CONTAMINATED RUNWAY

COURSE OUTLINES

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TABLE OF CONTENT

COURSE START 3

INTRODUCTION 3

KINDS OF CONTAMINATION AND CATEGORIES 3

CATEGORIES OF CONTAMINATION 3

OTHER NON-WEATHER RELATED RUNWAY CONTAMINATION 4

DEFINITIONS ABOUT RUNWAY CONTAMINATION 4

Wet runway 4

Slippery runway 4

Snow 4

Water-based material 4

Braking action reports 4

CONTAMINATION REPORTING 5

OPERATIONAL PROCEDURES 5

COURSE END 5

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current national, international
and company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.

INTRODUCTION
2-This course will cover the following: The kinds of contamination found on the runway. The estimated surface friction and the friction
coefficient. Hydroplaning principles and effects. Procedures to follow in case of a contaminated runway. A review of the SNOWTAM
message

KINDS OF CONTAMINATION AND CATEGORIES

3-KINDS OF CONTAMINATION & CATEGORIES: For takeoff and landing performance, the EASA categorizes runway surfaces as dry,
wet or contaminated, however, the FAA regulations state that the runway surface categories to be dry, slippery, or contaminated.

4-There are four runway surface conditions in the RCAM: Dry Wet Slippery wet Contaminated runway

5-Runway surface condition-DRY A runway is considered dry if its surface is free from visible moisture and not contaminated within the
area intended to be used. A Dry Runway is indicatated on a RWYCC as 6. A dry surface must be reported only when there is a need to
report conditions on one or more of the other thirds. A dry surface will be reported where the report is the last, final report that closes a
period in which the runway was contaminated.

6-Runway surface condition -Wet. A runway is considered wet when it is covered by any visible dampness or water that is 3 mm or less in
depth. A Wet Runway is indicated by a 5 designation. Wet runway assessments do not necessary require direct observation of all affected
pavements surfaces Credible evidence of wet conditions such as receiving reports of rain at the airport , can be used as a rationale for
assigning wet conditions.

7-Runway surface conditions-Slippery Wet A wet runway may be slippery where the surface friction characteristics of a significant portion
of the runway have been determined to be degraded. Some contributing factors that can create such conditions include rubber buildup,
groove failures/wear or pavement micro/macro textures. An indication of a Slippery Wet Runway is 3. Methods to determine that a runway
is slippery wet may include a functional friction measurements, observation by. aerodrome maintenance personnel, repeated reports by
pilots and analysis of aeroplane stopping performance that indicates a substandard surface.

8-Contaminated runways are considered more than 25% of the runway surface has the following conditions. Slush > 3 mm. Water > 3
mm. Compacted Snow. Ice. Note: A contaminated runway is one in which more than 25% of the runway surface area, within the useful
length and width being used, is covered by the above.

CATEGORIES OF CONTAMINATION

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9-CATEGORIES OF CONTAMINATION: Pilots should determine whether a runway is considered dry, wet (slippery), or contaminated prior
to a takeoff or landing. To do this, they should know the type and depth of the water-based contaminant and how it was verified. Different
contaminates can affect the runway surface differently. Prior to making adjustments to takeoff or landing data, the pilots ensure the
appropriate contaminant type and depths are used during performance calculations.

OTHER NON-WEATHER RELATED RUNWAY CONTAMINATION

10-OTHER NON-WEATHER RELATED RUNWAY CONTAMINATION: Though not included in the official definition of a contaminated
runway, rubber deposits from tires, in addition to jet fuel and oil spillage, can also cause the contamination of a runway surface. Jet fuel and
oil contamination from spills or leaks can reduce the friction between aircraft tires and the runway surface. During the landing phase, rubber
deposits are created from the skidding of the aircraft tires during spin-up. These rubber deposits can accumulate over time, and result in
reduced traction during both the takeoff and landing, especially when combined with weather related contaminates.

DEFINITIONS ABOUT RUNWAY CONTAMINATION

11-DEFINITIONS ABOUT RUNWAY CONTAMINATION. DRY RUNWAY. According to EASA Dry Runway is a runway neither wet, nor
contaminated; According to FAA is a runway neither slippery nor contaminated.

Wet runway
12-WET RUNWAY. Wet Runway is a runway surface, when covered by water or another contaminate; or when the surface appears to
reflect light from the moisture on the surface but does not have standing water in significant areas.

Slippery runway
13-SLIPPERY RUNWAY. Slippery Runway means, there is a reduced stopping ability on the runway surface due to a shallow amount of
water or frozen water-based material.

Snow
14-SNOW. Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart again upon release.

Wet snow: Snow which, if compacted by hand, will stick together and tend to form a snowball. Compacted snow: Snow

which has been compressed into a solid mass that resists further compression and will hold together or break up into

lumps if picked up

Water-based material
15-WATER-BASED MATERIAL: The water-based materials which establish a condition of a wet or slippery runway are: Water.
Standing water, Slush, Wet snow, Dry or loose snow, Compacted snow, Ice

Braking action reports

16-BRAKING ACTION REPORTS: Braking action reports are an estimate of the effectiveness of the aircraft to stop on the runway based
on the conditions. The EASA standard terms for reporting braking action are: Good, Medium, Poor or

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Nil

17-The FAA description of the quality of braking action reports are: Good. Medium Nil. NOTE: the term “nil” is used to indicate bad or no
braking action.

18-Braking action reports in Europe are slightly different than other locations, in that they are an indication of reduced friction on a runway
due to runway contamination. Braking action declarations are given using the Greek term, mu-"?" which is the co-efficient of friction. The
declared value will correspond to an anticipated level of braking action that flight crews can anticipate on landing.

19-The mu value is coded per the following information: Good = a mu value of 0.4 and above; a measured SNNOWTAM decode is “95”.
Med/Good = a mu value of 0.36 to 0.39; measured SNOWTAM decode is “94”. Med = a mu value of 0.30 to 0.35; measured SNOWTAM
decode is “93”. Med/Poor = a mu value of 0.26 to 0.29; measured SNOWTAM decode is “92”. Poor = a mu value of 0.25 and below;
measured SNOWTAM decode is “91”. UNRELIABLE = reading unreliable; measured SNOWTAM decode is a“99” not measurable or not
operationally significant

CONTAMINATION REPORTING
20-CONTAMINATION REPORTING. Runway condition reports may be obtained from ATC in the form of an ATIS, NOTAM, or a braking
action report. When the pilot is provided with these terms, it is important they evaluate the timeliness of the report. In rapidly changing
conditions the report may not have an accurate picture of the current runway conditions. If the conditions are reported by another aircraft
the pilot should know what type aircraft made the report. A report made by a similar type aircraft will have the best reference for pilots
landing on the same runway. It is important for pilots to provide accurate braking action reports to ATC in order to keep other pilots
informed of runway conditions. It is important that ATC advise the pilots of how the runway conditions were evaluated and the timeliness of
the report to aid in the pilot’s decision making process.

21-Please review new GRF course for new nomenclature for Runway Conditions

OPERATIONAL PROCEDURES
22-OPERATIONAL PROCEDURES. On a contaminated runway, flight crews will notice a change compared to a dry runway in the
following and should be recalculate per EU requirements: V1 speed, accelerate-stop distance, takeoff distance, landing distance.

COURSE END
23-End of the course.

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