GM1 CAT.OP.MPA.303 In-flight check of the landing distance at time of arrival — aeroplanes

GENERAL

The assessment of the LDTA begins with the acquisition of the latest available weather information and the RCR. The information provided in the RCR is divided in two sections:

(a) The ‘aircraft performance’ section which contains information that is directly relevant in a performance computation.

(b) The ‘situational awareness’ section which contains information that the flight crew should be aware of for a safe operation, but which does not have a direct impact on the performance assessment.

The ‘aircraft performance’ section of the RCR includes a runway condition code (RWYCC), the contaminant type, depth and coverage for each third of the runway.

The determination of the RWYCC is based on the use of the runway condition assessment matrix (RCAM); however, the presentation of the information in the RCAM is appropriate for use by aerodrome personnel trained and competent in assessing the runway condition in a way that is relevant to aircraft performance.

It is the task of the aerodrome personnel to report the appropriate RWYCC in order to allow the flight crew to assess the landing performance characteristics of the runway in use. When no RWYCC is available in winter conditions, the RCAM provides the flight crew with a combination of the relevant information (runway surface conditions: state and/or contaminant or pilot report of braking action (AIREP)) in order to determine the RWYCC.

Table 1 below is an excerpt of the RCAM and permits to carry out the primary assessment based on the reported contaminant type and depth, as well as on the OAT.

Table 1: Association between the runway surface condition and the RWYCC based on the reported contaminant type and depth and on the OAT

Note 1: Under certain conditions, frost may cause the surface to become very slippery.

Note 2: Operations in conditions where less-than-poor braking action prevails are prohibited.

Note 3: The runway surface temperature should preferably be used where available.

A primary assessment may have to be downgraded by the aerodrome operator based on an AIREP of lower braking action than the one typically associated with the type and depth of contaminant on the runway or any other observation.

Upgrading a RWYCC 5, 4, 3 or 2 determined by the aerodrome operator from the observed contaminant type is not allowed.

A RWYCC 1 or 0 maybe be upgraded by the aerodrome operator to a maximum of RWYCC 3. The reason for the upgrade will be specified in the ‘situational awareness’ section of the RCR.

When the aerodrome operator is approved for operations on specially prepared winter runways, in accordance with Annex V (Part-ADR.OPS) to Regulation (EU) No 139/2014, the RWYCC of a runway that is contaminated with compacted snow or ice, may be reported as RWYCC 4 depending upon a specific treatment of the runway. In such cases, the reason for the upgrade will be specified in the ‘situational awareness’ section of the RCR. When the aerodrome operator is approved for specially prepared winter runways, in accordance with Annex IV (Part-ADR.OPS) to Regulation (EU) No 139/2014, a runway that is contaminated with compacted snow or ice and has been treated according to specific procedures, will normally be reported as a maximum of RWYCC 4 SPECIALLY PREPARED WINTER RUNWAY. If the aerodrome operator is in doubt about the quality of the surface, it will be reported with a lower RWYCC, but the runway descriptor will still be SPECIALLY PREPARED WINTER RUNWAY. The term DOWNGRADED will be used in the ‘situational awareness’ section of the RCR. A SPECIALLY PREPARED WINTER RUNWAY has no loose contaminant; hence no contaminant drag on acceleration, and stopping performance corresponding to the reported RWYCC.

Performance information for the assessment of the LDTA correlates the aircraft performance with the RWYCC contained in the RCR, hence the calculation will be based on the RWYCC of the intended runway of landing.