush, or
standing water.

2.7 Runway Incursion Mitigation and Operations During Non-Towered Air Traffic
Control Periods.

2.7.1 The SICP should contain specific procedures for those periods when the ATCT is
closed and for airports that do not have an ATCT (non-towered airport). Additionally
the SICP should contain specific procedures for unexpected situations, such as when
“whiteout” conditions occur while snow clearing crews occupy the runways. The
following items should be considered:

2.7.2 Surface clearing procedures must ensure snow removal operations will not create the
possibility for a runway incursion after the runway reopens, for example, signage,
markings and lighting are clearly visible.

2.7.3 Although it is not required, airport operators should consider closing runways during
snow clearing operations. For airport operators that choose to keep runways open
during such operations, the SICP should include procedures requiring continuous
coordination among the clearing crew and the SCC to ensure the equipment operators
on runways are aware of their surroundings. Snow removal equipment operators should
monitor appropriate air traffic control (ATC) or other frequencies for information on
approaching or departing airplanes.

2.7.4 The overlying air traffic control frequency should be monitored along with the local
frequency by the airport’s Snow Control Center at all non-towered airports and at
airports where the ATCT has less than 24-hour operations. This should apply even if a
NOTAM has been issued closing the runway for snow clearing operations. Such
monitoring is especially important during marginal visual meteorological condition
(VMC) and instrument meteorological condition (IMC).
Note: The overlying air traffic facility may be enroute, terminal, or flight service.
Monitoring is recommended for snow crews to hear an airplane approaching and
therefore be able to clear the runway of personnel and equipment, if necessary. At times
air traffic control and /or the pilots may not be aware of a runway closure at the non-
towered airport. That is, sometimes a NOTAM is issued after an airplane becomes
airborne and the pilot did not receive the latest update, especially at an uncontrolled
airfield. The FAA recommends that NOTAMs for runway closures, snow removal
operations, and any other lengthy maintenance activities at uncontrolled airports be
directly coordinated with the overlying air traffic control facility (TRACON or
ARTCC) when the operation will begin in less than 60 minutes.

2.7.5 Include special snow crew communication procedures for “whiteout” conditions at both
towered and non-towered airports.

2.7.6 Include special snow crew communication procedures for occasions when a single
equipment operator needs to return to the runway after a major clearing event.

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2.8 Staff Training and Recordkeeping.

The SICP should describe qualification criteria and training for individuals directly
involved in snow and ice control operations. The SICP should also outline
recordkeeping procedures for tracking employee progress in achieving training goals
and objectives. The SICP may specify that an implemented training program contain
specific course material for equipment drivers, staff working in the Snow Control
Center, etc. Although airport operators should develop their own training programs to
address conditions at their particular airports, the FAA recommends the programs
contain the following minimum components:
1. Formal classroom lectures, training films if available, and discussion periods to
teach the contents of the SICP to individuals who need to understand procedures in
detail.
2. Tabletop exercises that use miniature equipment on airfield layouts to simulate
operations.
3. Hands-on training for equipment operators on how their equipment works as well as
practice runs under typical operational scenarios.
4. Instruction on airfield familiarization that includes both day and night tours of the
airfield and ensures an understanding of all surface markings, signs, and lighting.
5. Instruction for all personnel on proper communication procedures and terminology.
This includes the special procedures to be followed during “whiteout” conditions
and when radio signal is lost between drivers and/or the ATCT. See FAA AC
150/5210-20, Ground Vehicle Operations on Airports, for guidance on
communication procedures for airport personnel.
6. Instruction for drivers on the proper procedures and communications to follow
when the ATCT is not operating or the airport has no ATCT.
7. Training in following runway closure criteria for personnel responsible for closing
and opening runways during snow events. This training is especially important for
non-towered airports or part-time towered airports.
8. Examples of common runway incursions during snow removal operations.

2.9 Other Related Items.

The implemented SICP should integrate with other airport plans, programs, and lease
agreements.

2.9.1 Other Airport Plans and Programs.

Although the SICP is a stand-alone plan, it should integrate with other airport plans and
programs to avoid conflicts and duplication of procedures and responsibilities. A few
examples of closely related plans/programs are the Airport Certification Manual,
Airport Emergency Plan, and the Storm Water Pollution Prevention Plan (for deicer
runoff mitigation). The FAA recommends the airport fire-fighting and rescue service
receive a copy of the SICP, especially so responders will know which service roads will
be closed.

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2.9.2 Post Accident/Incident Recommendations.

2.9.2.1 To address accidents or incidents that might occur during adverse weather
conditions, the SICP should contain procedures that ensure surface
conditions occurring during the event are properly inspected and
documented. Additionally, the airport operator must not disturb evidence on
the runway until the appropriate Federal authority (FAA/National
Transportation Safety Board (NTSB)) provides a release. To help the
NTSB, the airport operator should document the type and depth of
contamination on the runway at the time of the accident/incident, which
should include conducting a runway friction assessment and taking still
and/or video photography.
Note: Refer to Paragraph 5.1.4 to address conditions that are acceptable to
use decelerometers or continuous friction measuring equipment to conduct
runway friction surveys on frozen contaminated surfaces.

2.9.2.2 If wreckage is observed on the pavement, the airport operator must not
attempt to conduct testing in those areas that would disturb evidence on the
runway (see AC 150/5200-12, Fire Department Responsibility in Protecting
Evidence at the Scene of an Aircraft Accident).

2.9.3 Snow and Ice Control Contractors/Lease Agreements.

The principle of ensuring safety of operations applies equally to lease holders and
service contractors hired to perform snow and ice control services. In particular,
contractual agreements should be clear and specific in terms of duties, procedures for
snow and ice control, responsibilities for communications and ground control, and other
contingencies. Service contractors and leaseholders should receive a copy of the latest
airport SICP, not necessarily the complete Airport Certification Manual. Contracted
service providers are recommended to have the same training as described in Paragraph
2.8.

2.9.4 Storm Water Runoff Regulations.

Greater emphasis has been placed on mitigating the negative impacts associated with
snow clearing operations and equipment maintenance on bodies of water off the airport.
The SICP should be reviewed and modified, if necessary, to ensure it complements the
airport’s storm water discharging permit. That is, the SICP should help the airport
operator achieve compliance with Federal, State, and local environmental storm water
runoff regulations.

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CHAPTER 3. FORECAST TECHNOLOGY FOR AIRPORT OPERATORS

3.1 Weather Forecasting.

Appropriate responses to a winter storm event begin with accurate and timely weather
information. A reliable weather forecast not only enhances the effectiveness and
efficiency of any SICP, but it offers airport operators operational cost savings
associated with snow clearing tasks, chemical usage, and staffing. Airport operators
should base their snow clearing operations or preventive measures on weather
forecasting that offers continuous, up-to-date, and airport weather-related information.
The FAA recommends that airport operators select a weather forecasting approach that
offers usable information to airport users as well as to the airport operator. One such
approach, the Weather Support to Deicing Decision Making (WSDDM) System, is
described below.

3.2 FAA Forecasting Research and Development for Airport Operators.

The FAA Aviation Weather Research Program began research in the 1990s to fully
understand the safety problems faced during winter storm events and to improve
decision making by airport operators and air carrier ground operations during these
events. The research resulted in the Weather Support to Deicing Decision Making
(WSDDM) System, an integrated display system that depicts accurate, real-time
determinations of snowfall rate, accumulations and their liquid equivalents,
temperature, humidity, wind speed, and direction of storm events.

3.2.1 Weather Support to Deicing Decision Making (WSDDM) System.

The WSDDM System is an automated system that analyzes and forecasts short-term
winter weather conditions within the airport vicinity. The data inputs to the system are
provided by snow gauges; weather radars, such as Doppler; surface weather stations;
and National Weather Service Aviation Routine Weather Report (METAR) data from
Automated Surface Observing Systems (ASOS). All data are processed by software
algorithms to produce a graphical and text depiction of current weather conditions and a
1-hour forecast of expected snowfall rate and accumulation at the airport. The displayed
analyses and forecasts can be easily understood by most users. The graphical data can
be generated and displayed on a local computer or viewed online. The system has been
effective at major U.S. airports.

3.2.1.1 The basic version of the WSDDM system, known as Basic WSDDM, is for
unidirectional storm fronts. The system has a single snow gauge with a
computer display of the current and historical liquid equivalent snowfall
rates and accumulation. Airports that routinely encounter multiple storm
fronts should use two or more snow gauges. Figure 3-1 shows one type of
snow gauge used by WSDDM. Figure 3-2 illustrates the Basic WSDDM
schematic for a unidirectional storm configuration.

3.2.1.2 WSDDM systems must comply with the equipment performance and
installation requirements described in Society of Automotive Engineers

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(SAE) Aerospace Standard (AS) 5537, Weather Support to Deicing

Decision Making (WSDDM), Winter Weather Nowcasting System. The SAE
specification is available for purchase at http://www.sae.org.

3.2.2 Safety and Operational Benefits.

The WSDDM system provides current and 1-hour NOWCAST forecasts (current
conditions) of snow bands and surface weather conditions on the airport and the
surrounding 125-mile (200-km) vicinity. The display is optimized to allow airport
operators and air carriers to understand (typically within 1 minute) the current weather
conditions at the airport and in the surrounding region. This capability allows for more
rapid and appropriate decision making during winter storms with minimal impact on
airport resources and staff workload.

Figure 3-1. ETI Precipitation Gauge in a Single Alter Wind Shield 2 Type

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Figure 3-2. Schematic of Unidirectional Storm WSDDM Configuration

3.2.2.1 Benefits to Airport Operators.

Users of WSDDM have reported various operational and cost-saving
benefits. WSDDM optimizes runway clearing operations by providing
airport operators more accurate information about when a snow band will
affect the airport. Accurate timing saves on anti-icers because it allows
crews to apply them according to the manufacturer’s recommended lead
times. In terms of managing crew workloads, WSDDM determines gaps in
storm events, which can be used to change crew shifts, take rests, and refill
chemical trucks, sand spreaders, and other equipment. Airport operators are
also able to more accurately determine when the airport can resume normal
operations by examining the radar loops and storm tracks and watching
storm trends. By examining the storm tracks, users can make fairly accurate
3- to 4-hour forecasts of snow onset, which, in turn, allow airport operators
to prepare more appropriately for winter storms.

3.2.2.2 Real-Time Liquid Content Forecast.

A key safety element of the WSDDM system is the use of one or more
precision snow gauges. These snow gauges provide real-time estimates of
the liquid equivalent snowfall rate for every minute. The improved accuracy

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of the WSDDM system reporting is key to air carrier deicing operations

because the deicing community has shown the improper liquid equivalent
snowfall rate reporting is the key factor leading to the failure of
deicing/anti-icing fluids. The current National Weather Surface METAR
stations do not provide this data. Instead, METAR provides hourly snow
intensity estimates based on visibility. Snow intensity estimates based on
visibility have been shown to be misleading when wet snow, heavily rimed
snow (snow that has accreted significant amounts of cloud droplets), and
snow containing single crystals of compact shape (nearly spherical) occur.
Researchers define the hazard as high-visibility/high-snowfall rate
conditions. Recent examination of five of the major airplane ground deicing
accidents showed that high visibility-high snowfall rate conditions were
present during a number of these accidents. All of the accidents had nearly
the same liquid equivalent rate of 0.1 inch/hour (2.5 mm/hour), but widely
varying visibilities. The WSDDM System was designed to address this
safety concern by including snow gauges to measure liquid equivalent
snowfall rate every minute.

3.3 Forecasting Runway Surface Conditions.

One proven method of forecasting the surface conditions of runways is to use runway
surface condition sensors (RSCS). Two basic types of RSCS are in use today, namely
in-pavement stationary sensors and vehicle-mounted infrared sensors. The safety benefit
of RSCS is their predictive capability for proactive anti-icing decision making. Since
the temperature of pavements lag behind air temperature, the use of air temperature to
infer surface conditions is imprecise. Therefore, the use of air temperature is not
preferred over pavement temperature when available because it frequently leads to
misinformation about the true behavior of pavement surfaces. The RCAM’s use of
outside air temperature (OAT) is due in part to the unavailability of surface temperature
at most airports. This inaccuracy can result in inappropriate airfield clearing operations
or poorly timed preventive measures. At its worst, this misinformation might result in
delays that allow ice to bond to paved surfaces, the hardest condition to rectify. With
the exception of freezing rain, ice will not form on pavements unless the pavement
temperature itself reaches the freezing point. Therefore, knowledge of the direction and
rate of temperature change within a pavement structure provides the predictive
capability as to when to expect the formation of ice. The predictive nature of RSCS is
particularly valuable as it ensures the timely application of anti-icing (or deicers)
chemicals, which provides a cost savings in chemicals, and helps crews make
appropriate chemical selections to prevent, weaken, or disbond ice or compacted snow
from paved surfaces. Airport operators have at their disposal in-pavement RSCS at pre-
determined sites and mobile RSCS that are hand-held or vehicle-mounted to evaluate
any pavement.

3.3.1 Stationary Runway Weather Information Systems.

These stationary sensors provide only site-specific pavement and air temperature trends,
dew point temperature, chemical strength, and other atmospheric weather conditions at

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the installation sites. Sensor information is generally disseminated via a central

computer to airport users. An added bonus of in-pavement RSCS is their ability to
predict when previously applied chemicals have been diluted sufficiently to require
reapplication of chemicals. The FAA recommends that in-pavement RSCS comply with
the performance and installation requirements of SAE Aerospace Recommended
Practice (ARP) 5533, Stationary Runway Weather Information System (In-pavement).
The SAE specification is available for purchase at http://www.sae.org.

3.3.2 Mobile Infrared Surface and Ambient Temperature Sensor Systems.

These vehicle-mounted sensors provide pavement and air temperatures at any desired
airfield pavement location. Information is disseminated directly to the viewer or driver
of the vehicle-mounted units. The FAA recommends that mobile RSCS comply with the
performance requirements of SAE ARP 5623, Mobile Digital Infrared Pavement
Surface, Ambient Air and Dew Point Temperature Sensor System. The SAE
specification is available for purchase at http://www.sae.org.

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CHAPTER 4. SNOW CLEARING OPERATIONS AND ICE PREVENTION

4.1 Introduction.
Contaminants on a runway impede airplane acceleration by absorbing energy in
compaction and displacement, and by impinging on parts of the airplane after being
kicked up by the tires. For airplanes decelerating, slush, snow, and standing water-
covered pavements and, especially iced surfaces, hamper deceleration rates due to a
reduction in the friction coefficient of the runway and the potential for hydroplaning.
Large chunks of ice, from refreezing snow or slush, or deposits from aircraft gear
created during landings, can cause severe damage to tires, engines, and airframes. Wet
snow, slush, and standing water can cause structural damage from spray impingement
or by engine ingestion, which can affect acceleration capability. The recommended
maximum depth for takeoff operations for slush and water is ½ inch (13mm) unless the
airplane’s AFM shows greater depths to be safe (see AC 25-31, Takeoff Performance
Data for Operations on Contaminated Runways). Consequently, these runway surface
contaminants should be minimized to maintain safe landing, takeoff, and turnoff
operations. For these reasons, snow clearing operations for Priority 1 runway(s),
taxiway connectors, and taxiways to the terminal(s) should start as soon as practicable
after snowfall or icing begins. One prime goal is to take the appropriate measures so
snow in its various forms, such as slush or frozen water, does not bond to the pavement.
Dry snow falling on cold dry pavements will generally not adhere and may be blown off
by wind or airplane operations or removed by brooming operations. In such conditions,
only brooming may be needed to prevent the formation of compacted snow tracks.
Snow fences may be of use to airports that primarily experience dry snowfalls. Wet
snow, however, cannot be blown off the pavement and will readily compact and bond to
it when run over by airplane wheels. Consequently, the airport operator needs to
implement different clearing and/or preventive measures for wet snow than those used
for dry snow conditions. When measures are taken, the airport operator’s Snow Control
Center (SCC) should (1) maintain close coordination with the ATCT and the Flight
Service Station (FSS) or UNICOM to ensure prompt and safe responses to winter storm
events and (2) inform the users of the airport when less than satisfactory conditions
exist.

4.2 Snow Clearing Principles.

Winter conditions and rates of accumulations of precipitation vary widely from airport
to airport. However, there are some basic guidelines that apply to all airports that should
be followed as closely as possible. The airport operator should notify airport users
promptly and issue a NOTAM advising users of unusual airport conditions. Wind speed
and direction, available equipment, and local conditions that may require special
equipment and techniques, collectively determine the snow clearing procedures for the
airport’s SICP. The following guidance offers a generic outline for writing the SICP
that covers terminal apron environment-related items, runway/taxiway-related items,
and areas with special surface material such as Engineered Material Arresting Systems.

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4.2.1 Terminal Apron Suggested Clearing Objectives.

Accumulations of snow and slush, snow tracks, and thin layers of ice on aprons and
airplane parking areas, including holding bays, can make for safety hazards. The SICP
should contain measures to mitigate at least the following five common situations:
1. Slick Apron Surfaces. Apron equipment and apron personnel operating on slick or
icy apron surfaces lack sufficient traction to start, stop, or even remain in place
when encountering jet exhaust from surrounding airplanes. Maintaining good
traction is critical to the safety of personnel, equipment, and airplanes.
2. Increased Airplane Engine Thrust. Pilots of parked or holding airplanes apply
increased engine thrust to break away, maneuver, and taxi under adverse apron
surface irregularities, such as frozen ruts formed by tire tracks. The resultant
excessive engine blast necessary to overcome such obstacles may damage other
airplanes, apron equipment, or apron personnel.
3. Obscured Taxiway Signage. The clearing of snow from apron areas should not be
performed in a way that partially or completely covers taxiway signs with plowed
snow. Observing this precaution will reduce the risk of runway incursions.
4. Obscured Terminal Visual Aids. The obscuration of normally visible surface
markings or obliterated sign messages could make maneuvering on aprons difficult
and slow. Pilots, unable to see these visual aids, are hard pressed to judge direction
and taxiing clearances.
5. Snow Stockpiles Adjacent to Airplane Operating Areas. Airport operators
should exercise care when moving snow from the aprons and terminal toward
taxiways and runways. Locate snow and ice stockpiles at a sufficient setback such
that aircraft wingtip hazards are eliminated. Depending on the amount of snow
cleared and the size of the apron, apron signage directing pilots toward the runway
could become obscured (covered with snow), and the resulting height of snow
stockpiles could cause a clearance issue between taxiing airplanes and the snow
stockpile. Airports that experience heavy snowfalls and have large aprons with
limited space for stockpiling snow should consider operating snow melters or
hauling snow away.
a. The strategy for snow and ice removal will be unique to the airport
configuration and amount of precipitate to be cleared. A phased removal
process will allow the operator to focus effort on aprons areas necessary to re-
establish minimum aircraft operations.
b. Areas of the apron not immediately needed for aircraft operations may be used
as temporary storage of snow from Priority 1 areas. Removal of these snow
piles can occur during low activity hours to limit interaction with taxiing
aircraft.
c. Airports with constrained terminal apron area space may not have adequate
space to stockpile snow even on a temporary basis. Such locations may need
to haul snow from the terminal apron to another location on the airport.
Hauling requires additional safety and environmental considerations. Escort
of haul trucks must be optimized to limit interaction with parked and taxiing

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aircraft. Snow melt from the stockpiles location must consider water quality
requirements.
d. Some locations may find the use of snow melters for removing snow from
Priority 1 terminal areas to be advantageous. These locations will typically
have constrained terminal apron space and experience frequent heavy
snowfalls on a recurring annual basis. Considerations for using snow melters
include cost, safety, environment, frequency of heavy snow, and airport
operations.
e. Some locations may find a combination of hauling and melting to be optimum
in removing snow in an efficient manner.

4.2.2 Runway and Taxiway Suggested Clearing Objectives.

The following guidance is intended to show efficient use of various equipment to
optimize snow clearing operations. Some types of equipment may not be appropriate for
some airports. Equipment and procedures used must be determined based on many
factors, including but not limited to climate, number and types of operations, and
amount of annual snowfall.

4.2.2.1 Focus runway snow clearing operations on keeping the entire primary
runway(s), as near as practicable, bare from snow accumulations or ice
buildup. Depending on the precipitation rate, the time required to clear the
full width of the runway may result in additional accumulation, and thus
less braking capability, on the critical center portion. In such a case,
concentrating on the center portion of the runway, during the initial clearing
operations can result in greater safety. The minimum width required will
vary by airplane type, but is generally 100’ for transport category airplanes.
The airport operator should check with airport users regarding their
minimum runway width requirements. Additionally, the airport operator
should keep in mind that the entire width of runway is still usable and must
be safely maintained. This means that while contaminant depths may vary
from the center cleared portion to the remaining portions of the runway, the
condition of the outlying portions must not present a hazard. Use sweepers
or brooms initially to keep the primary runway or its center portion, as near
as practicable, bare of accumulations. Also, when snow has melted or ice
begins to separate from the pavement due to the action of chemicals,
sweepers or brooms should be used to remove the residue. As soon as snow
has accumulated to a depth that cannot efficiently be handled by the
sweepers or brooms, displacement plows and rotary plows (snow blowers)
should be used as follows.
1. Use displacement plows, in tandem if more than one, to windrow snow
into a single windrow that can be cast over the edge of runway lights by
a rotary plow.
2. For runways or other paved areas with in-pavement surface condition
sensors, remove any snow or ice that affects the performance of the
remote sensors.

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3. Regarding the use of displacement plows, ice and snow will always
melt around runway centerline and touchdown zone light assemblies.
However, under cold temperature and with LED fixtures, ice rings,
termed “igloos,” tend to form around them. In order to prevent damage
to lights, use appropriate polyurethane cutting edges or shoes and
casters on plow moldboards and on the front of rotary plows.
4. Rotary plows should throw snow a sufficient distance from
runways/taxiways edges so adequate clearance is available between
airplane wings and engine nacelles and the cast snow banks. Figure 4-1
shows desired maximum snow height profiles, which are based on
airplane design groups.

4.2.2.2 All drivers must maintain a safe distance between equipment operating in
echelon (i.e., V-formation, close wing formation) in order to avoid
accidental contact or accidents (see Figure 4-3, Figure 4-4, and Figure 4-5).

4.2.2.3 Obscured visual aids—in particular, in-pavement and edge lights, taxiway
markings, runway markings (such as touchdown marking), airport guidance
signs, and runway end identification lights (REIL), precision approach path
indicator (PAPI) or visual approach slope indicator (VASI)—should be
maintained free of snow and ice.

4.2.2.4 A covering of snow and ice or drifts may affect visual and electronic
NAVAIDs. Any snow or ice that affects the signal of electronic NAVAIDs
should be removed. When clearing with rotary plows and displacement
plows, special procedures need to take into account the location of all
NAVAIDs, especially to protect the guidance signal of instrument landing
systems (ILS). The SICP needs to address the following situations:

4.2.2.4.1 Glide slope critical ground areas along the runway require that snow depths
be limited in height to prevent signal loss or scattering. Figure 4-2 provides
graphic representations of the glide slope ground snow clearance areas with
prescribed snow depth limitations according to type of facility and aircraft
approach category. When snow depths exceed the specified depth
limitations, minima are raised to the “localizer only” function until the
conditions revert or are corrected.

4.2.2.4.2 Two consecutive pilot reports of glide slope signal malfunctions generally
result in raised minima (a NOTAM must be issued by the owner of the
NAVAID). A few additional points should be considered:
 The 200-foot width dimension adjacent to the threshold might be wider
for an antenna mast placed further out (see FAA Order 6750.49,
Maintenance of Instrument Landing System (ILS) Facilities).
 The snow clearance areas illustrated in the figures are minimal in size.

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 Snow clearing activities should not allow snow banks, mounds, or

ridges exceeding 2 feet to be placed along the edges of the prescribed
snow clearance areas.
 Snow banks should not be placed off the approach ends of runways,
especially for CAT II/III operations.
Note: Snow banking operations need to take into account the guidance in
Figure 4-1.

4.2.2.4.3 Visibility of signs (legibility) and lights should be maintained by certain

prescribed clearing techniques or by performing post-clearing maintenance.
Maintaining visibility can be better achieved by taking into account wind
directions. For example, in crosswind conditions, cast in the downwind
direction. Figure 4-3 through Figure 4-5 provide general guidance.

4.2.2.4.4 The snow depth height limitations noted in Figure 4-1 do not take into
consideration airplane characteristics. That is, at some airports, airplane
characteristics, such as engine clearances, may dictate lower snow banks
than shown in Figure 4-2. The objective here is prevention by avoiding the
introduction of hazardous snow banks, drifts, windrows, and ice ridges that
could come into contact with any portion of the airplane wing or nacelle
surface.

4.2.2.5 If the airport’s operation involves the use of snow banks, their height
profiles should be compatible with NAVAID ground requirements and offer
sufficient clearance between airplane wings and engine nacelles to avoid
structural damage to jet and propeller airplanes. Figure 4-1 shows maximum
allowable snow height profiles, which are based on airplane design groups
(see AC 150/5300-13, Airport Design, for airplane design group
categories.) Snow banking along terminal or cargo aprons likewise should
comply with Figure 4-1 to prevent operational problems caused by
ingestion of ice into turbine engines or by propellers striking the snow
banks. Appendix B, which used numerous airplane models, was used to
develop criteria for Figure 4-1.

4.2.2.6 Airport operators’ actions associated with periodic assessments based on

changing conditions, completion of snow clearing operations, or any other
contaminant clearing requirements provided for in the SICP, runway
assessments and friction measurements should be accomplished to
determine the effectiveness of the clearing operation. See Chapter 5 for
additional guidance.

4.2.2.7 If the runway pavement temperature is warm enough for snow to compact
and bond, or if freezing rain is forecasted, approved anti-icing chemicals
and/or heated sand should be applied prior to the start of precipitation or as
soon as precipitation starts. Some airport operators prefer to apply deicing
chemicals rather than anti-icing chemicals for different weather conditions.

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Paragraph 4.6 provides a listing of approved fluid and solid material

specifications.

4.2.2.8 All snow removal units operating in aircraft movement areas must maintain
radio communication with the ATCT, if one exists, or be under the direct
control of a designated supervisor who in turn is in direct communication
with the ATCT.

4.2.2.9 High-speed runway turnoffs require the same attention for ice and snow
control and removal as runways. These turnoffs should offer sufficient
directional control and braking action for airplanes under all conditions.
Accident data clearly illustrate that poor attention to high-speed runway
turnoffs contributes to veer offs.

4.2.2.10 Joint-use airports with military operations may have arresting barriers
located near the end of the runway or at the beginning of the overrun areas.
Great care should be taken in clearing snow from the barriers. Barriers
located on the runway should be deactivated and pendants removed prior to
snow removal operations. Snow should be removed to the distance required
for effective run-out of the arresting system.

4.2.3 Engineered Material Arresting System (EMAS) Suggested Clearing Objectives.

4.2.3.1 EMAS installed at airports require special attention as relates to removal of

contaminants. Most are designed to be mechanically or manually cleared of
contaminants. The manufacture specifications should be followed in order
to determine what types of equipment are compatible with the EMAS bed
and recommended clearing procedures and/or limitations. See AC
150/5220-22, Engineered Materials Arresting Systems (EMAS) for Aircraft
Overruns, for additional guidance.

4.2.3.2 Identify compatible deicing agents and the equipment, tools, or process for
application.

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Figure 4-1. Snow Bank Profile Limits Along Edges of Runways and Taxiways with the
Airplane Wheels on Full Strength Pavement (see Figure 4-2 guidance)

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Figure 4-2. ILS CAT I and CAT II/III Snow Clearance Area Depth Limitations

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Figure 4-3. Possible Team Configuration with Perpendicular Wind

Figure 4-4. Possible Team Configuration During Light Snowfall with Parallel or Calm
Wind

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Figure 4-5. Possible Team Configuration During Medium to Heavy Snowfall with Parallel
or Calm Wind (Dependent upon Rotary Plow performance)

4.2.4 Surface Incident/Runway Incursion Mitigation Procedures.

The FAA recommends the SICP contain specific safety procedures or a separate written
section to mitigate the possibility for surface incidents/runway incursions. These
specific safety procedures should provide answers to, at a minimum, the following two
questions: (1) How can pilots of the various types of airplanes or vehicle drivers
traversing the airfield cause a runway incursion because of our snow clearing
operations? and (2) How do snow operation personnel at either non-towered airports or
airports with less than 24-hour ATCTs monitor information released by the ATC
enroute center? The procedure addressing the latter questions should apply even if a
NOTAM has been issued closing the runway for snow clearing operations. This
precaution is especially important during marginal visual meteorological condition
(VMC). The SICP should address the following topics:

4.2.4.1 Radio Communications.

Equipment operations should be timed carefully and coordinated properly
with team members to ensure an orderly turnaround for safe return and start
of a new pass. The SICP should designate a lead operator for each shift who
maintains contact with his team members and the ATCT. At airports
lacking an ATCT or when the tower is closed, proper radio communications
must be maintained at all times and in accordance with SICP procedures.
Consideration should be given to providing vehicle operators with
headphones to minimize ambient noise disruption from vehicular noise.

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4.2.4.2 Failed Radio Signals.

The SICP must outline specific procedures when radio signal is lost
between crews and when a single driver loses radio signal. All drivers must
be trained in the specific procedures to follow.

4.2.4.3 Airfield Signage and Lights.

Airfield signs must be kept clean of contaminants to maintain the legibility
of signage. Priority should be given to lights and signs associated with
holdlines, direction and location signs, and ILS critical areas. Common
methods to remove snow from signs include using a truck mounted with an
air-blast unit, spraying the faces of signs with an approved liquid deicer, or
hand shoveling.

4.2.4.4 Low Visibility and Whiteouts.

It is of utmost importance to maintain visual contact with your surroundings
during snow clearing operations, especially for operations in an echelon
formation. The SICP should specify procedures to follow if visibility
suddenly drops to near zero or whiteout conditions exist while clearing
operations are in progress. For example, the airport operator may require
that all equipment stop immediately with all drivers radioing in their
positions to the designated supervisor or to ATCT for runway evacuation
instructions.

4.2.4.5 Driver Fatigue.

Consideration should be given to monitoring the “windshield time” of
drivers (length of shift) operating snow removal equipment because
operator fatigue could become a contributing factor for runway incursions.
In response, some airport operators have implemented limits on driver
operating hours.

4.3 Controlling Snow Drifts.

Preventing snow from drifting onto operational areas at airports receiving severe winter
storms reduces the duration and frequency of snow clearing operations. Two methods
for controlling drifts are described below.

4.3.1 Snow Fences.

Snow fences that are properly designed and located can reduce windblown snow across
airfields. Experience at a particular airport is the most helpful in determining optimum
locations for snow fences. The following precautions and guidance are provided:

4.3.1.1 Prior to any installations, the airport operator must contact the local
technical operations for any planned installations in the vicinity of a
NAVAID system. Failure to remove snow or the introduction of snow in
areas adjacent to NAVAID systems could result in erroneous signal
guidance or facility shutdown.

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4.3.1.2 Snow fences should be located upwind of the area to be protected.

4.3.1.3 A study conducted by the U.S. Department of Agriculture showed 12-foot

(3.7-m) high fences were generally most effective. Shorter heights can be
and usually are necessary on airport property, since snow fences must not
be located near critical surfaces, in Runway or Taxiway Safety Areas, or
Object Free Areas, as defined in AC 150/5300-13.

4.3.2 Snow Trenches.

Snow trenches that catch and store drifting snow have been used at times by airports
with heavy snowfalls. This approach is considered an expedient way to control snow
from drifting after it has been cleared to the edge of the runway. Multiple trenches
spaced longitudinally about 10 feet (3 m) apart running parallel to the runway can store
more snow. A trench should be excavated no closer than 50 feet (15 m) from the
runway. Figure 4-6 illustrates typical snow trench formation relative to wind direction.

Figure 4-6. Typical Snow Trench Dimensions

4.4 Snow Disposal.

The SICP should also specify how and where large quantities of snow are to be
disposed. Two common approaches are as follows:

4.4.1 Melting Pits or Portable Melters.

Various airports have been using snow and ice melters to deal with frequent large snow
events and the environmental mitigation of deicer chemicals. The use of snow melters
in lieu of hauling may be advantageous for certain airports given the frequency of heavy
snowfalls and terminal area space constraints. Use of snow melters is mostly
appropriate in the terminal area. It is not necessary to melt Priority 1 area snow located
on taxiways and runways. Because the objective is to remove the snow from the

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Priority 1 apron area, it is prudent that sponsors considering the use of snow melters
conduct an equivalency comparison between hauling snow to other locations on the
airport and melting the snow in place. Appropriate considerations for the comparison
include:
1. Economy – cost of operating and maintaining snow melter equipment vs hauling
operations
2. Safety – impact of snow melter operations working in AOA vs truck hauling
operations through the AOA
3. Environment – comparison of water quality factors for onsite melting vs disposal
remote from apron.
4. Airport operations – impact of personnel and equipment working in close proximity
to parked and taxiing aircraft.

4.4.2 Identifying Disposal Sites.

If there is insufficient space for storing snow near areas to be cleared and no melting or
flushing means are available, hauling to a disposal site may be necessary. If deemed
necessary, the disposal site should be selected before winter sets in and identified in the
SICP. The selection process should at least consider the following:
1. disposal sites do not compromise airplane operations, airport NAVAIDs, airport
traffic, and ATCT operations such as ATCT line-of-sight requirements;
2. sites have adequate drainage capability; and
3. sites offer, if required, environmental mitigation of captured chemicals.

4.5 Methods for Ice Control and Removal.

4.5.1 Preventing a bond from occurring between ice and the pavement surface is always
preferred over the mechanical removal or melting of the bonded ice. Appendix C
provides the characteristics of ice and other forms of snow and other details as it relates
to handling their removal. Paragraph 4.6 provides the FAA-recommended chemical
specifications for approved airside pavement anti-icer and deicer products. Prevention is
achieved by applying approved anti-icing chemicals to pavements with temperatures
expected to go below 32° F (0° C). Fluid anti-icing products instead of solid anti-icing
products are recommended since the liquid form is more effective in achieving uniform
distributions and improved chemical-adhesion to the pavement surface. The primary
drawback of solid chemicals on cold pavements is their inability to adhere properly to
the surface, which can lead to their being windblown or scattered about.

4.5.2 Once the ice has bonded to the pavement surface, the airport operators may use
approved deicers to melt through the ice pack to break up or weaken the ice bond;
increase the frictional characteristics of the surface, for example, by applying heated
sand; or use mechanical means, such as plowing with under-body scrapers or scarifying
the ice surface to break the ice packs. The type of brooms used to remove a layer of ice
is important since in some cases the broom may actually “polish” the ice, thus reducing

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traction. Steel bristles are better than poly bristles since one “cuts” the ice surface while
the other “flips” snow. Paragraph 4.7 provides guidance on methods to improve the
frictional characteristics of surfaces, and Paragraph 4.8 provides the FAA sand
gradation criteria for airfield usage.

4.6 Approved Chemicals.

4.6.1 Airside Chemicals.

The FAA either establishes approval specifications or, upon acceptance, references the
specifications of professional associations, such as SAE Aerospace Material
Specifications (AMS), and the U.S. military (MIL-SPEC). The approved airside
chemicals for runway and taxiway applications are fluid and solid products meeting a
generic SAE or MIL specification. These specifications require vendors to provide
airport operators with a lab certification stating the chemical conformed to the
applicable specification and a material safety data sheet (MSDS) for handling the
product. With the increased accountability placed on airport operators to manage
deicing/anti-icing chemical runoff, they should request vendors to provide certain
environmental data. These data consist of information on pollutants the Environmental
Protection Agency and the State Department of Natural Resources request of the airport
operators in their discharge reporting requirements. Typically, the information includes
percent product biodegradability, biochemical oxygen demand (BOD5), chemical
oxygen demand (COD), pH, presence of toxic or hazardous components, if any, and
remaining inert elements after application. MSDSs provide measures on how to secure
large product spills and a 24-hour toll-free emergency phone number. While these fluid
and solid specifications cover technical requirements for deicing/anti-icing products,
they do not address the compatibility issue of combining products during operations.
Airport operators, therefore, should query manufacturers about the safe and proper use
of concurrently applying multiple deicers/anti-icers. The FAA-approved airside
chemical specifications, which may be restricted by state or local environmental
regulations, are as follows:

4.6.1.1 Fluid Deicer/Anti-icers.

The approved specification is the latest edition of SAE AMS 1435, Fluid,
Generic Deicing/Anti-icing, Runways and Taxiways. Approved products
include glycol-based fluids, potassium acetate base, and potassium formate-
based fluids. The SAE specification is available for purchase at
http://www.sae.org. Application rates for a specific product are based on
manufacturer recommendations. In terms of material cost-savings, less
product is used by anti-icing operations than by deicing operations.

4.6.1.2 Solid Deicer/Anti-icer.

4.6.1.2.1 Generic Solids.

The approved specification is the latest edition of SAE AMS 1431,
Compound, Solid Runway and Taxiway Deicing/Anti-icing. Approved solid
compounds include airside urea, sodium formate, and sodium acetate. It is

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noted that, in comparison to airside urea, sodium formate and sodium

acetate products continue to be effective for much colder pavement
temperatures. The urea deicing function is practical only at temperatures
above approximately 15° F (-10° C) because of the decreasing melting rates
below this temperature value. The decreasing melting rate is a result of
urea’s eutectic temperature, defined in Paragraph 1.12.7, which is
approximately 11° F (-12° C). However, the presence of solar radiation
assists urea in the melting action. Pavement surface temperature and ice
thickness determine the urea application rate. Application rates for a
specific product are based on manufacturer recommendations.

4.6.1.2.2 Airside Urea (or “Carbamide”).

The approved specifications are the latest edition of SAE AMS 1431,
Compound, Solid Runway and Taxiway Deicing/Anti-icing, and MIL SPEC
DOD-U10866D, Urea-Technical. Agricultural grade urea that meets any of
these specifications, called airside urea, is acceptable. This nontoxic solid
white chemical comes in either powder or “shotted” (“prilled”) form. The
latter form’s shape is small spheres of about l/l6 inch (1.5 mm) in diameter.
Both forms are primarily for deicing, where powdered urea is frequently
mixed with sand. Hot mixtures of powder or “shotted” urea and sand are
used by airport operators for two purposes: (1) immediate increase in
braking action and (2) retention of chemical over the pavement area until it
initially dissolves some of the ice and then melts the remainder. Table 4-1
provides guidance on application rates in relation to pavement temperature
and ice thickness.

Table 4-1. Guidance for Airside Urea Application Rates

Ice Thickness Temperature Degree F (ºC)

Inch (cm)
30(-1.1) 25 (-3.9) 20 (-6.7)
Less than 1/32 (0.08) 0.016 (0.078) 0.023 (0.11) 0.06 (0.29)
1/32 up to but not
including 1/8 0.03 (0.15) 0.06 (0.29) 0.125 (0.61)
(0.08 - 0.32)
1/8 (0.32) to 1/4
0.125 (0.61) 0.175 (0.86) 0.275 (1.34)
(0.32 – 0.64)

4.6.2 Landside Chemicals.

The most effective landside chemicals used for deicing/anti-icing in terms of both cost
and freezing point depression are from the chloride family, e.g., sodium chloride (rock
salt), calcium chloride, and lithium chloride. However, these chemicals are known to be
corrosive to aircraft and therefore are prohibited for use on aircraft operational areas.

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When any corrosive chemical is used, precautions should be taken to ensure that (1)
vehicles do not track these products onto the aircraft operational areas and (2) chemical
trucks used for transporting corrosive chemicals are cleaned prior to transporting airside
chemicals or sand. It is noted that although the solids sodium acetate and sodium
formate and the fluids potassium acetate and potassium formate products are classified
as salts, those that contain corrosion inhibitor packages to comply with an SAE
specification are approved for airside applications.

4.6.3 Environmental and Pavement Aspects of Anti-icing and Deicing Chemicals.

4.6.3.1 Deicing/anti-icing chemicals commonly used on airfields and for aircraft

degrade rapidly due to chemical and biological processes. These processes
often cause a large drop in the dissolved oxygen levels of receiving waters
off the airport. It has been suggested that the resultant dissolved oxygen
levels are too low to support healthy biotic communities occupying those
water bodies. Although low temperatures and dilution from heavy snow
runoff during periods of use minimize the effects of low dissolved oxygen,
and the ammonia from decomposing urea quickly dissipates, it is wise to
consult with an agency having expertise in water quality. This consultation
should highlight best management practices or best available technology for
effectively meeting storm water permit conditions established to protect the
water quality of aquatic life in receiving waters.

4.6.3.2 All freezing point depressants can cause scaling of Portland cement
concrete (PCC) by physical action related to the chemical concentration
gradient in the pavement. Deleterious effects on PCC can be reduced by
ensuring sufficient cover over reinforcing steel (minimum of 2 inches (5
cm)), using air-entraining additives, and avoiding applications of chemicals
for one year after placement. Concrete meeting the compressive strength
outlined in ASTM C 672, Scale Resistance of Concrete Surfaces Exposed to
Deicing Chemicals, will perform well when subjected to chemical deicers.
Certain PCC runways may experience excessive alkali-silica reaction that
causes accelerated deterioration and cracking. Proper selection of
aggregates and the use of additives can mitigate this occurrence in new PCC
runways. Coatings for existing PCC runways are being researched to
determine their effectiveness in mitigating this occurrence. No surface
degradation of asphalt concrete has been observed from approved
chemicals.

4.7 Runway Friction Improvements.

Since snow and ice degrade the coefficient of friction between rubber tires and
pavement and could pose an unsafe condition for aircraft, it is important to clear down
to bare pavement whenever possible. There are situations where complete removal is
difficult or impossible to achieve within a required span of time. At temperatures
approaching the eutectic temperature of an anti-icing/deicing chemical, it may require
an hour or more for the dry chemical to go into solution and melt the ice. There are two

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techniques for modifying the frictional coefficient of a pavement covered with ice or
compacted snow—one by building in a texture on the surface and the other by a surface
treatment of the ice or snow. It is emphasized that heated sand is not a deicing chemical
and will not remove ice or compacted snow. In fact, heavy applications of heated sand
can insulate the ice and therefore prolong its presence.

4.7.1 Pavement Surface Modification.

Surface texture and surface treatment modifications by themselves will not increase the
coefficient of friction of ice formed on the surface, but both will enhance the response
of chemical treatment.

4.7.1.1 Pavement Grooving.

Grooves cut into the pavement will trap anti-icing/deicing chemicals,
reduce loss, and prolong their actions. Grooves also assist in draining melt
water and preventing refreezing. There is empirical evidence that grooves
and porous friction courses modify the thermal characteristics of a
pavement surface, probably by reducing the radiant heat loss, and delay the
formation of ice. There do not appear to be any negative effects from
grooving pavements.

4.7.1.2 Porous Friction Course (PFC).

PFC has generally the same benefits as grooving. Open graded asphalt
concrete is less effective in improving coefficient of friction under icing
conditions because the open spaces will fill with compacted snow and, to a
lesser extent, with ice in the case of freezing rain. Most maintenance
personnel have found that chemical treatment rates may need to be
increased on this type of pavement compared to dense graded asphalt
concrete because of drainage of the chemical. The drainage characteristics
also change as sand accumulates in the voids and plugs them.

4.7.2 Surface Treatment.

This is the approach taken to rapidly increase the frictional coefficient of an ice surface.
Two methods are generally used by airport operators, namely applying coarse granular
material (heated sand) or scarifying or breaking up the ice surface with a serrated blade.

4.7.2.1 Sand.
Granular material provides a roughened surface on ice and thereby
improves airplane directional control and braking performance. Use of sand
should be controlled carefully on turbojet movement areas to reduce engine
erosion. If the granules do not embed or adhere to the ice, they will likely be
ingested into engines and/or blown away by wind or scattered by traffic
action and thus serve no useful function. This is particularly the case when
unheated sand is applied to ice or compacted snow is at temperatures below
about 20° F (-6.7° C) since no water film exists on the surface to act as an
adhesive. There are three approaches to reducing loss of sand: (1) it can be
heated to enhance embedding into the cold surface; (2) the granules can be

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coated with an approved deicing chemical in the stockpile or in the

distributing truck hopper; or (3) diluted deicing chemical can be sprayed on
the granules or the pavement at the time of spreading. If stockpiles are kept
in a heated enclosure and spread promptly after truck loading, sufficient
heat may remain for embedding without further treatment. Maintenance
personnel should make a test on an unused pavement covered with ice or
compacted snow to determine if bonding is adequate to prevent loss. When
the slippery condition giving rise to the requirement for sand has passed,
treated pavements should be swept as soon as air traffic volume allows
removal of the residue to prevent engine damage. Other factors to consider
when deciding to apply sand are pavement and air temperatures and
frequency of operations. The use of other abrasives, such as slag, is not
recommended since some metal-based slags may affect engine components.
Note: Upon applying sand, airport operators must ensure the application is
monitored for effectiveness and remains in place for the intended location of
the surface treated.

4.7.2.2 Ice Scarifying.

Directional control of vehicles on an ice or compacted snow surface can be
improved dramatically by cutting longitudinal grooves in the ice. However,
no improvement in braking effectiveness results from grooving, so this
approach should only be employed when very low temperatures prevent
rapid chemical action or mechanical removal. The grooves trap sand or
chemicals and hence contribute to improving the surface friction
characteristics and melting action.

4.8 Sand.

4.8.1 Material.
All sands do not perform the same. In general, the greater the quantity of sand applied,
the greater the increase in traction. Fine sands show superior performance on warmer
ice (>20° F (-7° C)), while coarser sands show superior performance on colder ice (<15°
F (-9° C)). For the purpose of this AC, sand retained on a #30 sieve is considered
“coarse”, and sand passing through a #30 sieve is considered “fine”. The FAA
recommends that airport operators inform tenant airlines about the material used on the
runways.
Note: Slag material is not recommended because engine manufacturers have reported
problems with internal engine components, especially for certain types of metal slags.

4.8.1.1 Standard Gradation.

Table 4-2 provides the standard gradation for sand. Materials applied to
aircraft movement surfaces must consist of washed granular mineral sand
particles free of stone, clay, debris, slag, chloride salts, and other corrosive
substances. The pH of the water solution containing the material must be

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approximately neutral (pH 7). Material must meet the following gradation
using a U.S.A. Standard Sieve conforming to ASTM E 11-81. The upper and
lower sand gradations are in response to engine manufacturers input that
finer sized sand from time to time produced hard snowballs while coarser
sized sand damaged engine components. The latter case additionally causes
damage to the fuselage.

Table 4-2. Standard Gradation for Sand

Sieve Designation Percent by Weight Passing

8 100

80 0-2

4.8.1.2 Optimum Gradation.

Table 4-3 provides an expanded sand gradation standard for optimum
performance on both warm and cold ice conditions by balancing fine and
coarse particles. For this reason, the inclusion of the #30 sieve beyond that
required by the FAA standard gradation of Table 4-2 is recommended.
Airport operators may modify these recommended gradation requirements
to suit their needs, as long as the gradation meets the requirements of Table
4-2. The use of sand that does not meet the gradation requirements of Table
4-2 must be coordinated with the FAA Safety and Standards Branch.

Table 4-3. Expanded Sand Gradation Standard

Sieve Designation Percent by Weight Passing

8 100

30 20-50

80 0-2

4.8.2 Application.
Hard silica sand provides the greatest increase in traction and remains effective the
longest when compared to softer materials because of its resistance to fracture.
However, it is also very abrasive and, therefore, more potentially damaging to airplane
engines. Limestone is softer and may be used where available if abrasion needs to be
reduced. Tests have shown that application rates of 0.02 - 0.10 lb./ft2 (0.1 - 0.5 kg/m2)
of sand will substantially increase the runway friction coefficient. The greater quantity
is required at temperatures approaching 32° F (0° C), the amount decreasing as the

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temperatures drops. Fractured particles provide some advantage in traction

enhancement but not enough to justify much of a difference in cost. In terms of color,
darker sands are preferred over light-colored sands to offer visual verification where
sand has been applied.

4.8.3 Chemically or Heat-treated Sand.

The FAA recommends that sand be heated or treated with approved chemicals to make
it adhere better to ice or compacted snow, thereby minimizing the possibility of airplane
engine ingestion and preventing loss of material (see § 139.313(b)(3)). At temperatures
above 15° F (-9° C), a solution of airside urea may be used; below this temperature,
other approved fluids may be more effective. Airport operators report that
approximately 8 to 10 gallons (30-40 l) of fluid chemical are required to coat one ton of
sand. The most effective method of applying the chemical is to spray it on granules as
they drop onto the spinner mechanism of a material spreader since wetting is more
thorough than pouring the chemicals onto the stockpile or the hopper load. Below 0° F
(-18° C), heated sand can be more effective because of more rapid adhesion of the
granules to ice. If sand will be heated, a coarser mixture (#30 sieve is considered
“coarse”) should be used, as fine particles cool too rapidly on dispersal before hitting
the ice. Sands heated to 80° F (27° C) or higher adhere well to ice.

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CHAPTER 5. SURFACE ASSESSMENT AND REPORTING

5.1 Airport Operator Responsibility.

5.1.1 The Airport Operator should be aware of all paved surface conditions in order to plan
and carry out appropriate maintenance actions in accordance with the Snow and Ice
Control plan. Equipped with this information, the airport operator will be able to better
determine when to close a runway, taxiway, or apron area to aircraft use. Assessing
and reporting the surface condition of a runway poses a particular challenge for an
airport operator and is of the utmost importance to airport users. Pilot braking action
reports are the source of braking action information most accepted by pilots. However,
they can vary significantly, even when reporting on the same contaminated surface
conditions. Furthermore, they only apply to the portion of the runway where braking
occurred. Assessments based solely on the values generated by friction measuring
equipment do not provide a consistent and usable correlation between friction
measurements and airplane braking performance. The use of a truck or automobile to
estimate airplane braking action is also subjective.

5.1.2 Previous methods of determining runway slipperiness have been found to be inadequate
and have either not prevented or have contributed to runway excursion incidents. A
major contributing factor has been a contaminated (snow, ice, slush, water, etc.) runway
being more slippery than pilots expected. This has been typically due to methods of
estimating available runway friction levels not being timely, accurate, or able to be
correlated to airplane stopping performance. As a result, runway excursions are the
leading cause of accidents worldwide. The severity of these accidents varies from
minor damage to significant equipment loss and fatalities. In response to this recurring
safety concern, the FAA, in partnership with industry stakeholders (aircraft operators,
aircraft manufacturers, airport operators, international civil aviation authorities and
professional aviation organizations) developed more comprehensive and standardized
methods of assessing and reporting surface conditions.

5.1.3 To comply with § 139.339, the airport operator must utilize the NOTAM system as the
primary method for collection and dissemination of airport information to air carriers
and other airport users. When disseminating airport condition information there are
three methods available to airport operators. The first and preferred method is NOTAM
Manager, a direct-entry system. The second alternative method is the ENII system.
This system is similar to NOTAM Manager but lacks some of the direct entry
functionality. The third method to issue a NOTAM is via telephone. This method is the
least preferred due to the amount of time required to communicate airfield conditions to
Flight Service, and the manual recording of notifications and disseminations in airport
logs. When supplemental or secondary systems are used, the airport operator must
ensure they are approved and consistent with part 139. A record of the dissemination
(issuance and cancellation) of NOTAM information must be retained by the airport
operator.

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5.1.4 Conditions Acceptable to Use Decelerometers or Continuous Friction Measuring

Equipment to Conduct Runway Friction Surveys on Frozen Contaminated Surfaces.

5.1.4.1 The data obtained from such runway friction surveys are considered to be
reliable only when the surface is contaminated under any of the following
conditions:
1. Ice or wet ice. Ice that is melting or ice with a layer of water (any
depth) on top. The liquid water film depth of .04 inches (1 mm) or less
is insufficient to cause hydroplaning.
2. Compacted snow at any depth.
3. Dry snow 1 inch (25.4 mm) or less.
4. Wet snow or slush 1/8 inch (3.2 mm) or less.

5.1.4.2 It is not acceptable to use decelerometers or continuous friction measuring

equipment to assess any contaminants outside of these parameters.

5.2 Runway Friction Surveys.

FAA-approved friction measuring equipment may be employed to help in determining
the effects of friction-enhancing treatments, in that it can show the trend of a runway as
to increasing or decreasing friction. Airport operators should not attempt to correlate
friction readings (Mu numbers) to Good/Medium (previously known as Fair)/Poor or
Nil runway surface conditions, as no consistent, usable correlation between Mu values
and these terms has been shown to exist to the FAA’s satisfaction. It is important to
note that while manufacturers of the approved friction measuring equipment may
provide a table that correlates braking action to Mu values, these correlations are not
acceptable to the FAA. To ensure that data collected are accurate, qualified personnel
should use FAA-approved equipment and follow the manufacturer’s instructions for
use. Further guidance on runway friction measurement may be found in AC 150/5320-
12, Measurement, Construction, and Maintenance of Skid-Resistant Airport Pavement
Surfaces.
Note: It is no longer acceptable to report or disseminate friction (Mu) values via
NOTAMs. Friction (Mu) values have been replaced by Runway Condition Codes,
which must be included in the Runway Condition NOTAM. See Paragraph 5.3.3.1.2.

5.2.1 When to Conduct Runway Friction Surveys on Contaminated Surfaces.

Conduct runway friction surveys whenever the conditions are within the limits of
Paragraph 5.1.4 and the operator believes the information will be helpful in the overall
snow/ice removal effort. Additionally, conduct runway friction assessments:

5.2.1.1 When the central portion of the runway, centered longitudinally along the
runway centerline, is contaminated over a distance of 500 feet (152 m) or
more.

5.2.1.2 Following all snow clearing, anti-icing, deicing, or sanding operations.

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5.2.1.3 Immediately following any aircraft incident or accident on the runway,

recognizing that responding ARFF or other circumstances may restrict an
immediate response.

5.2.2 Friction Measuring Procedures.

5.2.2.1 Calibration.
The friction measuring equipment operator is responsible for ensuring that
equipment is correctly calibrated in accordance with its operations manual.
Some devices perform an automatic electronic calibration each time the
power is turned on; others require the operator to initiate the calibration
procedure. In the latter case, the electronic calibration should be performed
before placing the equipment in operation for the day. The equipment
operator should also check all ancillary systems (such as recording devices,
tow vehicles, and two-way radios). Factory calibrations of a CFME should
be performed as recommended by the manufacturer, or sooner if indicated
by erroneous data. The operator responsible for the device should perform
only adjustments recommended by the manufacturer. Factory calibration
should be scheduled during the spring-summer season to ensure the
equipment will be ready for the next winter’s runway friction surveys.

5.2.2.2 Advance Coordination.

Runway friction surveys take time, and while the tests are being conducted,
the runway may be closed to airplane operations. Airport operators should
work closely with ATC, the airlines, and/or the fixed-base operators to
minimize interruption to airplane operations. Proper coordination,
communication, and cooperation among all parties concerned are vital to
ensure personnel safety, efficient traffic management, and timely runway
friction surveys. The airport operator should request from ATC an
appropriate period of time to conduct a friction survey of the runway. At a
high-activity airport, runway friction surveys may have to be conducted in
segments. The airport operator should request ATC to plan a break in
arrival and departure traffic to provide time to conduct a runway friction
survey. With such planning, the friction survey team can position itself
adjacent to the runway when ATC gives the clearance to proceed. This
cooperative effort with ATC should result in minimal disruptions to
airplane operations.

5.2.2.3 Air Traffic Control Clearance When Conducting Runway Friction

Surveys on Open Runways.
Before proceeding with the friction survey at controlled airports, the airport
operator responsible for conducting the friction survey must contact ATC
for runway clearance according to standard procedures and remain in radio
contact during the entire time it takes to complete the friction survey on an
open runway. ATC will provide appropriate clearances on and off the
runway to permit the airport operator access to conduct the friction survey.

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At uncontrolled airports, airport operations personnel must be alert for

aircraft and advise any air traffic on advisory frequencies before, during,
and after completion of the runway friction survey. In this situation,
coordination among the area ATC, the airport operator, and the airplane
operators is particularly important to ensure that safe and efficient airplane
operations are maintained at all times.

5.2.2.4 Location and Direction to Conduct Runway Friction Surveys.

5.2.2.4.1 Lateral Location.

On runways that serve primarily narrow-body airplanes, runway friction
surveys should be conducted approximately 10 feet (3 m) from the runway
centerline. On runways that serve primarily wide-body airplanes, runway
friction surveys should be conducted approximately 20 feet (6 m) from the
runway centerline. Unless surface conditions are noticeably different on the
two sides of the runway centerline, only one survey is needed, and it may be
conducted on either side.

5.2.2.4.2 Direction.
Friction measuring equipment is operated in the same direction that
airplanes are landing.

5.2.2.4.3 Runway Survey Zones.

The runway length is divided into three equal zones: the touchdown,
midpoint, and rollout zones. These zones are defined according to airplane
landing direction. If possible, the entire survey should be completed in one
pass. However, if ATC cannot schedule enough time to do a complete
runway friction survey, the airport operator should request ATC to schedule
each zone separately until all three zones have been completed.

5.2.2.5 Conducting Runway Friction Surveys Using Decelerometers.

To obtain an accurate friction assessment, a minimum of three braking tests
are conducted and averaged for each zone. This will result in a minimum of
nine tests for a complete runway friction survey. The vehicle speed for
conducting the friction survey should be 20 mph (32 km/h).

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Table 5-1. Friction Survey Example

Runway Zone 1 An airport operator obtains four Mu readings in the

Touchdown touchdown zone: 25, 27, 26, and 31. The average of these
readings is 27.25, which would be rounded to 27.

Runway Zone 2 Four readings are obtained for the midpoint zone: 26, 28, 28,
Midpoint and 32. The average of 28.5, which would be rounded to 28.

Runway Zone 3 After the minimum three readings (29, 30, and 31) are
Rollout obtained for the rollout zone, ATC instructs the operator to
clear the runway. It is not required that an equal number of
readings be obtained for each zone, so the three readings are
averaged to a reading of 30.

5.2.2.6 Conducting Runway Friction Surveys Using CFME.

A runway friction survey is recommended for the full length of the runway
to determine the average friction value for each runway third. The survey
may be conducted at any speed up to 40 mph (65 km/h) as safety
considerations allow. Some CFME should be operated at slower speeds due
to handling characteristics that are a function of their weight, measuring
method, etc. Operators should be trained in the use of CMFE, and such
training should include information on handling characteristics and
optimum testing speeds.

5.2.2.7 Recording Runway Friction Survey Data.

The equipment operator should record all data and observations obtained
from runway friction surveys. Recorded data and observations can be used
to assess the effectiveness of runway surface treatments and snow removal
operations and can aid in accident or incident investigations. Current
friction measurement technologies are not reliable in determining braking
effectiveness of a contaminated surface condition above measurements of
40.

5.3 Runway Condition Assessments.

5.3.1 Runway Condition Assessment Matrix (RCAM).

The RCAM is the method by which an airport operator reports a runway surface
assessment when contaminants are present. Use of the RCAM is only applicable to
paved runway surfaces. Once an assessment has been performed, the RCAM defines the
format for which the airport operator reports and receives a runway condition “Code”
via the NOTAM System. The reported information allows a pilot to interpret the
runway conditions in terms that relate to airplane performance. This approach is a less
subjective means of assessing runway conditions by using defined objective criteria.

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Aircraft manufacturers have determined that variances in contaminant type, depth, and
air temperature can cause specific changes in aircraft braking performance. At the core
of the RCAM is its ability to differentiate among the performance characteristics of
given contaminants.

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Table 5-2. Runway Condition Assessment Matrix (RCAM) (for Airport Operators’ Use Only)

Assessment Criteria Downgrade Assessment Criteria

Pilot
Vehicle Deceleration or
Reported
Runway Condition Description Code Mu (μ) 1 Directional Control
Braking
Observation
Action
 Dry 6 --- ---
 Frost
 Wet (Includes Damp and 1/8 inch depth or less of water)

40 or Higher
Braking deceleration is
normal for the wheel
1/8 inch (3mm) depth or less of: 5 braking effort applied AND Good
 Slush directional control is
 Dry Snow normal.
 Wet Snow
5º F (-15ºC) and Colder outside air temperature: Braking deceleration OR

39
Good
 Compacted Snow directional control is
4 between Good and
to
Medium
Medium.
 Slippery When Wet (wet runway)
 Dry Snow or Wet Snow (Any depth) over Compacted Snow

to
Braking deceleration is
Greater than 1/8 inch (3mm) depth of: noticeably reduced for the
 Dry Snow 3 wheel braking effort applied Medium
 Wet Snow OR directional control is
noticeably reduced.
Warmer than 5º F (-15ºC) outside air temperature:
30

 Compacted Snow 29
Greater than 1/8 (3mm) inch depth of: Braking deceleration OR Medium
 Water 2 directional control is to
 Slush between Medium and Poor. Poor
to

 Ice 2 Braking deceleration is

significantly reduced for the
1 wheel braking effort applied Poor
21

OR directional control is
significantly reduced.
 Wet Ice 2
20 or Lower

 Slush over Ice Braking deceleration is

 Water over Compacted Snow 2 minimal to non-existent for
 Dry Snow or Wet Snow over Ice 2 0 the wheel braking effort Nil
applied OR directional
control is uncertain.

1
The correlation of the Mu (µ) values with runway conditions and condition codes in the Matrix are only approximate ranges for a generic
friction measuring device and are intended to be used only to downgrade a runway condition code; with the exception of circumstances
identified in Note 2. Airport operators should use their best judgment when using friction measuring devices for downgrade assessments,
including their experience with the specific measuring devices used.
2
In some circumstances, these runway surface conditions may not be as slippery as the runway condition code assigned by the Matrix. The
airport operator may issue a higher runway condition code (but no higher than code 3) for each third of the runway if the Mu value for that
third of the runway is 40 or greater obtained by a properly operated and calibrated friction measuring device, and all other observations,
judgment, and vehicle braking action support the higher runway condition code. The decision to issue a higher runway condition code
than would be called for by the Matrix cannot be based on Mu values alone; all available means of assessing runway slipperiness must
be used and must support the higher runway condition code. This ability to raise the reported runway condition code to a code 1, 2, or 3
can only be applied to those runway conditions listed under codes 0 and 1 in the Matrix.
The airport operator must also continually monitor the runway surface as long as the higher code is in effect to ensure that the runway surface
condition does not deteriorate below the assigned code. The extent of monitoring must consider all variables that may affect the runway
surface condition, including any precipitation conditions, changing temperatures, effects of wind, frequency of runway use, and type of aircraft
using the runway. If sand or other approved runway treatments are used to satisfy the requirements for issuing this higher runway condition
code, the continued monitoring program must confirm continued effectiveness of the treatment.
Caution: Temperatures near and above freezing (e.g., at 26.6° F (-3°C) and warmer) may cause contaminants to behave more slippery
than indicated by the runway condition code given in the Matrix. At these temperatures, airport operators should exercise a heightened
level of runway assessment, and should downgrade the runway condition code if appropriate.

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5.3.2 Overview of the Basic RCAM Process.

 Report ONLY contaminant

Step 1: RCAM
percentage, type and depth,
applicability when applicable, for each
 Content of SICP plan runway third, and any
 Understanding RCAM Is greater than 25% of treatment via FICON
overall runway length NOTAM.
usage and width, or cleared NO  Runway Condition Code
 Percentage of width (if not cleared
must not be reported. (The
from edge to edge),
runway contaminated contaminated? Federal NOTAM System will
calculate based on inputs
for each third and will not
assign a code.)

YES

End of Process
Step 2: Apply assessment Determine the
contaminants present
criteria for each third, and NOTE: Runway
Condition Code
 Contaminant type & depth assign Runway
Condition Code. triggers aircraft
 Temperature operators to conduct
considerations takeoff and landing
 Corresponding Runway performance
assessment.
Condition Code
 Code identified for each
runway third Is Runway
Condition Code
Report contaminants and
 Code identified by downgrade / NO
upgrade action Runway Condition Codes
reviewing all Runway via FICON NOTAM.
required?
Condition Description
categories

YES

Step 3: Validating Runway DOWNGRADING CODE(S) UPGRADING CODE(S)

Condition Codes  Only Codes “0” or “1” can be upgraded.
Apply all of the following
 Assigned Code available criteria:  All observations, judgment, and vehicle
braking action support higher RwyCC.
compared to  Airport operator to use
available friction devices,  Mu values greater than 40 are obtained
experienced experience, and and documented for affected third(s) of
slipperiness. observations. runway.
 Vehicle deceleration or  Raised runway condition code can be
up to but no higher than a Code 3.
 Determine need to directional control. Both
are a concern and do not  Must continually monitor runway
downgrade / upgrade have to be simultaneous. surface as long as higher code is in
based on other  Pilot reported braking effect to ensure runway surface
action will rarely apply to condition does not deteriorate below
observations. assigned code.
full length of runway.
(See footnotes on RCAM)

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5.3.3 RCAM Components.

5.3.3.1 Assessment Criteria.

This section of the RCAM consists of a Runway Condition Description and
a Runway Condition Code. This section includes contaminant type and
depth categories which are objective assessments that have been determined
by airplane manufacturers to cause specific changes in the airplane braking
performance. These contaminants correspond to a reportable “shorthand”
Runway Condition Code when applicable.

5.3.3.1.1 Runway Condition Description.

The Runway Condition Description column of the RCAM provides
contaminants that are directly correlated to airplane takeoff and landing
performance. The description sections, ranging in terms of slipperiness, are
categorized based on type and depth of contaminant and temperature.

Figure 5-1. Runway Condition Description Column of the RCAM

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5.3.3.1.2 Code (Runway Condition Code – RwyCC).

Runway Condition Codes (Format: X/X/X) represent the runway condition
description based on defined terms and increments. Use of these codes
harmonizes with ICAO Annex 14, providing a standardized “shorthand”
format for reporting RwyCC (which replaces Mu values), and are used by
pilots to determine landing performance parameters when applicable.
Runway Condition Codes are disseminated via the following methods:
1. Federal NOTAM System, preferably through NOTAM Manager or
equivalent system(s);
2. Airport Traffic Control Tower (ATCT) (as applicable);
3. Flight Service Station (FSS) (as applicable); and
4. Directly from airport operator via Common Traffic Advisory Frequency
(as applicable).

Figure 5-2. Runway Condition Code (RwyCC) Column of the RCAM

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5.3.3.2 Downgrade Assessment Criteria.

When data from the shaded area in the RCAM (i.e., CFME/deceleration
devices, pilot reports, or observations) suggest conditions are worse than
indicated by the present contaminant, the airport operator should exercise
good judgment and, if warranted, report lower runway condition codes than
the contamination type and depth would indicate in the RCAM. While pilot
reports (PIREPs) of braking action provide valuable information, these
reports rarely apply to the full length of the runway as such evaluations are
limited to the specific sections of the runway surface in which wheel
braking was utilized. It is not appropriate to use downgrade assessment
criteria to upgrade contaminant based assessments of condition codes (e.g.,
from 2 to 3). There are specific rules and perimeters governing when the
RwyCC may be upgraded from Code 0 or 1 to Code 3. See Note 2 for
Table 5-2.

5.3.3.2.1 Mu (µ) (Friction Assessment).

The correlation of the Mu (µ) values with runway conditions and condition
codes in the RCAM are only approximate ranges for a generic friction
measuring device and are intended to be used for an upgrade or downgrade
of a runway condition code. Airport operators should use their best
judgment when using friction measuring devices for downgrade
assessments, including their experience with the specific measuring devices
used.

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Figure 5-3. Friction Assessment Column of the RCAM

5.3.3.2.2 Vehicle Deceleration or Directional Control Observation.

This column is used to correlate estimated vehicle braking experienced on a
given contaminant.

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Figure 5-4. Vehicle Deceleration or Directional Control Observation Column of the RCAM

5.3.3.2.3 Pilot Reported Braking Action.

This is a report of braking action on the runway, by a pilot, providing other
pilots with a degree/quality of expected braking. The braking action
experienced is dependent on the type of aircraft, aircraft weight, touchdown
point, and other factors.
1. Good: Braking deceleration is normal for the wheel braking effort
applied, and directional control is normal.
2. Good-to-Medium: Braking deceleration or directional control is
between good and medium braking action.
3. Medium: Braking deceleration is noticeably reduced for the wheel
braking effort applied, or directional control is noticeably reduced.
4. Medium-to-Poor: Braking deceleration or directional control is
between medium and poor.

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5. Poor: Braking deceleration is significantly reduced for the wheel

braking effort applied, or directional control is significantly reduced.
6. Nil: Braking deceleration is minimal to non-existent for the wheel
braking effort applied, or directional control is uncertain.

Figure 5-5. Pilot Reported Breaking Action Column of the RCAM

5.4 Applying the RCAM to a Runway Assessment.

To use the RCAM, the airport operator will use the same runway condition assessment
practices as they have used in the past. The airport operator will assess surfaces, report
contaminants present, and the NOTAM system (NOTAM Manager or ENII) will
generate the RwyCCs based on the RCAM when applicable. The RwyCCs may vary for
each third of the runway if different contaminants are present. However, the same
RwyCC may be applied when a uniform coverage of contaminants exists.

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Note: A RwyCC of “0” denotes minimal or non-existent braking deceleration, which

the FAA has determined to be an unsafe condition. The NOTAM system does not
accept “0” for RwyCC and, if attempted, prompts the airport operator to close the
surface and perform mitigating actions until the unsafe condition no longer exists.

5.4.1 Step 1: RCAM Applicability.

Operating with an understanding of the RCAM, the airport operator must first
determine whether the overall runway length and width coverage or cleared width (if
not cleared from edge to edge) is contaminated greater than 25 percent. This step in the
assessment process will dictate whether a runway condition code will be applicable and
included in the reported runway conditions. When submitting runway condition
information through the Federal NOTAM System, this calculation will be automatically
conducted by the NOTAM system, based on the reported contaminants for each third of
the runway.

5.4.1.1 If 25 percent or less of the overall runway length and width coverage or
cleared width is covered with contaminants, RwyCCs must not be applied,
or reported. The airport operator in this case will simply report the
contaminant percentage, type, and depth for each third of the runway,
including any associated treatments or improvements.
Or
If the overall runway length and width coverage or cleared width is greater
than 25 percent, RwyCCs must be assigned, and reported, informing
airplane operators of the contaminant present and associated codes for each
third of the runway. (The reported codes, will serve as a trigger for all
airplane operators to conduct a takeoff and/or landing performance
assessment).

5.4.2 Step 2: Apply Assessment Criteria

Based on the contaminants observed, the associated RwyCC from the RCAM for each
third of the runway will be assigned. To reduce the potential for human error, the
NOTAM system (NOTAM Manager or ENII) will determine the relevant RwyCC for
each third of the runway as applicable.

5.4.3 Step 3: Validating RwyCCs.

With the contaminant assessment and code assignment completed, the airport operator
may determine that the RwyCCs accurately reflect the runway condition. If so, no
further assessment action is necessary, and the RwyCCs generated may be
disseminated.

5.4.3.1 Downgrade Assessment Criteria.

However, the airport operator may determine a need exists to downgrade
the RwyCC (assessment is indicating a more slippery condition than is
generated by the RCAM) because of other observations related to runway

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slipperiness. When necessary, use of the RCAM Downgrade Assessment

Criteria (grey columns) may assist in making this determination.
Note: The criteria in the grey columns of the RCAM may only be used to
downgrade the RwyCCs.

5.4.3.1.1 Step 3A: Mu (µ).

When conditions are acceptable for the airport operator to use available
friction devices, the airport operator may utilize Mu readings as a means to
assess runway slipperiness for downgrading or to validate the RwyCCs
generated by the RCAM.

5.4.3.1.2 Step 3B: Vehicle Control.

Vehicle deceleration or directional control may cause concerns for the
airport operator. These concerns could be for either deceleration or
directional control issues. However, they need not occur simultaneously for
concern to exist.

5.4.3.1.3 Step 3C: Pilot Reported Braking Action.

Pilot reports, which provide valuable information, rarely apply to the full
length of the runway. As such, these reports are limited to the specific
sections of the runway surface in which wheel braking was applied.
Note: Temperatures near and above freezing (e.g., at negative 26.6° F (-3°
C) and warmer) may cause contaminants to behave more slippery than
indicated by the runway condition code given in the RCAM. At these
temperatures, airport operators should exercise a heightened awareness of
airfield conditions, and should downgrade the RwyCC if appropriate.

5.4.3.2 Upgrade Criteria Based on Friction Assessments.

Given the friction variability of certain contaminants, there are circumstances when a
RwyCC of ‘0’ or ‘1’ (Ice, Wet Ice, Slush over Ice, Water over Compacted Snow, or Dry
or Wet Snow over Ice) may not be as slippery as the RwyCC generated by the RCAM.
Only in these two specific circumstances, the airport operator may upgrade the RwyCC
up to, but no higher than, a RwyCC of ‘3’, only when all of the following requirements
are met:
1. All observations, judgment, and vehicle braking action support the higher RwyCC.
2. Mu values of 40 or greater are obtained for the affected third(s) of the runway by a
calibrated friction measuring device that is operated within allowable parameters.
3. This ability to raise the reported RywCC to no higher than a code 3 is applied only
to those runway conditions listed under code 0 and 1 in the RCAM. (See footnote 2
on the RCAM.)
4. The airport operator continually monitors the runway surface as long as the higher
code is in effect to ensure the runway surface condition does not deteriorate below
the assigned code.

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a. The extent of monitoring considers all variables that may affect the runway
surface condition, including any precipitation conditions, changing
temperatures, effects of wind, frequency of runway use, and type of aircraft
using the runway.
b. If sand or other approved runway treatments are used to satisfy the
requirements for issuing the higher runway condition code, the monitoring
program must confirm continued effectiveness of the treatment.

5.5 Reportable Contaminants without Performance Data.

Contaminants such as ash, mud, oil, and sand are treated differently in terms of
reporting contaminants. A measured depth must be reported for mud. Ash, oil, sand,
and rubber contaminants are reported without a measured depth. These contaminants
do not generate a RwyCC. See AC 150/5200-28 and FAA Order JO 7930.2 for specific
NOTAM examples.

5.6 Condition Reporting.

Personnel responsible for implementing the SICP should carefully monitor changing
airfield conditions and disseminate information about those conditions in a timely
manner to airport users. Section 139.339 requires that airport operators provide for the
collection and dissemination of accurate airport condition information (movement areas
or loading ramps and parking areas) to all airport users when any pavement condition is
worse than bare and dry. Additionally, any condition that may affect the safe operations
of aircraft must be reported to all users. Critical information to airplane operators for
the purpose of takeoff and landing performance includes the contaminant type, depth,
and associated RwyCCs when applicable. The determination of dry versus wet snow or
slush is another key element in the report because of its potential for significant impact
on airplane performance.
Note: A significant change to condition reporting includes the requirement and ability
to report ‘Wet’ when visible dampness, or water that is 1/8-inch (3.3 mm) or less in
depth exists on any surface (runways, taxiways, aprons, holding bays). This change is
largely due to the airplane performance differences that exist between wet, dry, or
runways with water greater than 1/8-inch (3.3 mm) in depth.

5.6.1 Air Carriers and Other Airport Users.

FICON and RwyCCs are also furnished to airlines, cargo, and fixed-base operators, and
others operating at the airport. FICON and RwyCCs should be broadcast on the
Unicom, Common Traffic Advisory Frequency, or Airport Advisory Service Frequency.

5.7 Information Exchanged Between the Airport and Pilots.

5.7.1 The goal in reporting surface conditions is to provide pilots with accurate and timely
information to ensure safe operations. The RCAM is now the most objective method
for performing condition assessments by airport operators. This validated method

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replaces subjective judgments with objective assessments that are tied directly to
contaminant type and depth categories. These categories have been determined by
airplane manufacturers to cause specific changes in airplane braking performance.

5.7.2 Pilots and airplane operators are expected to use all available information, which should
include runway condition reports as well as any available pilot braking action reports, to
assess whether operations can be safely conducted. Although the FAA no longer
permits airport operators to provide vehicle braking action or friction measurements for
paved runways to pilots, airport operators are permitted to use vehicle braking and
friction values for assessing and tracking the trend of changing runway conditions and
in low speed area such as taxiway, aprons, and holding bays.

5.7.2.1 How to Report Runway Conditions.

Whenever a runway is contaminated by ice, snow, slush, or water, the
airport operator is responsible for reporting current runway surface
conditions. Report runway surface conditions in terms of contaminant types
and depths. Do not report depths for compacted snow and ice. When
reporting depth for standing water or slush, the depths are either 1/8 inch
(3.3 mm) or less or greater than 1/8 inch (3.3 mm). When the cleared
runway width is less than the full runway width, also report the conditions
on the uncleared width (runway edges) if different from the cleared width.
When the RCAM is properly utilized, specific runway condition codes will
be generated for contaminants present based on the identified contaminant
list in AC 150/5200-28 and FAA Order JO 7930.2. In the event the full
width of the runway is not cleared, the runway condition code will be
generated based on the contaminants present in the cleared portion of the
runway (typically center 100 feet). Additionally, the airport operator must
keep in mind that the entire width of the runway is still usable and available
to the aircraft and must be safely maintained. This means that while
contaminant depths may vary from the center cleared portion to the
remaining portions or edges of the runway, the condition of the outlying
portions must not present an operational hazard.

5.7.2.2 When to Issue New Runway Condition Reports.

Runway condition reports must be updated any time a change to the runway
surface condition occurs. Changes that initiate updated reports include
weather events, the application of chemicals or sand, or plowing or
sweeping operations. Airport operators should not allow airplane operations
on runways after such activities until a new runway condition assessment
has been completed identifying the changed condition(s) and the
effectiveness of mitigations and treatments and ensuring no new hazards
have been inadvertently introduced. This assessment should be reported via
the NOTAM system, reflecting the current surface condition(s) of affected
runways. At certificated airports, such changes to the runway surface
condition must be updated and appropriately disseminated so airplane
operators are aware of the current conditions before continuing with their

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operations. During active snow events or rapidly changing conditions (e.g.,

increasing snowfall, rapidly rising or falling temperatures) airport operators
should maintain a vigilant runway inspection process to ensure accurate
runway condition reports. While pilot braking action reports provide
valuable information, these reports may not apply to the full length of the
runway as such evaluations are limited to the specific sections of the
runway surface in which the airplane wheel braking was used. In addition,
runway condition reports should be updated at least at the beginning of each
shift of operations personnel, when conditions are not changing but
contaminants are present (e.g., following a snow event where frozen
contaminants remain after an airport's mitigating actions).

5.8 Requirements for Runway, Taxiway, and Apron and Holding Bay Closures.

5.8.1 The previously accepted philosophy of the aviation industry was that the airport
operator was obligated to provide an accurate description of the surface conditions, and
it was solely up to the pilot to decide if a surface was safe for use. Accident data do not
support such a philosophy, and the FAA has determined that operations on surfaces
reported as having NIL braking are inherently unsafe. Admittedly, this is a conservative
approach considering the variation in pilot braking action reporting. The NOTAM
system does not accept a NIL braking action report, and if attempted, prompts the
airport operator to close the surface and perform mitigating actions until the unsafe
condition no longer exists.
Note: To clarify, the FAA has determined that a NIL condition (i.e., minimal or non-
existent braking condition) is an unsafe condition. The NOTAM system does not
accept a NIL braking action report, and if attempted, prompts the airport operator to
close the surface and perform mitigating actions until the unsafe condition no longer
exists.

5.8.2 Certificated and obligated airports are required to maintain available airport surfaces in
a safe operating condition at all times and to provide prompt notification when areas
normally available are less than satisfactorily cleared for safe operations. To that end, at
a minimum, the following circumstances require action by the airport operator:

5.8.2.1 Runways.

5.8.2.1.1 A NIL pilot braking action report (PIREP), or NIL braking action
assessment by the airport operator, indicates a potentially unsafe condition.
An acceptable action is for the airport operator to promptly close the
particular surface prior to the next flight operation (and NOTAM that
closure) until it is satisfied that the NIL condition no longer exists.

5.8.2.1.2 When previous PIREPs have indicated GOOD or MEDIUM braking action,
two consecutive POOR PIREPs indicates that surface conditions may be
deteriorating. An acceptable action is for the airport operator to conduct a
runway assessment prior to the next operation (unless the airport operator

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has instituted its continuous monitoring procedures described in paragraph

5.9). If the airport operator is already continuously monitoring runway
conditions, it is acceptable for it to conduct the assessment as soon as air
traffic volume allows, in accordance with its SICP.

5.8.2.2 Taxiways, Aprons and Holding Bays.

A NIL pilot braking action report (PIREP), or NIL braking action
assessment by the airport operator, requires that a surface, including
taxiways and aprons be closed before the next flight operation. The surface
must remain closed until the airport operator is satisfied that the NIL
condition no longer exists.

5.8.2.3 Deteriorating Conditions.

Include but are not limited to:
1. Frozen or freezing precipitation.
2. Falling air or pavement temperatures that may cause a wet runway to
freeze.
3. Rising air or pavement temperatures that may cause frozen
contaminants to melt.
4. Removal of abrasives previously applied to the runway due to wind
or airplane effects.
5. Frozen contaminants blown onto the runway by wind.

5.9 Continuous Monitoring.

5.9.1 Under the conditions noted in Paragraph 5.8.2.3, the airport operator should take all
reasonable steps using available equipment and materials that are appropriate for the
condition to improve the braking action. If the runway cannot be improved, the airport
operator should continuously monitor the runway to ensure braking action does not
become NIL. The airport operator’s procedure for monitoring the runway should be
detailed in the SICP.

5.9.2 “Continuous monitoring” procedures can vary from airport to airport. Acceptable
procedures may include:
1. Observing which exit taxiways are being used.
2. Maintaining a regular program of friction testing to identify trends in runway
traction.
3. Monitoring pavement physical conditions including air and surface temperatures,
contaminant types and depths.
4. Monitoring air traffic and pilot communications as it relates to PIREPs for the
portion of runway that was used.

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5. Monitoring weather patterns.

6. Increased self-inspection frequency.

5.10 Letter of Agreement (LOA) Between Airport Operator and Air Traffic Control
Tower.

5.10.1 To ensure that the airport operator receives needed information, Letters of Agreement
(LOA) should be formalized between the airport operator and the air traffic control
tower to identify the procedures and responsibilities for coordination and the reporting
of runway surfaces conditions. LOA(s) should also specify how all pilot braking action
reports (PIREPS) of “POOR” and “NIL” are to be immediately transmitted to the
airport operator for action, as required by FAA Order 7110.65, Air Traffic Control. It
should also include agreement on actions by Air Traffic personnel for immediate
cessation of operations upon receipt of a “NIL” PIREP. FAA Order 7210.3, Facility
Operation and Administration, addresses LOAs for Braking Action Reports between
ATCT, FSS, and airport management.

5.10.2 Conversely, to ensure the ATCT receives necessary information from the airport
operator, any letter of agreement should include procedures for how FICON and
RwyCCs are transmitted. In the absence of an ATCT at the airport, the report should be
supplied to the ATC facility that provides approach control service or to an appropriate
flight service station (FSS).

5.10.3 The airport’s SICP should contain a reference to the signed LOA.

5.11 Airport Records and Log Controls.

The SICP should include procedures to keep and maintain a log of NOTAMs that the
airport operator issues. Reviewing NOTAM status should be a checklist item any time
the runway condition changes from that previously contained in the NOTAM and at the
change of each shift of airport operations personnel. Also, retain a copy of the NOTAM
as submitted and as transmitted for future reference and to demonstrate regulatory
compliance. Users of NOTAM Manager can retrieve NOTAM log and summary
information from the application. Users should download summaries of NOTAMs from
NOTAM Manager regularly (monthly or quarterly) in the event of system data loss. The
Sample Airport Condition Assessment Worksheet located at Appendix A is provided
for the airport operator to utilize as a form of record for assessing and reporting
RwyCCs and estimated braking actions for other airport surfaces that would typically
coincide with NOTAM issuance. Additionally, to reduce human factors issues when
issuing a runway condition information NOTAM, the system will assign the appropriate
code based on an airport operator’s input of the contaminant(s) percentage, type, and
depth for each runway third.

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5.12 Using “Conditions Not Monitored” NOTAMs.

Airport operators should use “conditions-not-monitored” NOTAMs as a way to provide
information to pilots related to the conditions not being monitored at the airport,
perhaps due to operations hours or staffing. This standard has existed for airport
operators to use over the years and provides the following guidance:

5.12.1 “For airports, particularly smaller airports, that do not monitor weather conditions
between certain hours due to staffing limitations, the issued NOTAM should contain
text indicating that “airfield surface conditions are not monitored between the hours of
‘X – ‘Y.” This additional text helps to avoid erroneous condition assessments by users
of the information.”

5.12.2 Airport operators should avoid using “airport unattended” NOTAMs as a substitute for
“conditions-not-monitored” because this type of NOTAM sends the wrong message that
other services provided by the airport (e.g., ATC, ARFF, fuel) are not available or
accessible when the conditions are not being monitored perhaps due to operations hours
or staffing.

5.12.3 “Conditions-not-monitored” NOTAM is the preferred airport condition reporting for

airport operators to use to address all airport surfaces or any individual surface as
required. The period of applicability should be for both short- and long-term use.
When airport operators use “conditions-not-monitored,” there may be times when the
NOTAM will be issued with no recent observation or not be tied to any recent Pilot
Report NOTAM. This may differ slightly from what is currently illustrated in FAA
Order 7930.2 where: “When the field conditions will not be monitored, follow the most
recent observation with the words “‘CONDITIONS NOT MONITORED (date/time)
(date/time).’” The time parameters specified must fall within the effective/expiration
times. When it is determined that no surface condition reports will be taken for longer
than a 24-hour period, issue a single NOTAM (Keyword AD) for the entire time-period.
Use the phrase “SFC CONDITIONS NOT REPORTED”, as this differs from
Conditions Not Monitored.

5.13 Winter NOTAM Abbreviations.

Snow-related NOTAMs should adhere to the format and abbreviations found in AC
150/5200-28, Notices to Airmen (NOTAMs) for Airport Operators, and FAA Orders
7930.2, Notices to Airmen (NOTAMs), and 7340.1, Contractions (ICAO only).

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APPENDIX A. SAMPLE AIRPORT CONDITIONS ASSESSMENT WORKSHEET

Airport ID: Date: Pilot Reported Braking Action

(within 15 minutes of assessment when available):
Observed time (local):

Instructions
 Fill out a separate form for each runway.
 Outside Air Temperature (OAT): Only applicable to compacted snow. If the OAT is warmer than 5° F
(-15 C), the RCAM generates Code 3. If the OAT is 5° F (-15 C) or colder, the RCAM generates
Code 4.
 Depth. Report inches or feet, as directed by the current version of AC 150/5200-30.
 Contaminants. See the current version of AC 150/5200-30 for a list of approved contaminant
entries.
 Runway Condition Code: See Table 5-2, Runway Condition Assessment Matrix (RCAM), in AC
150/5200-30. Only report if contaminant coverage is greater than 25 percent. Otherwise, leave
blank.
 Airport Operator Generated Condition Codes (Optional): If you do not think the RCAM generated
code accurately reflects conditions, use the optional table below to indicate the upgraded or
downgraded codes that you intend to report in the NOTAM system. Upgrade Codes 0 or 1 only.

Airport Conditions Assessment

Runway direction in use: Is OAT warmer than 5° F (-15 C)? Yes No

Coverage
Runway
Depth Contaminants
Cond. Code
Location %

Touchdown

Midpoint

Rollout

Optional Information
Use the table below if you intend to report a downgraded or upgraded code in the NOTAM system.

Airport Operator Generated Condition Codes Reported in NOTAM System

Upgrade or
Touchdown Code Midpoint Code Rollout Code
Downgrade?*

*For upgrades, the issuer certifies all upgrade requirements are met: Friction values ≥40 in affected third(s), friction
equipment is calibrated; airport judgment, observations, and vehicle braking action support upgraded codes; continuously
monitor conditions while the upgraded codes are in effect.
*For downgrades, the issuer certifies all downgrade requirements are met: Airport operator experience, Friction values
<40 in affected third(s), deceleration and directional control observation(s), and/or Pilot reported braking action from
landing aircraft.

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Remarks, if applicable (Remainders, Treatments, Snowbanking, etc.):

ATCT: ISSUER:

Taxiway/Holding Bay Condition

Designation Estimated Braking Contaminants

Apron Condition

Designation Estimated Braking Contaminants

ATCT: ISSUER:

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APPENDIX B. DEVELOPMENT OF RECOMMENDED SNOW BANK HEIGHT PROFILES

B.1 Figure B-1 and Figure B-2 were used to develop the recommended snow bank profile
limits for Figure 4-1. Location and height above a horizontal reference line of airplane
wingtips and outer and inner engine nacelles’ lower edges with airplane outer main gear
on the pavement edge determined individual profiles. These individual profiles were
then grouped according to airplane design groups to generate the recommendations.

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Figure B-1. Individual Height Profiles of Airplane Wingtips and Outer and Inner Engine
Nacelles’ Lower Edges for Airplane Design Groups III and IV

Snowbank Limits Level

Group III - IV Snowbank

Profile Limit
Group IV Wingspan Limit
-5 5 15 25 35 45 55 65 75 85
A320-100/200
20
A319/A318

A310

A300

wingtip DC-8-55

DC-8 (61-71)
14
DC-10
Vetrical Clearnaces (feet)

DC-10 series (30-40)

DC-9 (51)
Note:
Vertical: 1-unit per grid MD-80/90
Horizontal: 5-units per grid
wingtip B737-100/200
tail engine
8
B737-300

B737-400/500

B737-600/700
outer engine
B737-800/900

inner engine B757-200/300

2 B767-300

MD-11
NOTE : 5% DOWNWARD SLOPE B707-120B
NOT CAPTURED
B717-200

B707-320B
-4
Horizontal Offsets (feet)

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Figure B-2. Individual Height Profiles of Airplane Wingtips and Outer and Inner Engine
Nacelles’ Lower Edges for Airplane Design Groups V and VI (* indicates preliminary data)

Snowbank Limits
Level
26
0 20 40 60 80 100 120 Group VI Wingspan Limit

A340-500/600

20 wingtip
A340-200/300

A330-200/300
Vertical Clearances (feet)

B747-400 Domestic
14

B767-400

A380

8
Note: B777-200/300
Vertical: 1-unit per grid
Horizontal: 5-units per grid
Outer Engine B747-400 Freighter

B787-8*
2 Inner Engine

B747-8*
Note: 5% Downward Slope
Not captured
Group V - VI Snowbank Profile
Limit
-4
Horizontal Offsets (feet)

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APPENDIX C. SNOW AND ICE CONTROL AS A MATERIALS-HANDLING PROBLEM

C.1 Introduction.
Snow and ice have many unique properties that distinguish them from other materials
commonly handled by mechanized mobile equipment. Earthmoving equipment, for
example, is generally not well-adapted to handling snow because the properties of snow
are so different from earth and other minerals for which this equipment was designed.
Typical of these properties is the unique density, hardness, thermal instability,
cohesiveness, and metamorphism (age hardening) of snow under varying winter
conditions.

C.2 Snow.
Snow is a porous, permeable aggregate of ice grains that can be predominantly single
crystals or a close grouping of several crystals. For material handling purposes, the
airport operator will typically encounter three identified types of snow. They are
defined as follow:
1. Dry Snow: Snow that has insufficient free water to cause it to stick together. This
generally occurs at temperatures well below 32° F (0° C). If when making a
snowball, it falls apart, the snow is considered dry.
2. Wet Snow: Snow that has grains coated with liquid water, which bonds the mass
together, but that has no excess water in the pore spaces. A well-compacted, solid
snowball can be made, but water will not squeeze out. .
3. Compacted Snow: Snow that has been compressed and consolidated into a solid
form that resists further compression such that an airplane will remain on its surface
without displacing any of it. If a chunk of compressed snow can be picked up by
hand, it will hold together or can be broken into smaller chunks rather that falling
away as individual snow particles.

C.2.1 Density.
This is the weight per unit volume, a measure of how much material there is in a given
volume. Values range from a very low 3 lb/ft3(48 kg/m3) for low density, new snow to
about 37 lb/ft3 (593 kg/m3) for older snow. Old snow that has not been compacted by
vehicles or other loads normally will not exceed a density of 25 lb/ft3 (400 kg/m3).
When density exceeds 50 lb/ft3 (801 kg/m3), the air passages become discontinuous and
the material becomes impermeable; by convention, it is called ice. Un-compacted snow
has little bearing capacity, so wheels readily sink into it and encounter rolling
resistance. Snow increases in density either by deformation, such as trafficking, or by a
natural aging process (see Paragraph C.2.5 below). Density is measured by weighing a
sample of known volume. Though earth will compact to some extent, its density on
handling will increase only a few percent. In contrast, snow will easily increase in
density over 80 percent during plowing or trafficking.

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C.2.2 Hardness.
Hardness or strength depends on the grain structure and temperature. Grain structure, in
turn, is dependent on the density of the snow and the degree of bonding between
adjacent grains. Snow when it first falls is cohesion less—i.e., individual grains do not
stick to one another—but bonds quickly, forming and growing at grain contacts. As the
temperature of the snow approaches the melting point, 32° F (0° C), liquid water begins
to coat the snow grains. Although density remains the same, the strength will decrease.
Conversely, the strength or hardness will increase as the temperature drops. Hard snow
is difficult to penetrate with a bucket or a blade plow or to disaggregate with a rotary
plow. Typical values for unconfined compressive strength of well-bonded snow range
from less than 1 lb/in2 (6.89 kPa) for new snow with a density of 6.2 lb/ft3 (100 kg/m3)
to 30 lb/in2 (207 kPa) for well-bonded snow with a density of 25 lb/ft3 (400 kg/m3).
Hardness is sometimes determined by measuring the resistance to penetration.
However, since a very good correlation exists between compressive strength and
density for cold snow, determination of the density might suffice to indicate the snow
hardness. In contrast, the strength of dry, frozen ground is little different from thawed
ground. It is only when soil contains water that the strength increases upon freezing;
and depending upon the ice content, it will be much like hard, compacted snow or ice in
its strength.

C.2.3 Thermal Instability.

Snow exists at temperatures relatively close to its melting point. Most snow properties
are dependent on the temperature. Strength, for example, will decrease rapidly when the
temperature approaches 32° F (0° C) and will increase, though at a slower rate, as the
temperature is lowered. The thermal instability of snow is particularly important in the
case of metamorphism (see Paragraph C.2.5 below).

C.2.4 Cohesiveness.
Individual snow grains will bond to one another to form a consolidated mass. Although
cold, dry snow when initially deposited will lack cohesion, the age hardening process
will quickly lead to bond formation and increasing cohesion (see Paragraph C.2.4
below). Fine particles of snow produced by a rotary snowplow will adhere to each other
on contact and tend to clog cutting and blowing equipment.

C.2.5 Metamorphism.
Metamorphism is also called age hardening. The structure of a snow mass is continually
changing by migration of water vapor from small to large grains. The number and
extent of grain bonds increases with time even in an uncompacted mass, and, as a
consequence, the density and the strength increase. The rate of change is increased
when a natural snow cover is disturbed by wind drifting or by mechanical agitation,
such as plowing; in either case, the snow is broken into smaller fragments, increasing
the surface area and the potential for a greater number of grain contacts. The increase in
strength or hardness can be very rapid following plowing, particularly after blowing
with a rotary snowplow. Only 2 or 3 hours after plowing, snow may require three times
the amount of work to reprocess it. For this reason, it is advisable to clear snow to its

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final location as promptly as possible in order to minimize the amount of work

involved.

C.3 Ice.
The solid form of frozen water to include ice that is textured (i.e., rough or scarified
ice). Its strength and slipperiness distinguish it from snow both in the action of rubber
tires trafficking on ice-covered pavement and in the effort involved in its removal.

C.3.1 Methods of Formation.

There are four common methods by which ice will form on a surface:
1. radiation cooling,
2. freezing of cold rain,
3. freeze-thaw of compacted snow, and
4. freezing of ponded or melt water.

C.3.1.1 Radiation Cooling.

A body will radiate energy to another body having a lower temperature.
Pavement exposed to the night sky will radiate energy to that nearly perfect
blackbody, and if the heat is not replaced as rapidly as it is lost, cooling will
result. Pavement temperature can drop below freezing even when the air
temperature is above freezing. Water vapor in the air deposits on the cold
surface and freezes; the rate and quantity depend on the amount of moisture
in the air and the rate at which the heat of condensation and fusion of the
water vapor are dissipated. The ice forms in discrete particles and may not
cover the pavement completely. Bonding is generally not very strong since
particle contact area is small even when the pavement is completely
covered, and therefore removal is not difficult. A term applied to this type
of ice is surface hoar, or more commonly “hoarfrost.” On occasion, dew
will form and then freeze; because of its greater area of contact, bonding
will be very strong. Since the layer of ice so formed will be very thin and
nearly invisible, it is sometimes called “black ice.” Clouds or fog will
usually prevent cooling of pavement by outgoing radiation.

C.3.1.2 Freezing of Cold Rain.

Freezing rain is one of the most common methods of ice formation and one
of the most difficult to remove. If the pavement is at or below 32° F (0° C),
rain falling on it can freeze, depending on a number of factors. Conditions
favoring formation of so-called glare ice or glaze, a homogeneous clear ice
cover, are a slow rate of freezing, large droplet size, high precipitation rate,
and no more than a slight degree of supercooling. The rain has an
opportunity to flow over the surface before freezing, forming a smooth,
tightly bonded cover. Glaze usually forms at air temperatures between 27° F
and 32° F (-3° C to 0° C), though some cases have been reported as low as -

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5° F (-20° C) or as high as 37° F (3° C). Because of its intimate contact with
the pavement, glaze ice is difficult to remove by mechanical means.

C.3.1.3 Freeze-thaw of Compacted Snow.

At low temperatures compaction of cold dry snow by passage of wheels
will not cause a strong bond to develop between snow and pavement.
However, if the snow has a high water content or some melting takes place
and the temperature subsequently drops, a bond as strong as that of glaze
ice can develop.

C.3.1.4 Freezing of Ponded or Melt Water.

These are commonly called icings (or “glaciers” in some regions). Though
the term was originally limited to ice formed from groundwater flowing
onto a pavement, by extension it applies to water from any source other
than directly from rain. Thus, melt water resulting from poor drainage or
water impounded by snow windrows can cause icings. This type of ice is
usually well bonded to the pavement and, in addition, its thickness may
exceed that of the other types described above. This is the easiest kind of ice
to avoid; proper maintenance practices will prevent accumulation of water
leading to icings.

C.3.2 Adhesion to Surfaces.

The bond between ice and pavement when it is well developed will exceed the tensile
strength of ice; and, therefore, when mechanical removal is attempted, failure will occur
either within the ice or in the pavement itself.

C.3.3 Density.
Bubble-free ice has a density of 57 lb/ft3 (914 kg/m3), though by convention compacted
snow that has become impermeable (there are no connected air passages) is called ice.
This occurs at a density of about 50 lb/ft3 (801 kg/m3). Ice arising from compacted snow
will not ordinarily densify beyond this value.

C.3.4 Strength.

C.3.4.1 Ultimate strengths of ice at 23° F (-5° C) are as follows:

Tension 15 kgf/cm2 210 lbf/in2

Compression 36 500

Shear 7 100

Flexure (bending) 17 240

C.3.4.2 Ice in the vicinity of the melting point has even lower flexural rigidity and,
therefore, will not be fractured when a tire rolls over an ice-covered
pavement. Ice becomes brittle with increasing rigidity at low temperatures

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(below 20° F (-6.7° C)). The bond strength also increases as the temperature
decreases.

C.4 Slush.
Snow that has water content exceeding a freely drained condition such that it takes on
fluid properties (e.g., flowing and splashing). Water will drain from slush when a
handful is picked up. This type of water-saturated snow will be displaced with a splatter
by a heel and toe slap-down motion against the ground. Upon impacting a surface, such
as the landing gear or underside of an airplane, the excess water will drain, and the
snow will compact and frequently bond to the surface. Slush on a runway is a hazard
because it—
1. Greatly increases drag during the takeoff roll.
2. Greatly reduces directional control.
3. Decreases braking effectiveness. Slush can be removed by use of displacement
plows, which are preferably fitted with rubber or polymer cutting edges (see
Paragraph 4.2.2).

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APPENDIX D. DECELEROMETERS THAT MEET FAA TECHNICAL SPECIFICATIONS

Distributor Decelerometer

BOWMONK USA Distributor BOWMONK DECELEROMETER

Sherwin Industries, Inc. (414) 281-6400
2129 West Morgan Avenue FAX (414) 281-6404
Milwaukee, WI 53221 email: [email protected]
TAPLEY SALES (CANADA) TAPLEY DECELEROMETER
241 Norseman Street (416) 231-9216
Toronto, Ontario FAX (416) 231-9121
CANADA M8Z 2R5
TES INSTRUMENTS TES ERD MK3 DECELEROMETER
1 Stafford Road East Suite 303 (613) 832-2687
Ottawa, Ontario FAX (613) 832-2721
CANADA K2H 1B9
VERICOM COMPUTERS, INC. VERICOM VC4000 RFM DECELEROMETER
14320 James Road Suite 200 (800) 533-5547
Rogers, MN 55374 FAX (763) 428-4856
NEUBERT AERO CORP. NAC DYNAMIC FRICTION
14141 46th Street North DECELEROMETER (DFD)
Suite 1206 (727) 538-8744
Clearwater, FL 33762 FAX (727) 538 8765
Email: [email protected]

See Advisory Circular 150/5320-12, Measurement, Construction, and Maintenance of Skid-

Resistant Airport Pavement Surfaces, for approved Continuous Friction Measuring Equipment
(CFME).

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APPENDIX E. PERFORMANCE SPECIFICATION FOR DECELEROMETERS

E.1 Scope.
This Appendix describes the procedures for establishing the reliability, performance,
and consistency of decelerometers.

E.2 Certification (General).

The manufacturer will certify electronic or mechanical decelerometers are—
1. Portable, rugged, and reliable.
2. Capable of being fitted to vehicles qualified by the requirements given in this
specification. Minimal vehicle modifications will be necessary to accommodate the
mounting plates and electrical connections. Vehicles are qualified according to their
size, braking and suspension system, shock absorber capabilities, and tire
performance. The vehicles must have the following properties:
a. Be either large sedans, station wagons, intermediate or full-sized automobiles,
or utility and passenger-cargo trucks. Vehicles can be powered by front-
wheel, rear-wheel, or four-wheel drive.
b. Be equipped with either standard disc and/or drum brakes as long as they are
maintained according to the manufacturer’s performance requirements.
c. Accurately measure Mu after taking into consideration the anti-lock braking
system (ABS) of the host vehicle. The vendor will indicate whether the
readings are conservative or not based on their equipment’s functionality with
the current host vehicle’s ABS.
Note: The FAA is currently working with vendors to determine the effect of
ABS on decelerometer readings and any reading adjustments that are to be
made.
d. Be equipped with heavy-duty suspension and shock absorbers to minimize the
rocking or pitching motion during the application of brakes. The weight
should be distributed equally to the front and rear axle of the vehicle. Ballast
can be added to achieve and maintain this distribution.
e. Have tires made from the same construction, composition, and tread
configuration. Inflation pressure must be maintained according to the vehicle
manufacturer’s specifications. When tread wear is excessive on any one tire
on the vehicle and/or exceeds 75 percent of the original tread, all four tires on
the vehicle must be replaced with new tires.
3. Capable of measuring the deceleration of the vehicle from speeds greater than or
equal to 15 mph (24 km/h) to an accuracy of 0.02 g.
4. Capable of providing deceleration values upon request of the operator.
5. Capable of consistently repeating friction averages throughout the friction range on
all types of compacted snow and/or ice-covered runway pavement surfaces.

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6. Not affected by changes in vehicle velocity.

7. Not affected by change in personnel or their performance in brake-applied
decelerations.
8. Capable of providing the vehicle operator with a readily visible deceleration
reading.

E.3 Certification (Electronic Only).

The manufacturer must certify electronic decelerometers are—
1. Capable of providing the deceleration values in recorded order, enabling the
average friction value for any length of runway to be either electronically or
manually calculated.
2. Capable of providing average deceleration values for touchdown, midpoint, and
rollout zones of the runway and the average friction value for the entire runway
tested. These averages must be automatically calculated by the decelerometers, thus
eliminating potential human error when calculated manually.
3. Capable of storing a minimum of 21 deceleration values via the internal
microprocessor memory.
4. Capable of providing a hard copy printout of stored deceleration values at the end
of the testing period. The printout will record at minimum—
a. The date.
b. The time.
c. The runway designation or heading.
5. Capable of providing further information, which may be recorded at the
manufacturer’s discretion, e.g., make of decelerometer, ambient/pavement
temperature, airport name and location, and operator identification.

E.4 Decelerometer Calibration.

The decelerometer must be calibrated by the manufacturer before shipping to the airport
operator. The manufacturer must provide the airport operator with a certificate of
calibration, including test results of the calibration. The manufacturer must provide a 1-
year warranty for the decelerometer. The manufacturer must provide the airport
operator with a recommended frequency for factory calibration of the decelerometer.

E.5 Training.
The manufacturer must provide the airport operator with training manuals and/or videos
of all relevant data concerning friction measuring recording and reporting, including—
1. An outline of the principals involved in the operation of the decelerometer-type
friction-measuring device.

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2. Copies of pertinent ACs.

3. Procedures for reporting results of the friction tests in NOTAM format.

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APPENDIX F. RUNWAY CONDITION ASSESSMENT MATRIX (RCAM)

(FOR AIRPORT OPERATORS’ USE ONLY)
Assessment Criteria Downgrade Assessment Criteria
Pilot
Vehicle Deceleration or
Reported
Runway Condition Description Code Mu (μ) 1 Directional Control
Braking
Observation
Action
 Dry 6 --- ---
 Frost
 Wet (Includes Damp and 1/8 inch depth or less of water)

40 or Higher
Braking deceleration is
normal for the wheel
1/8 inch (3mm) depth or less of: 5 braking effort applied AND Good
 Slush directional control is
 Dry Snow normal.
 Wet Snow
5º F (-15ºC) and Colder outside air temperature: Braking deceleration OR
Good

39
 Compacted Snow directional control is
4 between Good and
to
Medium
Medium.
 Slippery When Wet (wet runway)
 Dry Snow or Wet Snow (Any depth) over Compacted Snow
Braking deceleration is

to
Greater than 1/8 inch (3mm) depth of: noticeably reduced for the
 Dry Snow 3 wheel braking effort applied Medium
 Wet Snow OR directional control is
noticeably reduced.
Warmer than 5º F (-15ºC) outside air temperature:
30

 Compacted Snow 29
Greater than 1/8 (3mm) inch depth of: Braking deceleration OR Medium
 Water 2 directional control is to
 Slush between Medium and Poor. Poor
to

 Ice 2 Braking deceleration is

significantly reduced for the
1 wheel braking effort applied Poor
21

OR directional control is
significantly reduced.
 Wet Ice 2
20 or Lower

 Slush over Ice Braking deceleration is

 Water over Compacted Snow 2 minimal to non-existent for
 Dry Snow or Wet Snow over Ice 2 0 the wheel braking effort Nil
applied OR directional
control is uncertain.

1
The correlation of the Mu (µ) values with runway conditions and condition codes in the Matrix are only approximate ranges for a generic
friction measuring device and are intended to be used only to downgrade a runway condition code; with the exception of circumstances
identified in Note 2. Airport operators should use their best judgment when using friction measuring devices for downgrade assessments,
including their experience with the specific measuring devices used.
2
In some circumstances, these runway surface conditions may not be as slippery as the runway condition code assigned by the Matrix. The
airport operator may issue a higher runway condition code (but no higher than code 3) for each third of the runway if the Mu value for that
third of the runway is 40 or greater obtained by a properly operated and calibrated friction measuring device, and all other observations,
judgment, and vehicle braking action support the higher runway condition code. The decision to issue a higher runway condition code
than would be called for by the Matrix cannot be based on Mu values alone; all available means of assessing runway slipperiness must
be used and must support the higher runway condition code. This ability to raise the reported runway condition code to a code 1, 2, or 3
can only be applied to those runway conditions listed under codes 0 and 1 in the Matrix.
The airport operator must also continually monitor the runway surface as long as the higher code is in effect to ensure that the runway surface
condition does not deteriorate below the assigned code. The extent of monitoring must consider all variables that may affect the runway
surface condition, including any precipitation conditions, changing temperatures, effects of wind, frequency of runway use, and type of aircraft
using the runway. If sand or other approved runway treatments are used to satisfy the requirements for issuing this higher runway condition
code, the continued monitoring program must confirm continued effectiveness of the treatment.
Caution: Temperatures near and above freezing (e.g., at 26.6° F (-3°C) and warmer) may cause contaminants to behave more
slippery than indicated by the runway condition code given in the Matrix. At these temperatures, airport operators should
exercise a heightened level of runway assessment, and should downgrade the runway condition code if appropriate.

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 Advisory Circular Feedback

If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by (1) mailing this form to Manager,
Airport Safety and Operations Division, Federal Aviation Administration ATTN: AAS-300, 800
Independence Avenue SW, Washington DC 20591 or (2) faxing it to the attention of the Office
of Airport Safety and Standards at (202) 267-5383.

Subject: AC 150/5200-30D Date:

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