GLOBAL REPORTING FORMAT - GRF

COURSE OUTLINES

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TABLE OF CONTENT

COURSE START 3

INTRODUCTION 3

NEED FOR A HARMONIZED GRF PROGRAM 3

RUNWAY SURFACE CONDITIONS 3

RUNWAY CONDITION REPORTING -RWYCC 4

RUNWAY CONDITION REPORT (RCR) 4

AIRCRAFT PERFORMANCE SECTION 4

SITUATIONAL AWARENESS SECTION 5

GRF INFORMATION FLOW 5

CONTAMINATED RUNWAY USING REFERENCED ON THE RCAM 6

THE GRF “END TO END” PROCESS 7

AIRPORT OPERATORS ARE TASKED WITH 8

MANUFACTURES ARE TASKED WITH 8

AIRLINE OPERATORS ARE TASKED WITH 8

AIRCREW GUIDANCE FOR GRF PROCEDURS 8

SAFETY CONSIDERATIONS 9

TAKEOFF CONSIDERATIONS 10

DOCUMENTATION AND RECORDS 11

SUMMARY 11

COURSE END 11

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current state, local 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 shall take precedence.

INTRODUCTION
2-Effective 5 November 2021, the Global Reporting Format (GRF) for runway surface condition assessment and reporting takes effect in
ICAO operations. This program is an international harmonization methodology intended to reduce the number of runway excursions on a
global basis. GRF will be the only method to assess, report runway conditions approved by IATA/ICAO. The requirements are published in
ICAO Circular 355 (Assessment, Measurement and Reporting of Runway Surface Conditions) and ICAO Doc 10064 (Aeroplane
Performance Manual-APM). EASA is adding additional requirements, so this course will include the requirements of AMC1
CAT.OP.MPA.303 and CAT.OP.MPA.311.

3-This program will cover the following subjects; * Contamination types, * Contaminated runway, * Stopway, * Runway Condition Codes
(RCC), * RCAM, * Runway Condition Reports (RCR), * Aeroplane control on takeoff and landing, * Takeoff performance issues, * Flight
planning, * Dispatch consideration and inflight conditions, * Landing performance and techniques, * Safety considerations, *
Documentation and records, * AIREPs.

NEED FOR A HARMONIZED GRF PROGRAM

4-A runway excursion is a runway safety incident where an aircraft makes an inappropriate exit from the runway/taxiway. From 2008-2019,
the aviation industry has had a total or 1317 commercial accidents, of which 702 of these accidents were runway/taxiway excursions; and
11 of the runway excursion accidents involved fatalities. This resulted in 456 deaths to passengers and crew during this period.

5-In the past, different countries have used different runway condition reporting systems leading to confusion on the actual status of airport
surface conditions. The GRF initiative is an attempt to try to reduce this threat to aviation operations and use an international standard of
assessing, measuring, reporting and adjusting aircraft performance.

RUNWAY SURFACE CONDITIONS

6-Personnel charged with caring for aerodrome runways should be mindful of conditions that can contribute to runway excursion situations.
If the runway develops areas of large deposits of rubber from landing aircraft, these areas should be cleared of rubber on a regular basis.
This will reduce the chance of a runway excursion incident.

7-Runway surfaces should either be built such that water runs off the surface effectively by either using transverse grooves that guide water
off the runway surface or by building the surfaces with a convex surface that allows water to run to the sides of the runway during heavy
rainstorms.

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

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9-Runways with little or no texture which can lead to water or other contaminates standing on the runway surface for long period of time,
should be annotated on charts and company procedure manuals to better prepare pilots.

10-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.

11-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.Published RCAM may differ from flight crew experience do to changing weather conditions, winds and
temperature changes.

12-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.

RUNWAY CONDITION REPORTING -RWYCC

13-Runway condition reporting for each runway third is indicated in the format of n/n/n. The percentage of the runway covered by
contaminants, contaminant depth and contaminant type should also be reported for each runway third. Runway thirds should reflect the
entire usable pavement length of the runway, inclusive of any displaced threshold. The direction for listing the runway thirds should be in
the direction as seen from the lower runway designation number.

RUNWAY CONDITION REPORT (RCR)

14-The RCR consists of two sections: aeroplane takeoff and landing performance calculations; and the situational awareness of the surface
conditions on the runway, taxiways and aprons

AIRCRAFT PERFORMANCE SECTION

15-The aircraft performance section of the RWYCC consists of the following: Aerodrome location indicator (mandatory): four-letter ICAO
location indicator in accordance with Doc 7910, Location Indicators. Example: GOBD Date and time of assessment (mandatory): date and
time (UTC) when the assessment was performed by the trained personnel. Example: 09111357 Lower runway designation number
(mandatory): a two- or three-character number identifying the runway for which the assessment is carried out and reported. Example: 09L.

16-The Aeroplane performance calculation section of the Runway Condition Code for each runway third (mandatory): A

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one-digit number identifying the RWYCC assessed for each runway third. The codes are reported in a three-character group separated by
a “/” for each third. The direction for listing the runway thirds shall be in the direction as seen from the lower designation number. Example:
5/5/2 Note: When transmitting information on runway surface conditions by ATS to flight crews, the sections are, however, referred to as
the first, second or third part of the runway. The first part always means the first third of the runway as seen in the direction of landing or
take-off. These reports indicate reduced braking action and increased drag from runway contaminants that must be adjusted for in
accordance with the AFM and Performance manual for each aircraft type. A calculation of runway condition is a numerical definition of the
runway condition based on an assessment by airport operation personnel or aircrews of the surface conditions reported. Runway Stopway
should be considered in pilot’s decision to abort.

17-The percentage of coverage of contaminant for each runway third (conditional. not reported for one runway third if it is dry or covered
with less than 10 per cent): a number identifying the percentage coverage. The percentages are to be reported in an up to nine-character
group separated by a “/” for each runway third. Example: 25/50/100 NR/50/100 if contaminant coverage is less than 10% in the first third
With uneven distribution of the contaminants, additional information is to be given in the plain language remark part of the situational
awareness section of the runway condition report. Where possible, a standardized text should be used. Note: When no information is to be
reported, insert “NR” at its relevant position in the message to indicate to the user that no information exists (/NR/).

18-The depth of loose contaminant: dry snow, wet snow, slush or standing water for each runway third (Conditional, reported for
STANDING WATER): a two or three-digit number representing the assessed depth (mm) of the contaminant for each runway third.
Examples: 04/06/12 [STANDING WATER]. Condition description for each runway third (mandatory): to be reported in capital letters using
terms specified in 2.9.5 of Annex 14, Volume I. The condition type is reported by any of the following condition type descriptions for each
runway third and separated by an oblique stroke “/”. (DRY, STANDING WATER, WET, …) Example: WET/WET/WET

SITUATIONAL AWARENESS SECTION

19-All the individual messages in the situational awareness section end with a full stop sign '''' . ''''. This is to distinguish the message from
subsequent message(s). Reduced runway length: This information is conditional when a NOTAM has been published with a new set of
declared distances affecting the LDA. Format: Example: RWY 22L LDA REDUCED TO 1450. Taxiway conditions (optional): Example:
TWY B POOR. Apron conditions (optional): Example: APRON NORTH POOR. State-approved and published use of measured friction
coefficient (optional): Example: [Function of State set format and associated procedures Plain language remarks using only allowable
characters in capital letters (optional): Combination of allowable characters where use of full stop « . » marks the end of the message.

GRF INFORMATION FLOW

20-GRF Information Flow The matrix allows for the assessment of the runway condition code, using associated procedures, from a set of
observed runway surface condition(s) and pilot report of braking action.

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21-The methods to be used by airport operators to report runway surface conditions when contaminated are: Clearly identifies factors that
influence aircrafts takeoff and landing performance, particularly braking performance. It relates these factors to RWYCC that can be used
by flight crews to interpret the runway conditions and support their pre-landing and predeparture assessments. Friction determination
devices can be used to determine runway and taxiway conditions and is usually stated in MU factors. Changing temperature readings will
be used in the assessment.

22-The matrix provides the assessment criteria allowing the airport operator to further assess the runway and validate the RWYCC. It
includes: The column to be used by the pilot to rate the estimated aeroplane braking performance on a given contaminant and estimate a
runway braking action category based on six descriptions A report of braking action on the runway by a pilot, providing other pilots with an
indication of the degree/quality of expected braking The use of any available means of assessing runway slipperiness should be
considered to support the decision for downgrading or upgrading RWYCC

23-The two columns are used to determine the correct RWYCC: This column describes runway surface conditions and contaminants (least
to most slippery) that are directly correlated to aeroplane takeoff and landing performance. Contaminants have different effects depending
on their depth and outside air temperature. This column represents the RWYCC that is associated with the relevant runway surface
description based on the type of contaminant on the runway, its depth and the outside air temperature. A RWYCC is reported to each third
of the runway assessed. The direction for listing the runway thirds shall be in the direction as seen from the lower runway designation
number

24-Airports operator need to assess and record data on: The percentage of each runway third that is covered by contaminants. The
runway surface condition and type of contaminants. The depth of the contaminants Down grade of previously recorded assessments and
reports. *Operational reporting can include friction devices and measurements.

25-If the percentage of runway covered by contaminants is 25 per cent or less, the area of a runway third is wet or covered by contaminant,
the airport operater will report a RWYCC 6. If the distribution of the contaminant is not uniform, the location of the area that is wet or
covered by the contaminant is described in the plain language remarks part of the situational awareness section of the runway condition
report

CONTAMINATED RUNWAY USING REFERENCED ON THE RCAM

26-Compacted snow Dry snow Frost Ice Slush Standing water Wet ice Wet snow

27-Other Contaminated Runway conditions are mud, ash, sand and oil are also examples or reportable contaminants.Ther RCC are not
reported for these contaminants but rather, they are reported in the plain language remark session of the RCR, but should be reported
without a measured depth, while the measured depth should be reported for mud. An exception is rubber contamination, for which in
service data indicates that an assumption of RWYCC 3 restores usual performance margins

28-Water of a depth more than 3 mm is defined as standing water and the RWYCC code for Slippery Water is 2. The

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contamination depth significantly affects aircraft takeoff and landing performance, including stopping capability. With more that 3 mm have
been found to significantly degrade aircraft takeoff and landing performance. The airport operator shall report the distribution of
contaminant on the total maintained portion of the runway for the following contaminant types only: * Standing Water more that 3 mm *
Slush * Dry Snow * Wet Snow * Wet Snow or Dry Snow on top of Compacted Snow

29-The depth of contamination is reported as a two or three-digit number representing the assessed depth in millimeters (mm) of the
contaminant for each runway third. This assessment is based upon an even distribution within the runway thirds as assessed by trained
personnel. Measurements are included as part of the assessment process, the reported values are still reported as assessed depths, as
the trained personnel have placed their judgment upon the measured depths to be representative for the runway third. If depth is not being
reported, operator should indicate that no information exists by entering NR.

30-When the runway is wholly or partly contaminated by standing water, snow, slush, ice or frost, or is wet associated with the clearing or
treatment of snow, slush, ice or frost, a SNOWTAM is issued through the AIS and ATS. Services. A special series NOTAM given in a
standard format providing a surface condition report notifying the presence or cessation of hazardous conditions. A SNOWTAM is an
“Assessment” instead of “Observation.” The letters used to indicate items in SNOWTAM (A, B, C, …) are only used for reference purpose
and should not be included in the messages. The maximum validity of SNOWTAM is 8 hours (not 24 hours). A SNOWTAM cancels the
previous SNOWTAM New SNOWTAM shall be issued whenever a new Runway Condition Report (RCR) is received.

31-Mandatory information in RCR / SNOWTAM: i) AERODROME LOCATION INDICATOR. ii) DATE AND TIME OF ASSESSMENT. iii).

LOWER RUNWAY DESIGNATOR NUMBER. iv) RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD. v). CONDITION

DESCRIPTION FOR EACH RUNWAY THIRD. The new SNOWTAM has 2 sections, the new SNOWTAM is conform to the Runway

Condition Report (RCR) in content and format: 1: Aeroplane performance Section Item. A - Aerodrome location indicator Item. B - Date

and time of assessment Item. C - Lower runway designator number Item. D - Runway condition code (each runway third) Item. E - Per cent

coverage (each runway third) Item. F - Depth of loose contaminant (each runway third) Item. G - Condition description for each third Item. H

- Width of RWY to which the RWYCCs apply.2: Situational Awareness Section Item. I - Reduced runway length Item. J - Drifting snow on

the runway Item. K - Loose sand on the runway Item. L - Chemical treatment on RWY Item. M - Snow banks on the runway Item. N - Snow

banks on the taxiway Item. O - Snow banks adjacent to the runway Item. P - Taxiway conditions Item. R - Apron conditions Item.S -

Measured friction coefficient Item. T - Plain language remarks.

THE GRF “END TO END” PROCESS

32-The GRF “End to End” process consists of a cooperation between the three majors participants: the aerodrome operators; the aircraft
manufacturers and the aircraft operators. The GRF process allows for a common language and performance relevance.

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33-A common language or lexicon of terms allows for the international communication of the following: * Contaminent types * Runway
condition codes * Direct input to performance assessment

34-Performance relavance shared across all three of these particapants provides for: * Thresholds for depth of contaminates *
Temperature corrections * Significant changes in conditions

AIRPORT OPERATORS ARE TASKED WITH

35-* Assessing aerodrome conditions * Measuring aerodrome conditions * Reporting aerodrome conditions using RWYCC/RCAM
procedures * Updating changing conditions on the aerodrome to give pilots the current status

MANUFACTURES ARE TASKED WITH

36-* Publishing operational takeoff and landing data that covers all 6 friction levels * Include accountability for temperature, runway slope,
and approach speed increments. * Using standardized terminology shared within the GRF system

AIRLINE OPERATORS ARE TASKED WITH

37-Complying with the requirements of ICAO Annex 6 and Annex 8 as respects takeoff and landing requirements. * Complying with current
IR-OPS CAT.OP.MPA.300 LDTA (Checking landing capability for expected conditions). * Compliance with current dispatch requirements
in IR-OPS CAT.POL.A.230(a)-dry runway landing computations. * Dispatch requirements for the intended landing aerodrome or en
route/destination airports are wet conditions: IR-OPS CAT.POL.A.235(a). * Compliance with IR-OPS CAT. POL.A.235(b) contaminated
runway landings. * Assure dispatchers and flight crews are trained in the requirements of the GRF program. * Airline must produce a
procedures on use of reduced thrust takeoffs on contaminated runways, crosswind limitations, wind limits including gust factors. Airlines
must establish procedures to maintain documentation and records of GRF reporting procedures

AIRCREW GUIDANCE FOR GRF PROCEDURS

38-Landing on a contaminated runway requires that the pilots confirm that the landing is within the AFM stated criteria. AIREP’s must be

received in order to measure the Automated or aircraft generated braking action reports. The maximum landing weight of the aircraft

cannot be exceeded. The approach must be stabilized (on course, airspeed and descent rate) prior to touchdown. If any of these

parameters are exceeded during the approach, it will be difficult for the aircraft to touchdown in the planned landing zone. Landing long will

limit the runway available for stopping considerably. If the approach is to an airport at a high-pressure altitude, the ground speed will be

faster than normal causing a increase in stopping distance. Aviation safety reports should be made if present braking reports do not

adequately indicate the seriousness of the contaminated condition. During takeoff and landing on contaminated runways, the crosswind

component is reduced, the aircrew should carefully computed the crosswind component to assure it is with the AFM limits. En route

alternates should be reviewed as well as destination alternatives as respects runway availability and conditions for time of arrival. The

aircrew should comply with their AFM for the proper use of manual/autobrakes, anti-skid and reversers, to assure a safe margin of

operations. Runway Stopway should be included in performance decisions.

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SAFETY CONSIDERATIONS
39-Pilots should not hold the aircraft off the runway, but firmly land the aircraft in the proper landing zone. Once the nose gear is on the

runway the aircraft should use maximum (or as required) reverse thrust at high speed to reduce speed below the critical landing speed and

then apply maximum breaking. Depending on type of aircraft, the use of Autobrakes at a setting established in the AFM for the type of

aircraft should be used depending also on SOP’s of the airline. Assure that the anti-skid system is functioning. Applying heavy braking

prior to slowing to the critical landing speed can cause hydroplaning and possible loss of control. The pilots should confirm speed brakes

are deployed as soon as possible after landing. Use of speed brakes helps shift the CG aft and puts more weight on the main gear where

the braking takes place. If aquaplaning does occur, pilots should release brakes and then smoothly reapply brake pressure. Lateral control

can be affected by: Windcock effect, the effect of reversers, cornering effect and crosswind limitation of contaminated runways. Pilots

should comply with their AFM procedures to handle these situations. Longitudinal control as stated can be controlled with adjustments to

V1, autobraking and an early decision to abort if needed.

40-The industry is working on a new format for determining actual braking effectiveness or Friction Limited Braking, with will add a better
method to determine the actual breaking friction needed in various situations. The present Autobrake system estimated the required
braking needed for different situations and the AFM states the recommended setting for operational needs.

41-Pilots should avoid landing in the middle of large areas of rubber deposits especially on contaminated runways. The combination of
water, ice or slush and rubber deposits and tires can lead to hydroplaning event. Comply with the procedure in your AFM.

42-Critical landing speed can be computed prior to departure for any aircraft. Initial studies should that the critical speed was derived by
taking 9 times the square root of the tire pressure. If the tire pressure were say 100 psi, then the critical speed would be 90 KIAS. Recent
studies have shown different types of tires and their conditions contribute to the formula. Smooth tires or those with little or no grooves can
hydroplane at speeds as low as 6 times of square root of the tire pressure. In our example above, using 100 psi, the critical speed could be
as low as 60 KIAS. Pilot should check the AFM and tire conditions to develop an estimated critical speed for their flight if wet or
contaminated runways are expected.

43-Operations on fluid contaminated runways raise numerous questions for operators. Contaminated runways create a challenge for
operators who want to get a maximum amount of payload off the ground but maintain an adequate safety margin in the process. States that
do not comply with ICAO/EASA standards are required by their State of Registry to make adjustments as necessary to provide a margin of
safety while operating on wet or contaminated runways.

44-Brakes are the primary means of stopping an aircraft, particularly on a dry runway. Use of engine reversers, above the critical speed, is
preferred on contaminated runways to slow the aircraft until braking becomes more effective. Deceleration of the aircraft is obtained via the
creation of a friction force between the runway and the tire. This friction

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appears at the area of contact tire/runway. By applying the brakes, the wheel is slowed down and, therefore creates a force opposite to the
aircraft motion. There is no optimum on the load to be placed on the wheels. The greater the load, the higher the friction, the better the
braking action. Braking performance is strongly affected by a slippery runway/taxiway, additionally; operators should also consider the loss
in acceleration performance and limits on aircraft lateral controllability. Contaminated runways cause some penalties (e.g. weight penalty
or maximum crosswind reduction). All this information should be readily understood so as to jeopardize neither airline safety nor operators
costs.

45-Takeoff computations should be adjusted based on contamination depth and type. Some AFM at this point may not have current
corrections fort some types of contaminates. Takeoff can be limited by the distance to accelerate and liftoff due to contaminate drag; the
distance required to accelerate to V1 and still come to a full stop on the runway. Pilots must use computations based on prevailing
conditions at takeoff time. In order to have proper margins of safety, aircrew and operators must make proper adjustments for contaminated
runways. Pilots should select the runway with the best condition as respects runway condition, winds, and other performance criteria.

TAKEOFF CONSIDERATIONS
46-The majority of pilot-caused accidents occur during the takeoff and landing phases of flight. Because of that fact, the pilot should be

very familiar with all the variables that influence aircraft performance these phases of flight. Takeoff performance is a condition of

accelerated and decelerated motion. During takeoff, the aircraft starts at zero speed and accelerates to takeoff speed to become airborne.

Takeoff speed will be a function of the stall speed or the minimum flying speed. The rate of acceleration during takeoff is inversely

proportional to the mass of the object being accelerated. The takeoff distance is a function of acceleration and speed. Critical parameters

impacting take off performance are a combination of high gross weight, high altitude, high temperature and unfavorable winds. One of the

major mishap categories is presently Runway Excursion in which aircraft departs the runway surface off of the Stopway or off the side of

the runway. The errors that cause these situations are as follows: unstable approach which ends with a higher than planned touchdown

speed and farther than planned touchdown zone, contaminated runway conditions, delayed decision to abort from a takeoff or delayed

decision to go around from an approach. In many cases the pilots desire is to complete the approach and landing even though conditions

are not safe to continue. In many cases the pilots have saved other approach and landings with no adverse repercussions.

47-A contaminated runway condition requires an adjustment to takeoff decision making. V1 should be reduced, in accordance with the
AFM, so If a decision is made to abort, more runway is available to stop. Increased drag is caused by contaminated on the runway so V2
maybe slightly later than normal. In order to uses a “Balanced Field” model adjustments must be made to V1 to accommodate for slower
acceleration to takeoff and deceleration during an aborted takeoff. Operators should have published procedures for reduced thrust takeoff
on contaminated runways, limited crosswind tolerances, lateral control problems caused by crosswinds, windcock effect, use of autobraking
limits vs. manual braking, MEL/CDL limits for anti-skid or other drag device loss for abort or landing.

48-Safety Considerations for GRF include all players in the equation; manufacturers, operators, flight crews and

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aerodrome personnel, perform safety assessments to continually improve the recognition of changing conditions in daily operations and
how the groups can work together to improve the safety of the operations. The individuals in these different groups can apply mindfulness
to continually update the status of conditions to each group.

DOCUMENTATION AND RECORDS

49-The operator should conduct and document a gap analysis between current procedures, operations and practices and the new
requirements. The operator should document in AFM and Operations Manuals all changes to the current procedures to reflect procedures
for GRF. All training for operations personnel and aircrew should be documented in the operators training records.

SUMMARY
50-In this program, we discussed the new requirements for Global Reporting Format GRF. We examined the need for the new GRF
program; new reporting formats and forms; the need for an “end-to-end” procedure; and aircraft performance and operational changes to
assure a reduction in the number of runway excursions.

COURSE END
51-End of the Course.

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